TY - RPRT AN - 01069772 AU - Federal Aviation Administration TI - Tri-State airport runway improvements, Huntington : environmental impact statement PY - 1972///Volumes held: Draft KW - Environmental impact statements KW - West Virginia UR - https://trid.trb.org/view/829157 ER - TY - RPRT AN - 01069771 AU - Federal Aviation Administration TI - Columbus airport land acquisition : environmental impact statement PY - 1972///Volumes held: Draft KW - Environmental impact statements KW - Nebraska UR - https://trid.trb.org/view/829156 ER - TY - RPRT AN - 01069767 AU - Federal Aviation Administration TI - Ingersoll airport runway construction : environmental impact statement PY - 1972///Volumes held: Draft KW - Environmental impact statements KW - Illinois UR - https://trid.trb.org/view/829152 ER - TY - RPRT AN - 01069762 AU - Federal Aviation Administration TI - Oxford County regional airport runway and taxiway improvement, Oxford : environmental impact statement PY - 1972///Volumes held: Draft, Final KW - Environmental impact statements KW - Maine UR - https://trid.trb.org/view/829147 ER - TY - RPRT AN - 01069761 AU - Federal Aviation Administration TI - Panola County airport, Batesville : environmental impact statement PY - 1972///Volumes held: Draft KW - Environmental impact statements KW - Mississippi UR - https://trid.trb.org/view/829146 ER - TY - RPRT AN - 01069760 AU - Federal Aviation Administration TI - Mississippi County airport ADAP : environmental impact statement PY - 1972///Volumes held: Draft KW - Environmental impact statements KW - Missouri UR - https://trid.trb.org/view/829145 ER - TY - RPRT AN - 01069759 AU - Federal Aviation Administration TI - Bolton Field airport improvements, Columbus : environmental impact statement PY - 1972///Volumes held: Draft KW - Environmental impact statements KW - Ohio UR - https://trid.trb.org/view/829144 ER - TY - RPRT AN - 01069758 AU - Federal Aviation Administration TI - Concord municipal airport runway and taxiway construction : environmental impact statement PY - 1972///Volumes held: Draft KW - Environmental impact statements KW - New Hampshire UR - https://trid.trb.org/view/829143 ER - TY - RPRT AN - 01069756 AU - Federal Aviation Administration TI - Salt Lake City International Airport land acquisition and improvements : environmental impact statement PY - 1972///Volumes held: Draft KW - Environmental impact statements KW - Utah UR - https://trid.trb.org/view/829141 ER - TY - RPRT AN - 01069755 AU - Federal Aviation Administration TI - Duplin County airport development : environmental impact statement PY - 1972///Volumes held: Draft KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/829140 ER - TY - RPRT AN - 01069752 AU - Federal Aviation Administration TI - Grant Municipal Airport runway construction, Perkins County : environmental impact statement PY - 1972///Volumes held: Draft KW - Environmental impact statements KW - Nebraska UR - https://trid.trb.org/view/829137 ER - TY - RPRT AN - 01069746 AU - Federal Aviation Administration TI - Aitkin municipal airport improvements : environmental impact statement PY - 1972///Volumes held: Draft KW - Environmental impact statements KW - Minnesota UR - https://trid.trb.org/view/829131 ER - TY - RPRT AN - 01069743 AU - Federal Aviation Administration TI - Cleveland airport development : environmental impact statement PY - 1972///Volumes held: Draft KW - Environmental impact statements KW - Ohio UR - https://trid.trb.org/view/829128 ER - TY - RPRT AN - 00155615 AU - ECKERT, R D AU - American Enterprise Institute for Public Policy Research TI - AIRPORTS AND CONGESTION: A PROBLEM OF MISPLACED SUBSIDIES PY - 1972 SP - 71 p. AB - Although federal airport subsidy programs have strong adherents, the case in favor of them is an uneasy one. The beneficiaries of these subsidies are mainly higher income groups. The is no reason to suppose that airports and aviation make a contribution to the nation's economic growth that is more important than many nonsubsidized industries. Airports also create costs in the form of noise, air, and water pollution which suggest that their activities might be taxed rather than subsidized. For the purpose of this paper, however, one of the most important arguments against subsidies is that they increase congestion rather than reduce it. Charging below-cost prices also creates new users who lobby in behalf of continuing subsidies. Recent court decisions indicate that the pricing of airport services is legal. Pricing systems could be of two kinds. The first would impose peak-hour landing fees. These fees would have to be adjusted from time to time according to a "trial-and-error" procedure until queues declined to desired levels. The second kind would create landing rights or slots that would be vested in current users and be fully transferable. This would allow higher-valued users to purchase slots from lower-valued users, and thus improve airport efficiency. The rights need not be given in perpetuity. They could be renewable permits granted for 3-year periods. Neither of these pricing systems is likely to present large problems in implementation. But some experience with their operation could be gained through experiments at two or three airports that might last up to three years. The experiments could be funded under the planning grant authority of Public Law 91-258. They would produce information on the nature of airport demand, the extent to which prices can reduce congestion, and any unforeseen problems in administration. KW - Airports KW - Consumers KW - Costs KW - Environmental impacts KW - Environmental quality KW - Federal assistance programs KW - Federal government KW - Federal programs KW - Finance KW - Landing KW - Peak periods KW - Subsidies KW - Traffic congestion KW - Users UR - https://trid.trb.org/view/49313 ER - TY - RPRT AN - 00155613 AU - Institute Transport Aerien TI - THE AIRPORT. ACCESS BY AIR AND LAND PY - 1972 SP - 190 p. AB - This symposium considered problems which are centered on the airport: on its setting, its location and its role. They are related to the characteristics of the air transportation industry and can be defined under six main headings: congestion, distance, number of airports, environment, cost and role. Congestion before and after the airport. The saturation of airspace and the congestion of surface links affect air transport in terms of time, regularity and financial costs. Compared with other transport media, they may also create a handicap if urban, suburban and regional extensions are not adequately drained and irrigated by convenient services. The dispersion of points and zones involved adds to the complexity. The increasing distance between cities and airports which are cut off from their economic and demographic context and lose in efficiency and integration in daily life what they gain from the technical viewpoint. An environment effected by disturbances - particularly noise -which are tolerated less and less. Increasing the number of airports, either to serve major cities or equip a region or country: diversification gives obvious advantages but poses problems concerning traffic distribution, operation and frequencies, investment and land acquisition. KW - Airport access KW - Airport capacity KW - Airport congestion KW - Airport location KW - Airport noise KW - Airport operations KW - Airport planning KW - Airports KW - Costs KW - Environment KW - Landside capacity KW - Location KW - Traffic congestion UR - https://trid.trb.org/view/49312 ER - TY - RPRT AN - 00090092 AU - Moses, R O AU - Blackstone, S L AU - Martin Marietta Corporation AU - Federal Aviation Administration TI - FILTER BELT OIL RECOVERY SYSTEM PY - 1971/12 SP - 308 p. AB - The results of a systems development program (Phase I) for preliminary design of a high seas oil recovery system are presented. Requirements were to project a system capable of recovering 2000 gpm of oil with a low water content. Oil would be recovered from the water surface by two continuous filter belts mounted in the center of a catamaran hull. The filter material retains oil but allows water to pass through freely. An additional oil/water separation system is not required. The system would include a 2000 gpm oil transfer system for offloading recovered oil. It may be used in conjunction with oil containment booms, floating oil storage bags, barges, or small tankers. The system would be designed to operate in waves up to 5 ft. average height. The system would be required to be transported by land vehicles or C-130 cargo aircraft. This report describes basic filter material performance testing, model basin testing, filter belt development, subsystem requirements definition, and preliminary design. KW - Belts KW - Filters KW - Manual safety belts KW - Oil spills KW - Performance KW - Performance engineering KW - Test procedures KW - Water pollution UR - https://trid.trb.org/view/23531 ER - TY - RPRT AN - 00155597 AU - Federal Highway Administration AU - Peat, Marwick, Mitchell and Company TI - AIRPORT ACCESS - A PLANNING GUIDE PY - 1971/10 SP - 20 p. AB - The organization and financing of airport access studies appear to be unique in each application. Financing sources range from the Federal Government with support from communities or local transportation agencies to the airport owner/operator. Regardless of the source of financing, a consistent and broad set of goals and objectives should be defined and analyses undertaken to evaluate the impacts of system and operational alternatives on the users, the community, and the organizations involved. Unless the financial implications and potential benefits are clearly defined, it will be difficult to implement the recommendations. Even a clear or reasonably accurate statement of impacts will not guarantee implementation, since the value structure of the private or public sector agencies, as measured by the definition of priorities and allocation of revenues, are influenced by institutional factors and may be different than the values structures of the community at large. Also, budgeting or resource-allocation considerations of potential implementing agencies may span a broader or different set of objectives. This set may be completely consistent with the role of the implementing agencies. KW - Airport access KW - Alternatives analysis KW - Financing KW - Impacts KW - Landside capacity KW - Resource allocation UR - https://trid.trb.org/view/49298 ER - TY - RPRT AN - 00091282 AU - Dunlay, WJJ AU - Federal Aviation Administration TI - A STOCHASTIC MODEL OF CONTROLLED AIRWAY TRAFFIC PY - 1971/10 SP - 55 p. AB - The model presented in this paper may be used to estimate the expected number of overtake, crossing and merging conflicts at one flight level of an airway network. In addition, procedures are described for estimating the workload and saturation capacities of the network. A number of simplifying assumptions facilitate the analysis. Among these are (1) poisson arrival processes at all points, (2) constant aircraft velocities, and (3) aircraft paths that are coincident with charted airways, or otherwise predictable straight line segments. Each conflict model is essentially a conditional probability model given a particular pair of aircraft types which is then summed up over all possible aircraft-type pairs to obtain the unconditional conflict probabilities. A discussion of possible extensions of the model is included at the end of the report. KW - Air traffic KW - Air traffic control KW - Capacity quantity KW - Civil aviation KW - Classification KW - Conflict (Psychology) KW - Flight paths KW - Forecasting KW - Mathematical models KW - Mathematical prediction KW - Networks KW - Probability KW - Stochastic processes UR - https://trid.trb.org/view/24087 ER - TY - RPRT AN - 00090151 AU - ohio University, Athens AU - Federal Aviation Administration TI - INSTRUMENT LANDING SYSTEM IMPROVEMENT PROGRAM PY - 1971/10 SP - 186 p. AB - Results of ILS improvement studies performed at Ohio University are reported. The report is divided into sections ILS Glide Slope and ILS Localizer. Some of the topics treated under ILS Glide Slope are terrain effects and terrain grading criteria, snow effects, development of a directional glide slope antenna with integral monitoring, siting problems at specific sites, and introductory work on reflections from large aircraft. The main topics treated under ILS Localizer are suppression of parasitics in the Scanwell localizer, study of augmentation of clearance generated by the Scanwell localizer, performance of the Scanwell array and three types of monitor under localizer fault conditions, reflection of localizer signals from hangars and from large aircraft, and preliminary work on design of a localizer array which produces clearance within a 35 degrees sector only. KW - Attenuation KW - Directional antennas KW - Glide path systems KW - Instrument landing systems KW - Monitoring KW - Radio transmission KW - Scattering KW - Transmission UR - https://trid.trb.org/view/23558 ER - TY - RPRT AN - 00203770 AU - Federal Aviation Administration TI - GROVE CITY AIRPORTS, GROVE CITY PENNSYLVANIA. FINAL ENVIRONMENTAL IMPACT STATEMENT PY - 1971/10 SP - 25 p. AB - THE PROJECT PROPOSES TO ACQUIRE LAND FOR AIRPORT DEVELOPMENT TO CONSTRUCT RUNWAYS AND TAXIWAYS TERMINAL APRON AND TAXIWAY TURNAROUNS; TO CONSTRUCT ACCESS ROADS; TO INSTALL MEDIUM INTENSITY LIGHTING SYSTEM INCLUDING VASL, STUB TAXIWAY LIGHTING AND ROTATING BEACON, AND LIGHTED WIND CONE AND SEGMENTED CIRCLE. THE PROPOSED DEVELOPMENT WILL PROVIDE A PAVED AND LIGHTED AIRPORT, WHICH WILL ENHANCE THE OVERALL ECONOMY OF THE AREA SERVED AND IMPROVED THE INDUSTRIAL AND COMMERCIAL GROWTH OF THE COMMUNITY. /AUTHOR/GRA/ KW - Airport runways KW - Airports KW - Development KW - Economic benefits KW - Economic development KW - Industries KW - Intermodal terminals KW - Lightning KW - Taxiways KW - Trade UR - https://trid.trb.org/view/95523 ER - TY - RPRT AN - 00203771 AU - Federal Aviation Administration TI - SANTA BARBARA MUNICIPAL AIRPORT, SANTA BARBARA, CALTFORNIA: ENVIRONMENTAL IMPACT STATEMENT PY - 1971/10 SP - 127 p. AB - THE PROJECT PROPOSES TO CONSTRUCT A PORTION OF A PARALLEL TAXIWAY TO SERVE THE MAIN INSTRUMENT RUNWAY AT THE MUNICIPAL AIRPORT. THE PROPOSED TAXIWAY IMPROVEMENT IS NOT EXPECTED TO AFFECT THE ENVIRONMENT OF THE SURROUNDING AREA OR HINDER THE ECOLOGICAL BALANCE OF GOLETA SLOUGH. /AUTHOR(GRA)/ KW - Airport runways KW - Airports KW - Construction KW - Environmental impacts KW - Taxiways UR - https://trid.trb.org/view/95525 ER - TY - RPRT AN - 00226631 AU - Obrien, P J AU - National Aviation Facilities Experimental Center TI - A DYNAMIC SIMULATION STUDY OF AIR TRAFFIC CAPACITY IN THE SAN FRANCISCO BAY TERMINAL AREA PY - 1971/08 SP - 114 p. AB - A DYNAMIC SIMULATION OF AIR TRAFFIC OPERATIONS IN THE SAN FRANCISCO BAY TERMINAL AREA WAS CONDUCTED TO DETERMINE AIR TRAFFIC CAPACITY ESTIMATES WHEN SEVERAL DIFFERENT AIRPORT EXPANSION PLANS WERE IMPLEMENTED. CAPACITY ESTIMATES WERE MADE FOR THE FOLLOWING SEPARATE CONDITIONS: FIRST, THE PRESENT DAY SYSTEM SLIGHTLY MODIFIED TO ACCOMMODATE AN INCREASED VOLUME OF TRAFFIC; SECOND, WITH THE OPERATION OF AN ADDITIONAL RUNWAY AT SAN FRANCISCO AIRPORT; THIRD, WITH THE OPERATION OF AN ADDITIONAL RUNWAY AT OAKLAND AIRPORT; AND FOURTH, WITH THE OPERATION OF A NEW MULTIPARALLEL RUNWAY AIRPORT LOCATED NEAR THE SOUTH END OF SAN FRANCISCO BAY AND WITHOUT THE EXPANSION TO EITHER SAN FRANCISCO OR OAKLAND AIRPORTS. AN ESTIMATE WAS ALSO MADE OF THE TOTAL SYSTEM CAPACITY WHEN ALL AIRPORT EXPANSIONS WERE IMPLEMENTED. /AUTHOR/ (GRA) KW - Air traffic KW - Air traffic forecasts KW - Airport capacity KW - Airport planning KW - Airport runways KW - Airspace capacity KW - Development KW - Expansion KW - Forecasting KW - Highway capacity KW - Metropolitan Oakland International Airport KW - Parallel runways KW - Parallel taxiways KW - San Francisco International Airport KW - Simulation KW - Taxiways KW - Traffic simulation UR - https://trid.trb.org/view/112979 ER - TY - RPRT AN - 01351688 AU - Mohler, Stanley R AU - Gerathewohl, Siegfried J AU - Federal Aviation Administration TI - Civil Aeromedical Standards for General-Use Aerospace Transportation Vehicles: The Space-Shuttle Follow-on PY - 1971/07/01/OAM Report SP - 8p AB - Second-generation general-use aerospace transportation vehicles will evolve, and aerospace medical specialists must provide timely medical criteria for (a) occupant selection, (b) vehicle design features, and (c) operational guidelines. Incorporation of this aeromedical data will result in (1) enhanced mission success and mission efficiency, and (2) minimized opportunity for mission failure, accidents, and long-range adverse consequences due to human factor deficiencies. The data include medical standards for the occupants plus standards for oxygen, nitrogen, carbon dioxide and monoxide, humidity, heat, water vapor, internal noise, radiation and other items. KW - Aerospace engineering KW - Civil engineering KW - Guidelines KW - Human factors engineering KW - London Orbital Motorway KW - Medical services KW - Space shuttles KW - Vehicle design UR - http://ntl.bts.gov/lib/39000/39100/39167/AM71-33.pdf UR - https://trid.trb.org/view/1114749 ER - TY - RPRT AN - 01351732 AU - Smith, Roger C AU - FAA Civil Aeromedical Institute AU - Federal Aviation Administration TI - Personality Assessment in Aviation: An Analysis of the Item Ambiguity Characteristics of the 16PF and MMPI PY - 1971/07//OAM Report SP - 8p AB - Devices such as the 16PF and MMPI have been widely employed in the evaluation of personnel in aviation settings. The present study investigated the problem of item ambiguity (the degree to which an item elicits multiple interpretation) which may limit the utility of such devices when used in screening procedures.Subjects completed either the 16PF or the MMPI while concurrently rating each item on a five-point ambiguity scale. The ambiguity for each item was determined and the relationship between ambiguity and sex of the respondent, the individual factor scales, and the scores of subjects on the scales were considered. The implications of the findings for the item construction and use of the tests in various applications were discussed. KW - Ambiguity resolution KW - Aviation KW - Evaluation and assessment KW - Gender KW - Human factors KW - Personality KW - Psychological aspects UR - http://ntl.bts.gov/lib/39000/39100/39169/AM71-35.pdf UR - https://trid.trb.org/view/1114753 ER - TY - RPRT AN - 01351660 AU - Cobb, Bart B AU - Lay, Carolyn D AU - Bourdet, Nancy M AU - FAA Civil Aeromedical Institute AU - Federal Aviation Administration TI - The Relationship between Chronological; Age and Aptitude Test Measures of Advanced-Level Air traffic Control Trainees PY - 1971/07//OAM Report SP - 32p AB - This study examined the interrelationships of age, aptitude measures, and training performance scores for 710 men who entered basic air traffic control (ATC) training at the Federal Aviation Administration (FAA) academy during November 1968 through March 1970. They ranged in age from 21 to 52 years, but less than 12% were over the age of 40. More of the subjects were former military controllers who possessed sufficient prior ATC experience to be (a) selected for training with an exemption from a qualifying aptitude index and (b) appointed to trainee status with higher-than-normal pay grades. Age correlated negatively with 21 of the 22 aptitude measures and with training grades. On most tests, performance means of subjects over age 34 were significantly lower than those obtained for the younger trainees,and their attrition rate for the training course was three times that of their younger classmates. Only one of the 22 aptitude measures failed to correlate positively with the training grades. The results indicated that greater effectiveness in screening such applicants could be attained if eligibility standards were modified to include considerations of both age and aptitudes. KW - Age KW - Air traffic control KW - Air traffic controllers KW - Aptitude KW - Personnel performance KW - Tests KW - Training UR - http://ntl.bts.gov/lib/39000/39100/39170/AM71-36.pdf UR - https://trid.trb.org/view/1114814 ER - TY - RPRT AN - 00200611 AU - Federal Aviation Administration TI - OPERATIONS UNDER THE AIRPORT AND AIRWAY DEVELOPMENT ACT PY - 1971/06/30 SP - 46 p. AB - THE AIRPORTS PROGRAM IS BASED PRIMARILY ON THE PROVISIONS OF THE AIRPORT AND AIRWAY DEVELOPMENT ACT OF 1970 (PUBLIC LAW 91-258) ENACTED ON 21 MAY 1970. PRINCIPAL ACTIVITIES OF THIS PROGRAM INCLUDE: PREPARATION OF A NATIONAL AIRPORT SYSTEM PLAN; ADMINISTERING PROGRAMS OF GRANTS-IN-AID FOR AIRPORT PLANNING AND AIRPORT DEVELOPMENT; DEVELOPMENT AND APPLICATION OF AIRPORT PLANNING, ENGINEERING, AND SAFETY STANDARDS; AIRPORT CERTIFICATION AND INSPECTION FOR SAFETY OF OPERATIONS; FIELD COLLECTION OF INFORMATION FOR THE AIRPORT DATA PROGRAM; PARTICIPATION IN TRANSFER OF FEDERAL LAND AND PROPERTY FOR CIVIL AIRPORT USE; AND THE PROGRAM FOR ASSURING COMPLIANCE AND ENFORCEMENT OF AIRPORT AGREEMENTS. /AUTHOR/ KW - Airports KW - Development KW - Laws KW - Programs KW - Safety UR - https://trid.trb.org/view/89571 ER - TY - RPRT AN - 00226628 AU - Federal Aviation Administration TI - SYSTEM DESIGN FOR AN ALL WEATHER AIRPORT SURFACE TRAFFIC SYSTEM PY - 1971/04/26 SP - 135 p. AB - THE DESIGN REQUIREMENTS AND DEVELOPMENT PLAN FOR AN ALL WEATHER SYSTEM FOR CONTROLLING AIRPORT SURFACE TRAFFIC ARE PRESENTED. THE STAGES IN PROGRESSING FROM THE CURRENT SYSTEM FOR CONTROLLING AIRPORT SURFACE TRAFFIC TO AN ALL WEATHER SYSTEM ARE DESCRIBED AND INCLUDE: EXISTING SYSTEM, VISUAL SIGNALLING, DETECTION, ALARM/PRIORITY LOGIC, COMPUTER PROCESSING, AND REDUCED VISIBILITY GUIDANCE AND 1269545 TRAFFIC CONTROL SYSTEMS KW - Airports KW - Design KW - Design features KW - Detection and identification KW - Detectors KW - Guidance KW - Information processing KW - Traffic control KW - Weather UR - https://trid.trb.org/view/112976 ER - TY - RPRT AN - 00092083 AU - Federal Aviation Administration AU - National Aeronautics and Space Administration TI - MEASUREMENT OF RUNWAY FRICTION CHARACTERISTICS ON WET, ICY OR SNOW COVERED RUNWAYS PY - 1971/04/01 SP - 26 p. AB - Three methods of measuring runway friction characteristics are described and possible usage of the data obtained is indicated. The information presented reflects the current state-of-the-art for measurement and classification of the relative slipperiness of runway surfaces. The three methods described include: (1) The diagonal-braked vehicle test method for measuring stopping distances on paved surfaces, (2) the Mu Meter method for evaluating runway surface characteristics, and (3) the James Brake Decelerometer method for determining runway slipperiness in the form of a friction coefficient. KW - Acceptability KW - Acceptance KW - Airport runways KW - Equipment tests KW - Friction KW - Ice KW - Military facilities KW - Moisture content KW - Pavements KW - Skidding KW - Snow KW - State of the art KW - Surfaces KW - Test equipment KW - Test procedures UR - https://trid.trb.org/view/28824 ER - TY - RPRT AN - 01513857 AU - United States Federal Aviation Administration TI - Grove municipal airport land acquisition and runway and taxiway construction : environmental impact statement PY - 1971///Volumes held: Final KW - Environmental impact statements KW - Oklahoma UR - https://trid.trb.org/view/1298181 ER - TY - RPRT AN - 01513855 AU - United States Federal Aviation Administration TI - Jesup-Wayne County Airport land acquisition and runway improvements : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Georgia UR - https://trid.trb.org/view/1298179 ER - TY - RPRT AN - 01513854 AU - United States Federal Aviation Administration TI - Carrizozo municipal airport runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - New Mexico UR - https://trid.trb.org/view/1298178 ER - TY - RPRT AN - 01513853 AU - United States Federal Aviation Administration TI - Redding municipal airport land acquisition : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/1298177 ER - TY - RPRT AN - 01513852 AU - United States Federal Aviation Administration TI - Albert Lea municipal airport expansion : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Minnesota UR - https://trid.trb.org/view/1298176 ER - TY - RPRT AN - 01513851 AU - United States Federal Aviation Administration TI - Salisbury-Wicomico County airport land acquisition : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Maryland UR - https://trid.trb.org/view/1298175 ER - TY - RPRT AN - 01513850 AU - United States Federal Aviation Administration TI - Wahoo municipal airport runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/1298174 ER - TY - RPRT AN - 01513849 AU - United States Federal Aviation Administration TI - Lawrence Township municipal airport land acquisition and runway extension, Clearfield : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Pennsylvania UR - https://trid.trb.org/view/1298173 ER - TY - RPRT AN - 01513848 AU - United States Federal Aviation Administration TI - Clarion County airport, new airport : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Pennsylvania UR - https://trid.trb.org/view/1298172 ER - TY - RPRT AN - 01512971 AU - United States Federal Aviation Administration TI - Calhoun County airport, new airport, Pittsboro : environmental impact statement PY - 1971///Volumes held: Draft(in F), Final KW - Environmental impact statements KW - Mississippi UR - https://trid.trb.org/view/1297295 ER - TY - RPRT AN - 01512970 AU - United States Federal Aviation Administration TI - Lonesome Pine airport runway extension, Wise County : environmental impact statement PY - 1971///Volumes held: Final KW - Environmental impact statements KW - Virginia UR - https://trid.trb.org/view/1297294 ER - TY - RPRT AN - 01512968 AU - United States Federal Aviation Administration TI - Rexburg-Madison County airport runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Idaho UR - https://trid.trb.org/view/1297292 ER - TY - RPRT AN - 01512966 AU - United States Federal Aviation Administration TI - Truckee-Tahoe airport land acqusisition and runway improvements : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/1297290 ER - TY - RPRT AN - 01512965 AU - United States Federal Aviation Administration TI - Dothan airport runway improvements and extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Alabama KW - Environmental impact statements UR - https://trid.trb.org/view/1297289 ER - TY - RPRT AN - 01512961 AU - United States Federal Aviation Administration TI - Terry County airport runway resurfacing and extension, Brownsville : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Texas UR - https://trid.trb.org/view/1297285 ER - TY - RPRT AN - 01512960 AU - United States Federal Aviation Administration TI - Memphis International Airport runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Tennessee UR - https://trid.trb.org/view/1297284 ER - TY - RPRT AN - 01512957 AU - United States Federal Aviation Administration TI - New Holstein municipal airport upgrading runway pavement : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Wisconsin UR - https://trid.trb.org/view/1297281 ER - TY - RPRT AN - 01512037 AU - United States Federal Aviation Administration TI - Alma/Bacon County airport land acqusition and runway construction : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Georgia UR - https://trid.trb.org/view/1296361 ER - TY - RPRT AN - 01512036 AU - United States Federal Aviation Administration TI - Batesville airport land acquisition, runway and taxiway construction : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Arkansas KW - Environmental impact statements UR - https://trid.trb.org/view/1296360 ER - TY - RPRT AN - 01512034 AU - United States Federal Aviation Administration TI - Allentown/Bethlehem/Easton airport land acquisition and runway extension, Allentown : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Pennsylvania UR - https://trid.trb.org/view/1296358 ER - TY - RPRT AN - 01512033 AU - United States Federal Aviation Administration TI - Gettysburg municipal airport land acquisition and runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - South Dakota UR - https://trid.trb.org/view/1296357 ER - TY - RPRT AN - 01512027 AU - United States Federal Aviation Administration TI - Pierre municipal airport runway upgrading : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - South Dakota UR - https://trid.trb.org/view/1296351 ER - TY - RPRT AN - 01511118 AU - United States Federal Aviation Administration TI - Jekyll Island airport runway-taxiway extension, Glynn County : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Georgia UR - https://trid.trb.org/view/1295442 ER - TY - RPRT AN - 01511117 AU - United States Federal Aviation Administration TI - Mission Field runway extension, Livingston : environmental impact statement PY - 1971///Volumes held: Draft, F KW - Environmental impact statements KW - Montana UR - https://trid.trb.org/view/1295441 ER - TY - RPRT AN - 01511116 AU - United States Federal Aviation Administration TI - Kent County airport runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Michigan UR - https://trid.trb.org/view/1295440 ER - TY - RPRT AN - 01511115 AU - United States Federal Aviation Administration TI - Iowa Falls municipal airport land acquisition and runway construction : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Iowa UR - https://trid.trb.org/view/1295439 ER - TY - RPRT AN - 01511114 AU - United States Federal Aviation Administration TI - Colby municipal airport runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Kansas UR - https://trid.trb.org/view/1295438 ER - TY - RPRT AN - 01511113 AU - United States Federal Aviation Administration TI - Henryetta municipal airport runway extension and reconstruction : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Oklahoma UR - https://trid.trb.org/view/1295437 ER - TY - RPRT AN - 01511112 AU - United States Federal Aviation Administration TI - Martin County airport runway extension, Williamstown : environmental impact statement PY - 1971///Volumes held: Final KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/1295436 ER - TY - RPRT AN - 01511111 AU - United States Federal Aviation Administration TI - Pender municipal airport, new airport : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/1295435 ER - TY - RPRT AN - 01510200 AU - United States Federal Aviation Administration TI - Jefferson Davis airport, new airport, Prentiss : environmental impact statement PY - 1971///Volumes held: Draft(in F), Final, Final(microfiche) KW - Environmental impact statements KW - Mississippi UR - https://trid.trb.org/view/1294524 ER - TY - RPRT AN - 01510199 AU - United States Federal Aviation Administration TI - Capital Airport runway relocation, Springfield : environmental impact statement PY - 1971///Volumes held: Draft, F KW - Environmental impact statements KW - Illinois UR - https://trid.trb.org/view/1294523 ER - TY - RPRT AN - 01510198 AU - United States Federal Aviation Administration TI - Reidsville airport, new airport : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Georgia UR - https://trid.trb.org/view/1294522 ER - TY - RPRT AN - 01510196 AU - United States Federal Aviation Administration TI - Savannah municipal airport long term development : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Georgia UR - https://trid.trb.org/view/1294520 ER - TY - RPRT AN - 01510195 AU - United States Federal Aviation Administration TI - Great Falls International Airport runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Montana UR - https://trid.trb.org/view/1294519 ER - TY - RPRT AN - 01510194 AU - United States Federal Aviation Administration TI - Cambridge municipal airport land acquisition : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Minnesota UR - https://trid.trb.org/view/1294518 ER - TY - RPRT AN - 01510193 AU - United States Federal Aviation Administration TI - Carson airport land acquisition and runway extension, Carson City : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Nevada UR - https://trid.trb.org/view/1294517 ER - TY - RPRT AN - 01510192 AU - United States Federal Aviation Administration TI - Goldsboro/Wayne municipal airport land reimbursement and improvements : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/1294516 ER - TY - RPRT AN - 01510191 AU - United States Federal Aviation Administration TI - Loup City municipal airport, new airport : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/1294515 ER - TY - RPRT AN - 01510189 AU - United States Federal Aviation Administration TI - Lancaster County airport ADAP, Lancaster : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - South Carolina UR - https://trid.trb.org/view/1294513 ER - TY - RPRT AN - 01509309 AU - United States Federal Aviation Administration TI - Atlanta airport loop road construction, drainage system, Clayton/Fulton counties : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Georgia UR - https://trid.trb.org/view/1293633 ER - TY - RPRT AN - 01509308 AU - United States Federal Aviation Administration TI - Walker Field runway extension, Grand Junction : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Colorado KW - Environmental impact statements UR - https://trid.trb.org/view/1293632 ER - TY - RPRT AN - 01509307 AU - United States Federal Aviation Administration TI - Bonifay airport new runway construction and land reimbursement : environmental impact statement PY - 1971///Volumes held: Draft(in F), Final KW - Environmental impact statements KW - Florida UR - https://trid.trb.org/view/1293631 ER - TY - RPRT AN - 01509306 AU - United States Federal Aviation Administration TI - Mankato municipal airport expansion : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Minnesota UR - https://trid.trb.org/view/1293630 ER - TY - RPRT AN - 01509304 AU - United States Federal Aviation Administration TI - Minot International Airport land acquisition and runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - North Dakota UR - https://trid.trb.org/view/1293628 ER - TY - RPRT AN - 01509302 AU - United States Federal Aviation Administration TI - Ogallala municipal airport, new airport : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/1293626 ER - TY - RPRT AN - 01509301 AU - United States Federal Aviation Administration TI - Pickens County airport runway extension, Liberty : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - South Carolina UR - https://trid.trb.org/view/1293625 ER - TY - RPRT AN - 01508405 AU - United States Federal Aviation Administration TI - Murray Field runway extension, Eureka : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/1292729 ER - TY - RPRT AN - 01508402 AU - United States Federal Aviation Administration TI - Broken Bow municipal airport land acquisition : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/1292726 ER - TY - RPRT AN - 01508401 AU - United States Federal Aviation Administration TI - Salt Lake City airport land acquisition and runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Utah UR - https://trid.trb.org/view/1292725 ER - TY - RPRT AN - 01508399 AU - United States Federal Aviation Administration TI - Reading municipal airport runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Pennsylvania UR - https://trid.trb.org/view/1292723 ER - TY - RPRT AN - 01508396 AU - United States Federal Aviation Administration TI - Plattsmouth municipal airport, new airport : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/1292720 ER - TY - RPRT AN - 01507434 AU - United States Federal Aviation Administration TI - Pine Belt Regional Airport (proposed), Laurel and Hattiesburg : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Mississippi UR - https://trid.trb.org/view/1291758 ER - TY - RPRT AN - 01507433 AU - United States Federal Aviation Administration TI - Fostoria metropolitan airport, new airport : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Ohio UR - https://trid.trb.org/view/1291757 ER - TY - RPRT AN - 01507432 AU - United States Federal Aviation Administration TI - Russell Field runway improvements, Rome : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Georgia UR - https://trid.trb.org/view/1291756 ER - TY - RPRT AN - 01507430 AU - United States Federal Aviation Administration TI - Anaconda airport turf runway construction : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Montana UR - https://trid.trb.org/view/1291754 ER - TY - RPRT AN - 01507429 AU - United States Federal Aviation Administration TI - Fulton/Itawamba County airport, new airport : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Mississippi UR - https://trid.trb.org/view/1291753 ER - TY - RPRT AN - 01507428 AU - United States Federal Aviation Administration TI - Ortonville municipal airport runway improvements : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Minnesota UR - https://trid.trb.org/view/1291752 ER - TY - RPRT AN - 01507427 AU - United States Federal Aviation Administration TI - Houghton County Memorial Airport reconstruction : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Michigan UR - https://trid.trb.org/view/1291751 ER - TY - RPRT AN - 01507426 AU - United States Federal Aviation Administration TI - Ryan Airport runway reconstruction, Baton Rouge : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Louisiana UR - https://trid.trb.org/view/1291750 ER - TY - RPRT AN - 01507424 AU - United States Federal Aviation Administration TI - Ashtabula County airport land acquisition and runway extension : environmental impact statement PY - 1971///Volumes held: Final KW - Environmental impact statements KW - Ohio UR - https://trid.trb.org/view/1291748 ER - TY - RPRT AN - 01507423 AU - United States Federal Aviation Administration TI - Brewster Field/Holdrege municipal airport runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/1291747 ER - TY - RPRT AN - 01507422 AU - United States Federal Aviation Administration TI - Hastings municipal airport land acquisition and construction : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/1291746 ER - TY - RPRT AN - 01507421 AU - United States Federal Aviation Administration TI - Tecumseh municipal airport land acquisition : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/1291745 ER - TY - RPRT AN - 01507420 AU - United States Federal Aviation Administration TI - Wayne Wonderland Airport land acquisition and runway extension, Loa : environmental impact statement PY - 1971///Volumes held: Draft, F KW - Environmental impact statements KW - Utah UR - https://trid.trb.org/view/1291744 ER - TY - RPRT AN - 01507419 AU - United States Federal Aviation Administration TI - Maury County regional airport land acquisition and runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Tennessee UR - https://trid.trb.org/view/1291743 ER - TY - RPRT AN - 01507418 AU - United States Federal Aviation Administration TI - Norfolk regional airport land acquisition and runway extensions : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Virginia UR - https://trid.trb.org/view/1291742 ER - TY - RPRT AN - 01454132 AU - Federal Aviation Administration TI - The Eagle-Eyed Pilot (Video) PY - 1971 AB - This video stresses that a pilot's vision and flight safety go hand-in-hand. It acquaints the general aviation pilot with the physiology of pilot vision, particularly highlighting the limitations of the eye in flight and factors that can affect and impair sight and safety while airborne. KW - Air pilots KW - Aviation safety KW - Eye KW - General aviation KW - Vision UR - http://www.youtube.com/watch?v=DRsw_cUl8CM UR - https://trid.trb.org/view/1222789 ER - TY - RPRT AN - 01161611 AU - Federal Aviation Administration TI - Lexington municipal airport, new airport : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Mississippi UR - https://trid.trb.org/view/922595 ER - TY - RPRT AN - 01069868 AU - Federal Aviation Administration TI - Harlingen airport runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Texas UR - https://trid.trb.org/view/829253 ER - TY - RPRT AN - 01069846 AU - Federal Aviation Administration TI - Republic Airport runway extension transfer, Farmingdale : environmental impact statement PY - 1971///Volumes held: Draft KW - Environmental impact statements KW - New York (State) UR - https://trid.trb.org/view/829231 ER - TY - RPRT AN - 01069783 AU - Federal Aviation Administration TI - Fairfax County airport, new airport : environmental impact statement PY - 1971///Volumes held: Draft KW - Environmental impact statements KW - Virginia UR - https://trid.trb.org/view/829168 ER - TY - RPRT AN - 00911855 AU - Federal Aviation Administration TI - STAFF STUDY: CIVIL AERONAUTICAL PRODUCTION, CALENDAR YEAR 1968.. T2 - CIVIL AERONAUTICAL PRODUCTION. PY - 1971 AB - No abstract provided. KW - Air transportation UR - https://trid.trb.org/view/585464 ER - TY - JOUR AN - 00407652 JO - GA-20-85 -UNTRACED SERIES PB - Federal Aviation Administration AU - DAY, B A AU - Federal Aviation Administration TI - THE AFRO-AMERICAN AIRMAN IN WORLD WAR II PY - 1971 SP - 1 p. AB - No abstract provided. KW - African Americans KW - Air pilots KW - History KW - United States KW - World War, 1939-1945 UR - https://trid.trb.org/view/224330 ER - TY - RPRT AN - 00402092 AU - Federal Aviation Administration TI - AVIATION'S ENVIRONMENTAL ACTION REPORT. COMPILATION OF THE NEWSPAPER, RADIO AND TELEVISION COVERAGE OF THE VARIOUS RELEASES AND DEMONSTRATI PY - 1971 SP - 89 p. AB - No abstract provided. KW - Aircraft exhaust gases KW - United States UR - https://trid.trb.org/view/215388 ER - TY - RPRT AN - 00155616 AU - Northeastern Illinois Planning Commission TI - METROPOLITAN AIRCRAFT NOISE ABATEMENT POLICY STUDY, O'HARE INTERNATIONAL AIRPORT, CHICAGO, ILLINOIS PY - 1971 SP - 118 p. AB - At Chicago's O'Hare two runways built since 1965 will enlarge the noise-impacted area to include the homes of half a million persons by 1975. Land use strategies in this short time can only limit the 58,000 persons which residential construction trends would bring into the noise-impacted area by 1975. Operational changes plus acoustical lining of existing aircraft engine nacelles might reduce the impacted population to 190,000. Operational changes plus new engines of quieter design might cut the impacted population to 140,000--less than half of the 1965 number. Motel builders successfully have limited airport noise by adding 20 to 30 percent to construction costs for soundproofing. These techniques are feasible for new multiple-family dwellings in the moderately noise-impacted area, but not in the heavily noise-impacted area, and not for single-family dwellings. Local building codes legally could require soundproofing performance standards for new rental buildings but not for existing owner-occupied dwellings. One solution for two neighborhoods at the runways' edge might be to remove the dwellings and redevelop the land for commerce and industry. Proposed expansion of the airport grounds will remove some of the most noise-impacted vacant land from the market. So will the proposed Elgin-O'Hare Freeway, and the projected growth of industry and commerce. Thirty-nine million dollars should be spent to acquire six noise-impacted sites for regional open space, including flood reservoirs, golf courses, and cemeteries. Moderately noise-impacted land is also suitable for neighborhood playgrounds and ballparks. A regional airport systems plan should be drawn as the first step toward publishing noise forecast maps for all airports in the eight-county bistate region of northeastern Illinois-northwestern Indiana. Zoning could forestall noise impact problems around any future jetport, if land use controls can be coordinated on a regional basis. KW - Aircraft noise KW - Airport noise KW - Airport runways KW - Chicago O'Hare International Airport KW - Damping (Engineering) KW - Engine design KW - Engines KW - Environmental impact analysis KW - Environmental impacts KW - Housings KW - Land use KW - Nacelles KW - Noise control KW - Noise reduction KW - Vehicle design UR - https://trid.trb.org/view/49314 ER - TY - JOUR AN - 00155586 JO - AIRPORT SERVICES MANAGEMENT AU - Lakewood Publications TI - PASSENGER GROUND TRANSIT SYSTEMS PY - 1970/08 VL - 10 IS - 8 SP - p. 24-27 AB - Three new ground transit systems are described: automatic shuttle trains; prototype capsule-type vehicles; and moving walkways. The shuttle train system at Tampa International Airport incorporates a passenger transfer system which connects the main Landside building with the outlying Airside building where gate check-in, passenger holding and related ramp functions are conducted. A prototype overhead monorail system installed at Dallas/Fort Worth airport, consists of individual cars holding 14 passengers or up to 6,000 pounds of baggage operating along almost a mile of elevated track between the parking lot and terminal lobby. Two other systems being evaluated at the same airport, consist of small passenger transfer modules, containerized air cargo modules will be loaded and unloaded from aircraft by automated transfer systems. A conveyor system is described which can handle 22,000 passengers an hour over distances ranging from 1000 ft. to several miles. KW - Airport access KW - Automatic train operation KW - Conveyors KW - Dallas-Fort Worth International Airport KW - Elevated guideways KW - Ground transportation KW - Landside capacity KW - Passengers KW - People movers KW - Railroad bridges KW - Shuttle service UR - https://trid.trb.org/view/52598 ER - TY - RPRT AN - 00155566 AU - Kiernam, J AU - Institute for Defense Analyses TI - BIBLIOGRAPHY ON AIR TRAVEL AND ASSOCIATED GROUND TRANSPORTATION PY - 1970/06 SP - 43 p. AB - This bibliography is intended to provide background reading for a study performed by IDA for the Office of Research of the Urban Mass Transportation Administration of the U.S. Department of Transportation. In keeping with the focus of the IDA Study, S-351, Intra-Airport Transportation systems: An Examination of Technology and Evaluation Methodology, a survey of documents and articles was made to help identify current data and studies relating to air travel demand projections, alternative airport configurations, flow patterns and rates, and available or potential ground transportation concepts, systems, and components. This bibliography covers the subject areas up to August 1969. KW - Air traffic KW - Air traffic forecasts KW - Airport design KW - Airports KW - Bibliographies KW - Forecasting KW - Intermodal terminals KW - Intra airport transit KW - Landside capacity KW - Passenger terminals KW - Structural design KW - Terminal facilitation KW - Travel demand UR - https://trid.trb.org/view/49276 ER - TY - RPRT AN - 00073998 AU - Federal Aviation Administration TI - THE NATIONAL AVIATION SYSTEM PLAN - TEN YEAR PLAN - 1971-1980 PY - 1970/05 AB - Orderly development of an adequate system of airways facilities and airports is essential if the demands of our rapidly growing aviation industry are to be satisfied. This, the second annual edition of the National Aviation Plan, is the Federal Aviation Administration's long-range plan for that development. It consists of the National Aviation System Policy Summary and the 1970 National Aviation System Plan, which cover the period 1971 through 1980. KW - Air transportation KW - Government policies KW - National Aviation System KW - Policy UR - https://trid.trb.org/view/24589 ER - TY - RPRT AN - 00074089 AU - Federal Aviation Administration TI - R AND D PLAN TO INCREASE AIRPORT AND AIRWAY SYSTEM CAPACITY PY - 1970/05 AB - The purpose of the research and development activity described is to achieve the national goal of providing an air transportation system for all categories of aviation commensurate with projected growth of the air transportation industry. KW - Air transportation KW - Airport capacity KW - Development KW - Research KW - Research and development UR - https://trid.trb.org/view/24603 ER - TY - RPRT AN - 00073834 AU - Federal Aviation Administration TI - PLANNING THE METROPOLITAN AIRPORT SYSTEM PY - 1970/05 AB - The metropolitan airport system plan is a representation of the aviation facilities required to meet the immediate and future air transportation needs of the metropolitan area. It recommends the general location for and characteristics of new airports and the nature of expansion for existing ones. The metropolitan airport system planning process involves the preparation of both broad and specific policies, plans, and programs needed to establish a viable, integrated network of airports at the metropolitan level. KW - Airport forecasts KW - Airport planning KW - Airports KW - Forecasting KW - Land use planning UR - https://trid.trb.org/view/24546 ER - TY - JOUR AN - 00155599 JO - ITA Bulletin PB - Institut du Transport Aerien AU - Institut du Transport Aerien TI - PARALLEL RUNWAYS TO BEAT AIRPORT CONGESTION PY - 1970/03 SP - p. 241-244 AB - Parallel runways make it possible to increase the airport's capacity and reduce delays to a greater extent than divergent or intersecting runways. The various possible configurations for parrallel runways are tabulated together with data relating to their respective capacity compared with those of intersecting or divergent runways. A minimum spacing of 5,000 ft. between runways is essential. This spacing makes possible simultaneous ILS approaches, thus giving the parallel runway system true double capacity. KW - Airport capacity KW - Airport runways KW - Instrument landing systems KW - Runway spacing KW - Spacing UR - https://trid.trb.org/view/52602 ER - TY - RPRT AN - 00061108 AU - Federal Aviation Administration TI - NORTHEAST CORRIDOR AIR TRAFFIC AND HIGH SPEED GROUND TRANSPORTATION PY - 1970/03 SP - 38 p. AB - The report reviews the high-speed ground transportation program of the Department of Transportation and studies the impact high-speed rail passenger service may have on air traffic in this critical, congested area of the United States known as the Northeast Corridor. (Author) KW - Air traffic KW - Air transportation KW - Civil aviation KW - Economic impacts KW - Economics KW - Forecasting KW - High speed ground transportation KW - High speed rail KW - Impacts KW - Metroliner (Express train) KW - Northeast Corridor KW - Northeastern United States KW - Passenger service KW - Passenger vehicles KW - Passengers KW - Pricing KW - Railroads KW - Short takeoff KW - Socioeconomic factors KW - Statistics KW - STOL aircraft KW - Takeoff KW - Transportation KW - United States UR - https://trid.trb.org/view/17689 ER - TY - RPRT AN - 00155610 AU - Goodfriend (LS) and Associates TI - NOISE-REDUCING CONSTRUCTIONS AND COST ESTIMATING IN HIGH NOISE AREAS PY - 1970/02 SP - 61 p. AB - The 1975 Noise Exposure Forecasts (NEF's) Base Line and Quiet Engine Contour maps were examined to obtain octave-band sound-pressure levels on the NEF-30 and -40 contours from which noise reducing structures and cost estimates were developed for existing and new buildings in the B and C zones. The process of computing the sound-pressure levels existing at approximately ground level at one mile intervals (the distance selected to provide sufficient sound-level difference) on the NEF-30 and -40 contours is discussed. The computed maximum octave-band sound-pressure levels on the NEF B and C contours were selected along with suitable interior noise design goals to determine the appropriate sound reducing constructions for various existing and new buildings types in the B and C zones. In addition, cost estimates were derived for these sound reducing constructions and the cost estimates are discussed and the results summarized. Recommendations for reducing the intruding aircraft noise levels by a system of electronically introducing a suitable interior background noise in the various building types are discussed. Respective cost estimates in incremental cost per square foot are also given for comparison of cost per square foot sound reducing constructions with cost per square foot of an electronic masking system. KW - Aircraft noise KW - Airport noise KW - Construction KW - Cost estimating KW - Effective sound pressure KW - Environmental impact analysis KW - Environmental impacts KW - Estimates KW - Noise KW - Noise contours KW - Noise control KW - Noise exposure KW - Noise reduction KW - Sound level UR - https://trid.trb.org/view/49309 ER - TY - JOUR AN - 00155600 JO - AIRPORT SERVICES MANAGEMENT AU - MARTIN, F F AU - Lakewood Publications TI - CURRENT PROBLEMS RELATED TO AIRPORT FINANCING PY - 1970/01 VL - 10 IS - 1 SP - p. 32-36 AB - Problems related to airport management's ability to obtain money to finance physical facilities to accommodate the rapid growth in air transportation are discussed. The lack of market for good quality bonds because of interest rate limitations by governing bodies is considered, as well as the situation with municipal bond prices, and the short-term money market for interim financing. The advantages of the latter approach seems now to be outweighed by the risk of the bond market continuing to decline. Possible changes in the existing tax-exemption of interest derived from state and municipal obligations are discussed and comments are made on the tax-exempt status of airport bonds. The development of airport authorities is noted, and non-profit corporations are considered as a practical approach to financing. KW - Airport operations KW - Airports KW - Bonds KW - Finance KW - Financing KW - Prices KW - Taxes UR - https://trid.trb.org/view/52603 ER - TY - RPRT AN - 00074050 AU - Redlich, R W AU - MCFARLAND, R H AU - Gorman, J T AU - Federal Aviation Administration TI - INSTRUMENT LANDING SYSTEM IMPROVEMENT PROGRAM PY - 1970/01 AB - Two new analog-type monitors have been designed, built and tested for the purpose of providing a reliable, and accurate representation of the ILS localizer signal as seen by an aircraft flying on an approach. This annual progress report also contains discussions of other work performed to provide for improvement in the operation of the present instrument landing system. KW - Analog computers KW - Analog systems KW - Approach KW - Instrument landing systems UR - https://trid.trb.org/view/24595 ER - TY - RPRT AN - 00073860 AU - Yance, J V AU - Federal Aviation Administration TI - THE DEMAND FOR USE OF WASHINGTON NATIONAL AIRPORT PY - 1970/01 SP - 22 p. AB - This analysis is part of a study to explore the use of a pricing system to reduce congestion at airports. It is clear that there is considerable excess demand for the use of National Airport. The question we attempt to answer here is, how much would airlines be willing ot pay for additional slots. First the study attempts to estimate the difference in average profit per flight of operating from Washington National vs. operating from Friendship, to each of a set of cities served from both airports. Using data collected in a CAB survey conducted in November, 1967, we calculate for each market the difference in average revenue per flight from National and from Friendship and the difference in average operating cost per flight, obtaining from these the average profit advantage per flight at DCA. KW - Airport capacity KW - Airport congestion KW - Airspace capacity KW - Baltimore Washington International Airport KW - Demand KW - Operating costs KW - Prices KW - Profits KW - Revenues KW - Ronald Reagan Washington National Airport KW - Traffic congestion KW - Washington Dulles International Airport UR - https://trid.trb.org/view/21046 ER - TY - RPRT AN - 01512969 AU - United States Federal Aviation Administration TI - Palmdale International Airport (proposed), Palmdale : environmental impact statement PY - 1970///v. held: Findings of the Secretary of Transportation on environmental impact B1 (2 pts, pt. 1 fol); Proposal for planning grant for area surrounding new intercontinental jet airport B2. KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/1297293 ER - TY - RPRT AN - 01454866 AU - Federal Aviation Administration TI - Silver Eagle: the Master of the Skies (Video) PY - 1970 AB - This video uses nostalgia and good humor to remind general aviation pilots of the importance of good aeromedical habits. It shows a pilot who envisions himself as having extraordinary judgment and flying prowess, but like many pilots, he occasionally overestimates his own capabilities. It discusses the adverse effects of alcohol, medicine, stress, and fatigue and emphasizes the importance of good vision, hearing, coordination, and judgment. KW - Air pilots KW - Alcohol effects KW - Aviation medicine KW - Aviation safety KW - Fatigue (Physiological condition) KW - Health KW - Stress (Psychology) UR - https://trid.trb.org/view/1223291 ER - TY - RPRT AN - 01454650 AU - Federal Aviation Administration TI - Medical Facts for Pilots (Video) PY - 1970 AB - This video provides beginning pilots with facts concerning some of the fundamental physical, physiological, and psychological limitations in flight. It discusses such aeromedical factors as disorientation, the effect of alcohol, oxygen requirements, and pilot vision. KW - Air pilots KW - Alcohol effects KW - Aviation medicine KW - Aviation safety KW - Disorientation KW - Oxygen KW - Vision UR - https://trid.trb.org/view/1223282 ER - TY - RPRT AN - 01454098 AU - Federal Aviation Administration TI - Caution - Wake Turbulence (Video) PY - 1970 AB - The video illustrates the phenomenon of wing tip vortices, how they are generated, what generates them, their effects on light aircraft, and suggests pilot actions on how best to avoid them. KW - Aviation safety KW - Small aircraft KW - Turbulence KW - Wakes UR - https://trid.trb.org/view/1222783 ER - TY - RPRT AN - 01074374 AU - Federal Aviation Administration TI - Lexington industrial (municipal) airport, Lexington : environmental impact statement PY - 1970///Volumes held: Final(microfiche) KW - Environmental impact statements KW - Mississippi UR - https://trid.trb.org/view/833768 ER - TY - RPRT AN - 00888525 AU - Gerathewohl, Siegfried J AU - MORRIS, EVERETT W AU - SIRKIS, JOSEPH A AU - Federal Aviation Administration AU - AM; TI - ANTICOLLISION LIGHTS FOR THE SUPERSONIC TRANSPORT (SST). PY - 1970 IS - 70-9 AB - No abstract provided. KW - Aeronautics KW - Airplanes KW - Lighting KW - Supersonic transport planes UR - https://trid.trb.org/view/579628 ER - TY - RPRT AN - 00888560 AU - Federal Aviation Administration TI - INDEX TO FAA OFFICE OF AVIATION MEDICINE REPORTS, 1961 THROUGH 1969.. PY - 1970 AB - No abstract provided. KW - Aviation medicine UR - https://trid.trb.org/view/579645 ER - TY - RPRT AN - 00888544 AU - LEWIS, MARK F AU - MERTENS, HENRY W AU - Federal Aviation Administration TI - TWO-FLASH THRESHOLDS AS A FUNCTION OF COMPARISON STIMULUS DURATION. PY - 1970 AB - No abstract provided. KW - Airplanes KW - Lighting UR - https://trid.trb.org/view/579635 ER - TY - RPRT AN - 00888555 AU - DRUCKENBROD, WILLIAM F AU - HUSTVELDT, ERLING H AU - STREET, WILLIAM G AU - National Technical Information Service AU - Federal Aviation Administration TI - ESTIMATED TRENDS IN UNIT COST OF GOVERNMENT PROGRAMS IN SUPPORT OF AIR AND HIGHWAY TRAVEL. PY - 1970 AB - No abstract provided. KW - Air transportation KW - Federal aid KW - Highway transportation KW - Transportation KW - United States UR - https://trid.trb.org/view/579641 ER - TY - RPRT AN - 00888539 AU - FEDERAL AVIATION ADMINISTRATION, OFFICE OF NOISE ABATEMENT TI - ECONOMIC IMPACT OF IMPLEMENTING ACOUSTICALLY TREATED NACELLE AND DUCT CONFIGURATIONS APPLICABLE TO LOW BYPASS TURBOFAN ENGINES: FINAL REPORT. PY - 1970 AB - No abstract provided. KW - Airplanes KW - Costs KW - Economic factors KW - Economic impacts KW - Nacelles KW - United States UR - https://trid.trb.org/view/579630 ER - TY - RPRT AN - 00888559 AU - Mohler, Stanley R AU - Federal Aviation Administration TI - PHYSIOLOGICALLY TOLERABLE DECOMPRESSION PROFILES FOR SUPERSONIC TRANSPORT TYPE CERTIFICATION. PY - 1970 AB - No abstract provided. KW - Atmospheric pressure KW - Certification KW - Physiological aspects KW - Physiological effect KW - Supersonic transport planes UR - https://trid.trb.org/view/579644 ER - TY - RPRT AN - 00888006 AU - DINERMAN, BERNHART V AU - Federal Aviation Administration TI - EVALUATION OF AREA NAVIGATION IN THE NORTHEAST CORRIDOR: FINAL REPORT. PY - 1970 AB - No abstract provided. KW - Air traffic control KW - Aircraft pilotage KW - Airports KW - Northeastern United States UR - https://trid.trb.org/view/579508 ER - TY - RPRT AN - 00887303 AU - HORONJEFF, RICHARD D AU - PAUL, ALLAN AU - FEDERAL AVIATION ADMINISTRATION, OFFICE OF NOISE ABATEMENT TI - A DIGITAL COMPUTER PROGRAM FOR COMPUTATION OF NOISE EXPOSURE FORECAST CONTOURS: FINAL REPORT. PY - 1970 AB - No abstract provided. KW - Airplanes KW - Computer programs KW - Forecasting KW - Simulation UR - https://trid.trb.org/view/579328 ER - TY - RPRT AN - 00839054 AU - Garner, J D AU - BLETHROW, JOHN G AU - Federal Aviation Administration TI - EVACUATION TESTS FROM AN SST MOCK-UP. PY - 1970 AB - No abstract provided. KW - Safety KW - Supersonic transport planes UR - https://trid.trb.org/view/531942 ER - TY - RPRT AN - 00839055 AU - LATEGOLA, MICHAEL T AU - Federal Aviation Administration TI - COMPARISON OF STATUS VARIABLES AMONG ACCIDENT AND NON-ACCIDENT AIRMEN FROM THE ACTIVE AIRMAN POPULATION. PY - 1970 AB - No abstract provided. KW - Air pilots KW - Psychology UR - https://trid.trb.org/view/531943 ER - TY - RPRT AN - 00839053 AU - MCFADDEN, ERNEST B AU - SMITH, ROGER C AU - Federal Aviation Administration TI - PROTECTIVE SMOKE HOOD STUDIES. PY - 1970 AB - No abstract provided. KW - Airplanes KW - Oxygen equipment UR - https://trid.trb.org/view/531941 ER - TY - RPRT AN - 00155607 AU - Cleary, Gottlieb, Sten & Hamilton TI - CERTAIN LEGAL ASPECTS OF REQUIRED SOUNDPROOFING IN HIGH NOISE AREAS NEAR JOHN F. KENNEDY INTERNATIONAL AIRPORT IN NEW YORK PY - 1970 SP - 132 p. AB - The compulsory soundproofing proposals with respect to new and existing structures. This study is made primarily in light of Federal and New York state constitutional provisions and certain state and local legislation. The authors conclude that the principal constitutional problems are the scope of the police and spending powers; that extensive compulsory soundproofing requirements, at least in the highest noise areas, affecting such new privately-owned structures as multiple dwellings, schools and hospitals and perhaps private residences, are likely to be upheld, assuming that in other respects the requirements are reasonably drafted; but that such requirements for existing privately-owned structures would be of dubious validity, except perhaps for multiple dwellings, schools and hospitals. The authors conclude that such requirements could be enacted either by the affected municipalities, if state enabling legislation were made adequate, or by the state legislature in mandatory or optional form; but that at JFK state legislation would appear more promising. Soundproofing of publicly-owned structures and the requirement of soundproofing near airports by the Federal government itself present different problems which are not within the scope of this study and are only mentioned in passing. KW - Airport noise KW - Damping (Engineering) KW - Environmental impact analysis KW - Environmental impacts KW - Federal government KW - Hospitals KW - Housings KW - John F. Kennedy International Airport KW - Legal factors KW - Requirement KW - Schools KW - Specifications KW - State laws UR - https://trid.trb.org/view/49306 ER - TY - RPRT AN - 00155608 AU - Tri-State Transportation Commission TI - METROPOLITAN AIRCRAFT NOISE ABATEMENT POLICY STUDY; JOHN F. KENNEDY INTERNATIONAL AIRPORT, NEW YORK PY - 1970 SP - 124 p. AB - The Tro-State Transportation Commission, under contract to the U.S. Department of Housing and Urban Development (HUD), has prepared this report as part of the Metropolitan Aircraft Noise Abatement Policy Studies (MANAPS) at four airports in different cities. This report considers alternative measures, or combinations of measures, to provide relief from aircraft noise in affected communities around John F. Kennedy International Airport, and offers recommendations for reducing aircraft-noise problems. The Commission studied present land use, local development policies and codes, sound insulations of structures, redevelopment, future land-use alternatives, legal aspects and airport operations. Alternative methods of reducing noise at the source were furnished by the Federal Aviation Administration (FAA), U.S. Department of Transportation (DOT). Costs are estimated for the alternative procedures considered. KW - Aircraft noise KW - Airport noise KW - Airport operations KW - Environmental impact analysis KW - Environmental impacts KW - John F. Kennedy International Airport KW - Land use KW - Legal factors KW - Metropolitan areas KW - Noise control KW - Noise reduction KW - Policy UR - https://trid.trb.org/view/49307 ER - TY - RPRT AN - 00073002 AU - Federal Aviation Administration TI - OFFSHORE AIRPORT PLANNING PY - 1969/08 AB - This document provides planning guidance to interested planners concerned with development of airports in offshore marine environments. Basic planning factors are established and site evaluation methodology is suggested. Also provided are parameters to determine desirability of an offshore location and the types of construction and methods of access that may be used. KW - Airport construction KW - Airport planning KW - Airports KW - Construction KW - Offshore airports UR - https://trid.trb.org/view/24448 ER - TY - RPRT AN - 00073001 AU - Federal Aviation Administration TI - EVALUATION OF CONSTRUCTION METHODS FOR OFFSHORE AIRPORTS PY - 1969/08 AB - This report presents a narrative summary and evaluations of existing and proposed offshore airports and related construction. Ranges of unit costs for construction of an offshore site, by the various construction methods, are compared. Methods of access are discussed, as well as unit costs for various access systems. On the basis of the studies and evaluations performed, it is concluded that the offshore airport is generally technically feasible but will normally cost more to construct than an onshore alternative. KW - Airport construction KW - Airports KW - Construction KW - Construction management KW - Design KW - Offshore airports UR - https://trid.trb.org/view/24447 ER - TY - RPRT AN - 00146815 AU - O'Brien, P J AU - BUSCH, A C AU - National Aviation Facilities Experimental Center TI - EFFECTS OF SELECTIVE SYSTEM PARAMETERS ON COMMUNICATIONS INTELLIGIBILITY PY - 1969/03 SP - 64 p. AB - The communications frequency study was made to facilitate spectrum planning by FAA Frequency Management personnel. The study relates communications intelligibility to frequency channel spacing, bandwidth, modulation type, and signal-to-interference ratio. The overall approach was to conduct talker/listener intelligibility tests, voice communications equipment tests, and digital communications equipment tests. The test procedure subjected the Speech Communications Index Meter (SCIM) simulated speech signals, the Air Traffic Control (ATC) messages, and the Modified Rhyme Tests (MRTs) to specific levels of interference. The SCIM signal was first applied to the SCIM analyzer for computation and display of articulation index (AI). The ATC messages and MRTs were then recorded at the configuration which produced these discrete values of AIs. These recordings were subsequently used to perform subjective intelligibility testing. Talker/listener intelligibility tests were conducted to determine the particular values of AI required for communications links within the ATC system using both ATC and MRT vocabularies. Voice and digital communications tests were conducted to obtain data pertaining to channel assignments for various configurations of conventional and proposed operational modes. KW - Air traffic control KW - Air traffic controllers KW - Articulation index KW - Bandwidth KW - Civil aviation KW - Communication systems KW - Computer programming KW - Data communications KW - Definitions KW - Digital computers KW - Digital systems KW - Frequency (Electromagnetism) KW - Frequency allocation KW - Hearings KW - Intelligibility KW - Legibility KW - Management KW - Management planning and control KW - Modulation KW - Modulation (Communications) KW - Performance (Human) KW - Personnel performance KW - Physical distribution KW - Planning KW - Radio KW - Separation KW - Signal to noise ratio KW - Simulation KW - Speech KW - Speech transmission KW - Test procedures KW - Vocabulary KW - Voice communication KW - Voice frequency UR - https://trid.trb.org/view/63569 ER - TY - RPRT AN - 00911517 AU - MAXWELL, JEWELL CLINTON AU - THOMAS, D D AU - Federal Aviation Administration TI - MEMORANDA FOR GENERAL MAXWELL AND D.D. THOMAS CONCERNING THE SST PROGRAM.. T2 - MEMORANDA FOR GENERAL MAXWELL AND D.D. THOMAS CONCERNING THE SUPERSONIC TRANSPORT PROGRAM PY - 1969 AB - No abstract provided. KW - Supersonic transport planes KW - United States UR - https://trid.trb.org/view/585346 ER - TY - RPRT AN - 00888541 AU - SULZER, RICHARD L AU - PAPROCKI, THOMAS H AU - Federal Aviation Administration TI - FLIGHT TEST AND EVALUATION OF HELIPORT LIGHTING FOR VFR. PY - 1969 AB - No abstract provided. KW - Airplanes KW - Airport runways KW - Heliports KW - Landing aids UR - https://trid.trb.org/view/579632 ER - TY - RPRT AN - 00888543 AU - KILPATRICK, GEORGE A AU - Federal Aviation Administration AU - FAA-RD REPORT; AU - DEPT. OF TRANSPORTATION. TI - ENVIRONMENTAL EFFECTS ON AIRPORT PAVEMENT GROOVE PATTERNS. PY - 1969 IS - NO. 69-37 AB - No abstract provided. KW - Airport runways KW - Design KW - Pavements KW - Testing UR - https://trid.trb.org/view/579634 ER - TY - RPRT AN - 00888007 AU - PHILLIPS, CECIL B AU - Federal Aviation Administration TI - RETRO-REFLECTIVE MARKERS AS TAXIWAY VISUAL AIDS: INTERIM REPORT. PY - 1969 AB - No abstract provided. KW - Airport runways KW - Airports KW - Landing aids KW - Reflectorized materials UR - https://trid.trb.org/view/579509 ER - TY - RPRT AN - 00887944 AU - WEINSTEIN, BERNARD AU - Federal Aviation Administration TI - TEST AND EVALUATE RUNWAY ALIGNMENT INDICATOR LIGHT (RAIL) FOR ASPPROACH GUIDANCE: FINAL REPORT. PY - 1969 AB - No abstract provided. KW - Airplanes KW - Airport runways KW - Airports KW - Landing aids UR - https://trid.trb.org/view/579499 ER - TY - RPRT AN - 00839271 AU - BUCKLEY, EDWARD P AU - Federal Aviation Administration TI - A COMPARATIVE ANALYSIS OF INDIVIDUAL AND SYSTEM PERFORMANCE INDICES FOR THE AIR TRAFFIC CONTROL SYSTEM. PY - 1969 AB - No abstract provided. KW - Air traffic control KW - Evaluation UR - https://trid.trb.org/view/532035 ER - TY - RPRT AN - 00839269 AU - SNYDER, RICHARD G AU - YOUNG, JOSEPH W AU - SNOW, CLYDE C AU - Federal Aviation Administration TI - EXPERIMENTAL IMPACT PROTECTION WITH ADVANCED RESTRAINT SYSTEMS: PRELIMINARY PRIMATE TESTS WITH AIR BAG AND INERTIA REEL/INVERTED-Y YOKE TORSO HARNESS. PY - 1969 AB - No abstract provided. KW - Aeronautics KW - Airplanes KW - Safety harness (Aeronautics) KW - Shoulder harnesses UR - https://trid.trb.org/view/532033 ER - TY - RPRT AN - 01454141 AU - Federal Aviation Administration AU - Flying W Productions, Inc. TI - All It Takes Is Once (Video) PY - 1968 AB - This video depicts the serious flight hazard of mental distraction, and shows how pilots can be distracted in flight by preoccupation with personal problems. Five psychological problems frequently encountered by general aviation pilots are presented. KW - Aviation safety KW - Distraction KW - General aviation pilots KW - Stress (Psychology) UR - http://archive.org/details/gov.ntis.ava05441vnb1 UR - https://trid.trb.org/view/1222781 ER - TY - RPRT AN - 00911384 AU - Federal Aviation Administration TI - REGISTERED GENERAL AVIATION AIRCRAFT BY COMMUNITY SIZE, 1963-1968.. PY - 1968 AB - No abstract provided. KW - Airplanes KW - Motor vehicles KW - Private aircraft KW - Registration KW - Statistics KW - United States UR - https://trid.trb.org/view/585311 ER - TY - RPRT AN - 00888538 AU - SPERRY, WILLIAM C AU - FEDERAL AVIATION ADMINISTRATION, OFFICE OF NOISE ABATEMENT TI - AIRCRAFT NOISE EVALUATION: TECHNICAL REPORT. PY - 1968 AB - No abstract provided. KW - Airplanes KW - Evaluation UR - https://trid.trb.org/view/579629 ER - TY - RPRT AN - 00887992 AU - HIERING, WILLIAM A AU - GRISEL, CHARLES R AU - Federal Aviation Administration TI - FRICTION EFFECTS OF RUNWAY GROOVES, RUNWAY 18-36, WASHINGTON NATIONAL AIRPORT: FINAL REPORT. PY - 1968 AB - No abstract provided. KW - Airport runways KW - Asphalt concrete pavements KW - Design KW - Evaluation KW - Pavements KW - Skid resistance KW - Testing KW - Washington Metropolitan Area UR - https://trid.trb.org/view/579505 ER - TY - RPRT AN - 00887987 AU - ROSSITER, SIDNEY B AU - Federal Aviation Administration TI - GRAPHIC SIMULATION STUDY OF SITES FOR A THIRD CHICAGO METROPOLITAN AIRPORT. PY - 1968 AB - No abstract provided. KW - Airports KW - Chicago Metropolitan Area KW - Location KW - Planning UR - https://trid.trb.org/view/579502 ER - TY - RPRT AN - 00564133 AU - BULFORD, D E AU - Federal Aviation Administration TI - COLLISION AVOIDANCE;: A BIBLIOGRAPHY, 1955-SEPTEMBER 1968 PY - 1968 SP - 166 p. AB - No abstract provided. KW - Aeronautics KW - Airplanes KW - Bibliographies KW - Crash avoidance systems KW - Safety UR - https://trid.trb.org/view/324851 ER - TY - RPRT AN - 00427741 AU - Mohler, S R AU - Federal Aviation Administration TI - AIRCRAFT ACCIDENTS BY OLDER PERSONS PY - 1967/10 SP - 5 p. AB - No abstract provided. KW - Aeronautics KW - Aged KW - Air pilots KW - Crashes KW - Health KW - Physical condition KW - United States UR - https://trid.trb.org/view/240814 ER - TY - RPRT AN - 00073831 AU - Federal Aviation Administration TI - AVIATION DEMAND AND AIRPORT FACILITY REQUIREMENT FORECASTS FOR LARGE AIR TRANSPORTATION HUBS THROUGH 1980 PY - 1967/08 AB - This report presents forecasts of long-range airport aviation demand and selected airport facility requirements at the Nation's large air transportation hubs as developed by the FAA's Airports Service. The forecasts are designed for use in advance planning of the physical, as well as financial, airport facility development required to meet the air transportation needs of 1980. KW - Airport forecasts KW - Airports KW - Demand KW - Economic forecasting KW - Forecasting UR - https://trid.trb.org/view/24544 ER - TY - RPRT AN - 01359637 AU - Collins, William E AU - Guedry, Fred E AU - Federal Aviation Administration TI - Adaptation to Vestibular Disorientation V. Eye-Movement and Subjective Turning Responses to Two Durations of Angular Acceleration PY - 1967/05 SP - 16p AB - During prolonged angular acceleration, inertial torque defects the capula but the deflection is eventually balanced, primarily by the capula’s elastic restorative force. Assuming that cupula displacement from its position of static equilibrium controls the magnitude of vestibular reactions, a prolonged angular acceleration should, according to the Torsion-Pendulum theory yield an increasing response for about 20-30 seconds; this response level should be maintained without decline as long as the angular acceleration continues. Several authors have reported that the subjective velocity rises and declines during prolonged angular acceleration, contrary to theoretical expectations. It has been shown that the temporal period required for the subjective reaction to peak (and then decline) was about constant at 27 seconds for angular accelerations ranging in magnitude from 0.5 to 2°/sec². Subsequent experiments showed this is true for stimuli up to 4°/sec². The experiments in this paper seek to compare cat and man in regard to several characteristics of nystagmic response elicited by two durations of a 4°/sec² angular acceleration. KW - Angular acceleration KW - Experiments KW - Eye movements KW - Spatial disorientation KW - Torsion tests KW - Vestibular response UR - http://ntl.bts.gov/lib/42000/42800/42887/AM67-06.pdf UR - https://trid.trb.org/view/1125662 ER - TY - RPRT AN - 00073110 AU - O'Liddy, G E AU - Federal Aviation Administration TI - COST/BENEFIT ANALYSIS OF SHORT TAKEOFF AND LANDING (STOL) AND VERTICAL TAKEOFF AND LANDING (VTOL) AIR TRANSPORTATION FOR THE UNITED STATES PY - 1967/01/20 AB - The availability of public transportation to meet the needs of a growing population has been, and will continue to be, a major factor in the economic development of the country. One of the responsibilities of the Federal Aviation Agency is to identify the role of civil aviation in meeting the nation's transportation requirements--in part with respect to the use of Short Take Off and Landing (STOL) and Vertical Take Off and Landing V/TOL aircraft. The use of STOL and VTOL aircraft could involve the introduction of a completely new high density mass transportation system in the 1970's. The Contractor's analytical effort hereunder shall be directed toward the evaluation of the utility of introducing STOL and VTOL air transport systems beginning in the middle 1970's. KW - Benefit cost analysis KW - Demand KW - Economic forecasting KW - Short takeoff aircraft KW - STOL aircraft KW - VTOL aircraft UR - https://trid.trb.org/view/24466 ER - TY - RPRT AN - 00888405 AU - BALZO, JOSEPH M DEL AU - Federal Aviation Administration TI - ECONOMIC AND TECHNICAL FEASIBILITY ANALYSIS OF ESTABLISHING AN ALL WEATHER V/STOL TRANSPORTATION SYSTEM: A THESIS. PY - 1967 AB - No abstract provided. KW - Air transportation KW - United States KW - VTOL aircraft UR - https://trid.trb.org/view/579595 ER - TY - RPRT AN - 00888008 AU - MARSCHALL, FRED AU - Federal Aviation Administration TI - RADIOACTIVE TAXI GUIDANCE TEST CATEGORY III GROUND GUIDANCE EQUIPMENT: FINAL REPORT. PY - 1967 AB - No abstract provided. KW - Airplanes KW - Airport runways KW - Airports KW - Landing aids KW - Road markings KW - Transportation markings UR - https://trid.trb.org/view/579510 ER - TY - RPRT AN - 00825720 AU - Federal Aviation Administration TI - ANNUAL REPORT OF OPERATIONS UNDER THE FEDERAL AIRPORT ACT.. PY - 1967 AB - No abstract provided. KW - Airports KW - Periodicals KW - United States UR - https://trid.trb.org/view/515904 ER - TY - RPRT AN - 00564125 AU - COBB, B B AU - Federal Aviation Administration TI - THE RELATIONSHIPS BETWEEN CHRONOLOGICAL AGE, LENGTH OF EXPERIENCE, AND JOB PERFORMANCE RATINGS OF AIR ROUTE TRAFFIC CONTROL SPECIALISTS PY - 1967 SP - 9 p. AB - No abstract provided. KW - Air traffic controllers KW - Evaluation and assessment UR - https://trid.trb.org/view/324845 ER - TY - RPRT AN - 00073599 AU - Federal Aviation Administration TI - NEW APPROACH TO AIR SAFETY STATISTICS PY - 1966/11 AB - It is our purpose here to show that any single number, no matter upon what basis computed, is logically insufficient for an adequate analysis of air safety; a meaningfuel aand revealing evaluation requires at least three independent rates. KW - Air transportation crashes KW - Airlines KW - Crash data KW - Crash investigation KW - Crashes KW - Statistics UR - https://trid.trb.org/view/24503 ER - TY - RPRT AN - 00239078 AU - Annus, L K AU - Federal Aviation Administration TI - ACCESS TO AIRPORTS PY - 1966/08 AB - THIS BIBLIOGRAPHY IS A PARTIALLY ANNOTATED COMPILATION OF SELECTED REFERENCES FROM 1963 TO DATE. IT IS DIVIDED INTO SECTIONS ON AIR TRANSPORTATION, MOTOR TRANSPORTATION, RAIL TRANSPORTATION AND WATER TRANSPORTATION. KW - Access KW - Air transportation KW - Airports KW - Bibliographies KW - Highway transportation KW - Railroad transportation KW - Water transportation UR - https://trid.trb.org/view/131153 ER - TY - RPRT AN - 00073102 AU - Federal Aviation Administration AU - McDonnell Aircraft Corporation TI - TECHNICAL AND ECONOMIC EVALUATION OF AIRCRAFT FOR INTERCITY SHORT-HAUL TRANSPORTATION - VOL. II PY - 1966/04 AB - This report evaluates the potential airline use of STOL/VTOL aircraft to serve intercity short haul travelers. The air travel market in the California Corridor (Between Los Angeles and San Diego on the south and Sacramento and San Francisco on the north) was used for the study but the results would be generally applicable to other areas. Based on 1970 technology, four STOL and VTOL aircraft configurations were designed as 60-, 90-, and 120-passenger transports and developed for lowest operating costs for a 500-mile stage length. A conventional jet transport was used as a base of reference and a conventional helicopter was included for comparison. The special STOL/VTOL airports were located for passenger convenience and acceptable noise levels for the surrounding areas. To evaluate STOL/VTOL economic viability, STOL and VTOL airline service was simulated in the California Corridor in 1975 and in 1980, and then compared with the conventional jet simulation in those years. It was found that the time savings and convenience provided by either STOL or VTOL airline service would enable STOL or VTOL to capture a substantial share of the short-haul air travel market when combined in a system with conventioal jets, and would induce additional air travel. This system would give a satisfactory return on investment The report is in three volumes. Volume I is an executive summary containing introduction, conclusions, and the summary of method and results Volume II develops each step in the method, and lists results in greater detail. Vol. III contains appendices . KW - California KW - California corridor KW - Central business districts KW - Costs KW - Intercity transportation KW - Short haul KW - Short takeoff aircraft KW - STOL aircraft KW - Transportation corridors KW - VTOL aircraft UR - https://trid.trb.org/view/24463 ER - TY - RPRT AN - 01454099 AU - Federal Aviation Administration AU - Flagg Films, Inc. TI - Density Altitude (Video) PY - 1966 AB - This video follows a young married couple on a vacation flight from New Orleans to Lake Tahoe. In crossing the Rockies and the High Sierras, they learn the hard way about the effects of high altitude and temperature on light aircraft performance. KW - Aviation safety KW - Density altitude KW - High altitude KW - Small aircraft KW - Temperature UR - http://www.askacfi.com/1109/density-altitude.htm UR - http://www.youtube.com/watch?v=RZCb6nw_T4U UR - https://trid.trb.org/view/1222788 ER - TY - RPRT AN - 00911507 AU - Federal Aviation Administration TI - GENERAL AVIATION OCCUPANT LOAD FACTOR: STAFF STUDY.. PY - 1966 AB - No abstract provided. KW - Air transportation KW - Local service airlines KW - Private flying KW - United States UR - https://trid.trb.org/view/585342 ER - TY - RPRT AN - 00860077 AU - LEFKOWITZ, MATTHEW AU - SCHLATTER, ERNEST R AU - Federal Aviation Administration TI - AN ANALYSIS OF MODIFICATIONS TO RUNWAY VISUAL RANGE EQUIPMENT FOR LOW RVR VALUES: FINAL REPORT. PY - 1966 AB - No abstract provided. KW - Airplanes KW - Airport runways KW - Landing aids UR - https://trid.trb.org/view/522988 ER - TY - RPRT AN - 00860076 AU - GREEN, THOMAS H AU - Federal Aviation Administration TI - DISCUSSION OF THE UTILITY OF AVAILABLE TECHNIQUES FOR MEASURING AIRCRAFT NOISE AND PREDICTING COMMUNITY RESPONSE. PY - 1966 AB - No abstract provided. KW - Airplanes KW - Airport noise KW - Measurement KW - Public opinion UR - https://trid.trb.org/view/522987 ER - TY - RPRT AN - 00859889 AU - RWICHELL, N H AU - PHILLIPS, CECIL B AU - Federal Aviation Administration TI - TESTING OF REFLECTIVE MARKERS FOR INDICATING THE THRESHOLD AND CENTERLINE OF RUNWAYS FOR SMALL AIRPORTS: INTERIM REPORT. PY - 1966 AB - No abstract provided. KW - Airport runways KW - Design KW - Landing aids KW - Reflectorized materials KW - Road markings KW - Testing KW - Transportation markings UR - https://trid.trb.org/view/522922 ER - TY - RPRT AN - 00839273 AU - VON ROSENBERG, C W AU - KEEN, F R AU - MOHLER, STANLEY R AU - Federal Aviation Administration TI - THE "STALL BARRIER" AS A NEW PREVENTIVE IN GENERAL AVIATION ACCIDENTS. PY - 1966 AB - No abstract provided. KW - Aerodynamic stability KW - Indicators (Instruments) KW - Private flying KW - Stall KW - Warning signals UR - https://trid.trb.org/view/532037 ER - TY - RPRT AN - 00401747 AU - Federal Aviation Administration TI - REPORT OF THE CHAIRMAN, UNITED STATES DELEGATION TO THE INTERNATIONAL CONFERENCE ON THE REDUCTION OF NOISE AND DISTURBANCE CAUSED BY CIVIL AIRCRAFT PY - 1966 AB - No abstract provided. KW - Airplanes KW - Conferences KW - Noise UR - https://trid.trb.org/view/216063 ER - TY - RPRT AN - 00073959 AU - Federal Aviation Administration TI - POLICY STATEMENT OF THE FEDERAL AVIATION AGENCY PY - 1965/04 AB - This statement of policy is intended to serve as a comprehensive and long-term guide for the Federal Aviation Agency in the accomplishment of its missions and in its relations with those it serves. It sets forth the basic principles which will guide the Agency in the conduct of its regulatory responsibilities and as builder and operator of a National Airspace System. With respect to regulatory principles, the policy statement affirms the Agency's obligation to regulate private conduct only to the extent required in the public interest; to recognize the right of the general public to be informed and to be heard; to place the regulatory hand evenly on persons similarly situated, while also recognizing differences in the rights and duties and operational requirements of the various segments of the aviation community; and to manage the airspace as a national resource in a manner which best serves the diverse requirements of military and civil users, and which also recognizes the interests of persons on the ground. With respect to the Agency's responsibility to build and operate a National Airspace System, the policy statement establishes the favorable balancing of benefit vs. cost as the basic test for Agency endeavor. It reiterates the Federal Government's policy of recovering through user charges Agency expenditures for activities which confer special benefits on identifiable individuals over and above benefits accruing to the public at large. Finally, the statement articulates the role of the Agency in promoting the development of civil aviation and providing essential defense services. KW - Government policies KW - National Airspace System KW - Policy KW - U.S. Federal Aviation Administration UR - https://trid.trb.org/view/24578 ER - TY - RPRT AN - 00181936 AU - Grom, R V AU - Federal Aviation Administration TI - EXPERIMENTAL TESTING OF A SCINTILLATION DEVICE DESIGNED TO DETECT COBALT-60 IN SEEDED DETONATOR CAPS PY - 1965/03 SP - 36 p. AB - Tests were conducted to determine the operating characteristics, capabilities, and limitations of a nuclear scintillation detection system developed by Catholic University of America for use in conjunction with the detection of Cobalt-60 in seeded explosive detonator caps. Results were generally favorable except for the inability of the device to detect rapidly moving sources and the relative ease with which a source might be shielded from the detector. (Author) KW - Attenuation KW - Bombs KW - Cobalt KW - Detectors KW - Detonation KW - Detonators KW - Radioisotopes KW - Scintillation counters KW - Shielding KW - Signals UR - https://trid.trb.org/view/75632 ER - TY - RPRT AN - 00074327 AU - Waldo, R K AU - Tilton, P D AU - Federal Aviation Administration TI - AN ECONOMIC ANALYSIS OF COMMERCIAL VTOL AND STOL TRANSPORT AIRCRAFT PY - 1965/02 AB - This report presents the results of Stanford Research Institute's economic analysis of commercial VTOL and STOL aircraft suitable for city-center service. In this study, the design and performance requirements of of a commercially successful V/STOL aircraft are identified. These are compared with the characteristics of V/STOL aircraft which may be available for service in 1975. Based on this comparison, separate market estimates are provided for V/STOL aircraft meeting the specified requirements for those aircraft considered technically feasible. An analysis is then made of requirements for V/STOL ground facilities. Finally, an assessment is made of the national interest in commercial V/STOL development. KW - Economic analysis KW - Economic forecasting KW - Market research KW - Short takeoff aircraft KW - STOL aircraft KW - VTOL aircraft UR - https://trid.trb.org/view/24629 ER - TY - RPRT AN - 00073093 AU - Federal Aviation Administration AU - McDonnell Aircraft Corporation TI - STOL-V/STOL CITY CENTER TRANSPORT AIRCRAFT STUDY PY - 1964/10/01 AB - The objective of this report is to present the design, performance, weights, and direct operating costs of several STOL and V/STOL transport aircraft which could be made operational for passenger service between city centers in 1975. A number of STOL and V/STOL concepts were considered in the study. From these, four concepts were selected for evaluation. Recurring and non-recurring costs are broken down into major units and assumptions are spelled out for determining the costs. Particular attention is given to adjusting Air Transport Association (ATA) methods of determining crew costs and maintenance to permit comparisons of direct operating costs(DOC) with existing airline operating costs. DOC's are shown versus number of passengers for stage lengths of 50, 100, 200, 500, and 750 statute miles and for airplane buys of 50, 100 and 200 aircraft. Results of estimates of noise levels and noise profiles are shown for the four concepts with corrections in decibels for the various sizes of aircraft. The data contained in this report establish the STOL and V/STOL aircraft performance and direct operating costs necessary for Stanford Research Institute to complete an over-all economic feasibility study of city center-to-city center commercial operation in the 1975 time period. KW - Central business districts KW - Costs KW - Short haul KW - Short takeoff aircraft KW - STOL aircraft KW - VTOL aircraft UR - https://trid.trb.org/view/24461 ER - TY - RPRT AN - 00205319 AU - Federal Aviation Administration TI - AIRPORT PAVING PY - 1964/06/10 AB - THIS CIRCULAR GIVES AIRPORT PAVING GUIDANCE TO THE PUBLIC. THE PRINCIPLES DESCRIBED ARE ACCEPTABLE IN ACCOMPLISHING A PROJECT MEETING THE ELIGIBILITY REQUIREMENTS OF THE FEDERAL- AID AIRPORT PROGRAM. DATA ARE PROVIDED FOR THE DESIGN AND CONSTRUCTION OF PAVEMENTS AT CIVIL AIRPORTS, INCORPORATING THE INFORMATION CONTAINED IN AC 150/5320-8 AND IN AIRPORT PAVING 1956 /AND THE 1962 REPRINT/. THE PRINCIPAL CHANGES LISTED ARE' A/ NEW DESIGN CURVES FOR AIRCRAFT WEIGHING LESS THAN 30,000 POUNDS, B/ THE PORTION DEALING WITH REINFORCED CONCRETE IS EXPANDED, AND C/ A REDUCTION IN PAVEMENT THICK- NESS IS RECOMMENDED WHEN CEMENT TREATED BASE COURSE IS USED. KW - Airport runways KW - Base course (Pavements) KW - Bituminous pavements KW - Cement treated bases KW - Cement treated soils KW - Design KW - Design criteria KW - Flexible pavements KW - Guides KW - Guides to information KW - Pavement design KW - Pavement thickness KW - Pavements KW - Paving KW - Portland cement concrete KW - Reinforced concrete pavements KW - Thickness UR - https://trid.trb.org/view/99331 ER - TY - RPRT AN - 00404224 AU - ARAD, B AU - Federal Aviation Administration TI - NOTES ON THE MEASUREMENT OF CONTROL LOAD AND SECTOR DESIGN IN THE ENROUTE ENVIRONMENT PY - 1964/06 SP - 162 p. AB - No abstract provided. KW - Air traffic control KW - United States UR - https://trid.trb.org/view/219472 ER - TY - RPRT AN - 00073740 AU - Federal Aviation Administration TI - CLIMATIC STUDIES FOR PROPOSED LANDING SYSTEM FOR JOHN F. KENNEDY INTERNATIONAL AIRPORT PY - 1964/06 AB - This report consists of 32 volumes of climatological data for 32 different major airports. Ceiling, visibility, wind and weather information is grouped seasonally and by various periods of the day. Various weather categories are tabulated, in most cases from 10 years of data, to act as an aid in making decisions affecting the landing systems at these 32 air terminals. KW - Ceilings KW - John F. Kennedy International Airport KW - Meteorological data KW - Meteorological phenomena KW - Visibility KW - Weather forecasting KW - Wind UR - https://trid.trb.org/view/24526 ER - TY - RPRT AN - 00652760 AU - Catalano, J AU - McKown, C AU - Federal Aviation Administration TI - A STUDY OF REQUIREMENTS FOR A PILOT WARNING INSTRUMENT FOR VISUAL AIRBORNE COLLISION AVOIDANCE PY - 1963/12 SP - 113 p. AB - The utility of information which would be provided by operational Pilot Warning Instruments (PWI) was studied experimentally in terms of the effect of PWI upon each stage of pilot activity occurring when a pilot is confronted by and intruder, viz., detection of the intruder, evaluation of the intruder threat, and the resulting avoidance maneuver. It was found that PWI improved the probability of detecting intruder aircraft. The extent of improvement was directly related to the amount of the information it provided. In addition, earlier detection, as would occur from PWI information, resulted in earlier evaluation of intruder threat and in earlier maneuvering, when necessary. KW - Air pilots KW - Cockpit displays KW - Crash avoidance systems KW - Instrumentation KW - Requirements KW - Specifications KW - Warning systems UR - https://trid.trb.org/view/393022 ER - TY - RPRT AN - 00554500 AU - PAPROCKI, T H AU - Federal Aviation Administration TI - EVALUATION OF SIMPLIFIED APPROACH LIGHTING AIDS PY - 1963/11 SP - 4 p. AB - No abstract provided. KW - Airports KW - Landing aids KW - Landing aids aeronautics KW - Lighting UR - https://trid.trb.org/view/317114 ER - TY - RPRT AN - 00073049 AU - Federal Aviation Administration TI - U. S. SHORT HAUL PASSENGER-CARGO AIRCRAFT PY - 1963/10/11 AB - The short-haul market in aviation has proven to be very difficult from an economical standpoint for both aircraft manufacturers and airline operators; however, the Administration and the Congress have stated that development of local service aviation is in the national interest. Therefore, the FFA continues to study how it may help further local service aviation. The market for short-haul aircraft has been dominated by surplus vehicles so that manufacturers have been reluctant to undertake the development of new aircraft that could better serve this specialized market. The FAA believes that the introduction of new small and economical short-haul aircraft in the local service operation can materially assist in the continuation and expansion of service to small communities by giving them modern aircraft at minimum cost. KW - Local service airlines KW - Market research KW - Short haul UR - https://trid.trb.org/view/24453 ER - TY - RPRT AN - 00554499 AU - PAZERA, E E AU - Federal Aviation Administration TI - AN ANALYSIS OF REQUIREMENTS FOR DISPLACED THRESHOLD RUNWAY LIGHTING PY - 1963/05 AB - No abstract provided. KW - Airport runways KW - Airports KW - Lighting UR - https://trid.trb.org/view/318549 ER - TY - RPRT AN - 00911823 AU - Federal Aviation Administration AU - NATIONAL AIRSPACE SYSTEM (U.S.) AU - Federal Aviation Administration AU - Systems Research and Development Service TI - SUMMARY PRESENTATION OF THE SYSTEMS RESEARCH AND DEVELOPMENT SERVICE PROGRAM.. PY - 1963 AB - No abstract provided. UR - https://trid.trb.org/view/585440 ER - TY - RPRT AN - 00402013 AU - Federal Aviation Administration TI - REPORTS TO THE SUPERSONIC TRANSPORT STEERING GROUP PY - 1963 AB - No abstract provided. KW - Air transportation KW - Passenger traffic KW - Supersonic transport planes KW - United States UR - https://trid.trb.org/view/216109 ER - TY - RPRT AN - 00554517 AU - ALEO, J AU - Federal Aviation Administration TI - EVALUATION OF SNOW, ICE, AND SLUSH REMOVAL AND DISPOSAL EQUIPMENT FO WASHINGTON INTERNATIONAL AIRPORT PY - 1962/07 SP - 21 p. AB - No abstract provided. KW - Airports KW - Maintenance KW - Ronald Reagan Washington National Airport KW - Slush KW - Snow removal KW - Washington (District of Columbia) UR - https://trid.trb.org/view/317128 ER - TY - RPRT AN - 00401904 AU - GEOFFRION, D R AU - KIBARDIN, V M AU - Federal Aviation Administration TI - STATISTICAL PRESENTATION OF OPERATIONAL LANDING PARAMETERS FOR TRANSPORT JET AIRPLANES PY - 1962/06 AB - No abstract provided. KW - Jet propelled aircraft KW - Landing UR - https://trid.trb.org/view/216090 ER - TY - RPRT AN - 00403067 AU - PHILLIPS, C B AU - TWICHELL, N H AU - Federal Aviation Administration TI - INVESTIGATION OF DRILL TESTING FOR PANCAKE LIGHTS : FINAL REPORT PY - 1962/03 SP - 39 p. AB - No abstract provided. KW - Airports KW - Landing aids KW - Landing aids aeronautics KW - Lighting UR - https://trid.trb.org/view/215712 ER - TY - RPRT AN - 00402008 AU - Federal Aviation Administration TI - DIRECT OPERATING COSTS AND OTHER PERFORMANCE CHARACTERISTICS OF TRANSPORT AIRCRAFT IN AIRLINE SERVICE PY - 1962 AB - No abstract provided. KW - Airlines KW - Operating costs KW - Periodicals KW - Statistics KW - Transport aircraft KW - United States UR - https://trid.trb.org/view/216106 ER - TY - RPRT AN - 00091281 AU - Federal Aviation Administration TI - REPORT ON RULE-MAKING AND ENFORCEMENT PROCEDURES: PROJECT TIGHTROPE PY - 1961/10 SP - 30 p. AB - No Abstract. KW - Air traffic control KW - Aviation safety KW - Civil aviation KW - Emergencies KW - Federal government KW - Regulations KW - United States UR - https://trid.trb.org/view/24086 ER - TY - RPRT AN - 00402994 AU - OFFUTT, W J AU - Federal Aviation Administration TI - STUDY OF MOBILE LOUNGE AND OTHER APRON TRAFFIC DELAYS AT WASHINGTON DULLES INTERNATIONAL AIRPORT PY - 1961/01 AB - No abstract provided. KW - Airports KW - Intermodal terminals KW - Washington Dulles International Airport KW - Washington Metropolitan Area UR - https://trid.trb.org/view/216284 ER - TY - RPRT AN - 00950903 AU - Federal Aviation Administration TI - TERMINAL BUILDING FACILITIES PLANNED FOR DULLES INTERNATIONAL AIRPORT.. PY - 1961 AB - No abstract provided. KW - Airport terminals KW - Washington Dulles International Airport KW - Washington Metropolitan Area UR - https://trid.trb.org/view/602066 ER - TY - RPRT AN - 00403068 AU - EGGERT, W E AU - Federal Aviation Administration TI - APPROACH VISIBILITY STUDIES AT NEWARK : FINAL REPORT PY - 1960/09 SP - 112 p. AB - No abstract provided. KW - Airports KW - Lighting UR - https://trid.trb.org/view/215713 ER - TY - RPRT AN - 00073814 AU - Federal Aviation Administration TI - AIRPORT TERMINAL BUILDINGS PY - 1960/09 AB - The Federal Aviation Agency presents this design guide to assist airport developers, architects, and engineers in planning airport terminal buildings and associated facilities to meet current and expanding demands of air users. Planners of airport ground facilities must recognize the aeronautical advances and transportation appetites of these users to match the degree of modernization attained by aircraft builders. Featured in the guide are discussions and recommendations on building space relationships, area requirements, noise control within the building, and building area planning. Information provided is intended to reduce but not eliminate research on the part of the architect, which is necessary to achieve an adequate, economical, and functional building. KW - Airports KW - Aprons KW - Baggage KW - Baggage terminals KW - Hangars KW - Intermodal terminals KW - Noise control KW - Passengers KW - Planning KW - Structural design KW - Terminal design UR - https://trid.trb.org/view/24537 ER - TY - RPRT AN - 00074092 AU - Koetsch, J F AU - Federal Aviation Administration TI - COMBINED LANDING AND TAKEOFF CAPACITY OF A SINGLE RUNWAY PY - 1960/09 AB - This study presents a theoretical analysis of the landing capacity and the combined landing and take-off capacity of a single runway. Interrelationships of the following factors are studied--the separation between pairs of landing aircraft; the runway occupancy time of landing aircraft; the distance of the gate at the start of the approach path from the end of the runway; the variation in approach speeds and take-off speeds and the distance between the second landing aircraft and the taking-off aircraft. KW - Airport capacity KW - Airport runways KW - Airspace capacity KW - Runway capacity KW - Runway spacing KW - Spacing UR - https://trid.trb.org/view/24606 ER - TY - RPRT AN - 00403069 AU - GATES, R F AU - Federal Aviation Administration TI - AN INTERIM REPORT ON RUNWAY TOUCHDOWN ZONE LIGHTING FOR DULLES INTERNATIONAL AIRPORT PY - 1960/08 AB - No abstract provided. KW - Airports KW - Landing aids KW - Landing aids aeronautics KW - Lighting KW - Washington Dulles International Airport UR - https://trid.trb.org/view/216297 ER - TY - RPRT AN - 00403061 AU - Federal Aviation Administration TI - FEASIBILITY TESTS OF AIRCRAFT-MOUNTED ARRESTING HOOK : FINAL REPORT PY - 1960/07 SP - 21 p. AB - No abstract provided. KW - Airport runways KW - Airports KW - Landing aids KW - Landing aids aeronautics UR - https://trid.trb.org/view/215709 ER - TY - RPRT AN - 00073829 AU - Federal Aviation Administration TI - AIRPORT RUNWAY AND TAXIWAY DESIGN PY - 1960/07 AB - Airport operations at numerous civil airports have been observed and measured. The data have been analyzed to identify the elements important to airport capacity and that cause delay to operations, and to identify and evaluate aircraft spacing intervals. KW - Airport capacity KW - Airport operations KW - Airport runways KW - Airports KW - Design KW - Taxiways UR - https://trid.trb.org/view/24543 ER - TY - RPRT AN - 00402099 AU - Federal Aviation Administration TI - OPERATIONAL TEXT OF MARK X DECCA SYSTEM IN C-131 FIXED-WING AIRPLANE : FINAL REPORT, HELICOPTER OPERATIONS PROGRAM, PHASE I PY - 1960 AB - No abstract provided. KW - Aircraft pilotage KW - Helicopters KW - Pilotage UR - https://trid.trb.org/view/216116 ER - TY - RPRT AN - 00912240 AU - HINKELMAN, J W AU - Federal Aviation Administration TI - METEROLOGICAL ENGINEERING AND AIR SPACE MANAGEMENT. PY - 1959 AB - No abstract provided. KW - Aeronautics KW - Air traffic control KW - Aircraft pilotage KW - Meteorology KW - United States UR - https://trid.trb.org/view/585614 ER - TY - RPRT AN - 00825724 AU - Federal Aviation Administration TI - ANNUAL REPORT OF OPERATIONS UNDER THE FEDERAL AIRPORT ACT - FEDERAL AVIATION AGENCY.. PY - 1959 AB - No abstract provided. KW - Airports KW - Periodicals KW - United States UR - https://trid.trb.org/view/515907 ER - TY - RPRT AN - 00825723 AU - Federal Aviation Administration TI - ANNUAL REPORT OF OPERATIONS UNDER THE FEDERAL AIRPORT ACT.. PY - 1959 AB - No abstract provided. KW - Airports KW - Periodicals KW - United States UR - https://trid.trb.org/view/515906 ER - TY - RPRT AN - 00402892 AU - Federal Aviation Administration TI - STANDARD SPECIFICATIONS FOR CONSTRUCTION OF AIRPORTS PY - 1959 SP - 588 p. AB - No abstract provided. KW - Airports KW - Contracts KW - Design KW - Specifications UR - https://trid.trb.org/view/215651 ER - TY - RPRT AN - 00402098 AU - Federal Aviation Administration TI - FINAL REPORT : HELICOPTER OPERATIONS PROGRAM, PHASE I PY - 1959 AB - No abstract provided. KW - Aircraft pilotage KW - Helicopters KW - Pilotage UR - https://trid.trb.org/view/216115 ER - TY - RPRT AN - 00404025 AU - Graham, F W AU - Federal Aviation Administration TI - AIR TRAFFIC SYSTEMS RESEARCH BY SIMULATION PY - 1959 AB - No abstract provided. KW - Air traffic control KW - Simulation UR - https://trid.trb.org/view/221749 ER - TY - RPRT AN - 00404054 AU - Federal Aviation Administration TI - FAA TEAM STUDY OF R-484 & SOUTHERN CALIFORNIA ATC PROBLEMS PY - 1959 AB - No abstract provided. KW - Air traffic control KW - California KW - Los Angeles (California) KW - Southern California UR - https://trid.trb.org/view/221766 ER - TY - CONF AN - 01496638 AU - Noel, George AU - Allaire, Doug AU - Jacobson, Stuart AU - Willcox, Karen AU - Cointin, Rebecca TI - Assessment of the Aviation Environmental Design Tool SP - 8p AB - A comprehensive Tools Suite to allow for thorough evaluation of the environmental effects and impacts of aviation is currently being developed by the United States. This suite consists of the Environmental Design Space (EDS), the Aviation Environmental Design Tool (AEDT), and the Aviation environmental Portfolio Management Tool (APMT). A key priority is that environmental analyses are informed with the associated uncertainty from the tools, inputs and assumptions used in the analysis process. As part of the development of the Tools Suite, an assessment of each tool and a system-wide analysis of the entire suite are being undertaken. This assessment includes sensitivity to inputs and fidelity analyses that will provide an indication of uncertainty in analyses performed using the Tools Suite. Completion of the assessment and evaluation effort described herein is a key element of the development process. This paper presents a summary of the Tools Suite assessment and evaluation effort as it pertains to the AEDT component. AEDT takes detailed fleet descriptions and flight schedules and produces estimates of noise, fuel burn and emissions at global, regional and local levels. The AEDT component of the suite will be a publicly available regulatory tool within the U.S. This paper conveys the work completed so far and provides some insight into some of the findings. U1 - Eighth USA/Europe Air Traffic Management Research and Development SeminarFederal Aviation AdministrationEUROCONTROLNapa,California,United States StartDate:20090600 EndDate:20090700 Sponsors:Federal Aviation Administration, EUROCONTROL KW - Aircraft noise KW - Aviation KW - Aviation Environmental Design Tool KW - Environmental impacts KW - Evaluation and assessment KW - Fuel consumption KW - Pollutants KW - Sensitivity analysis KW - Uncertainty UR - http://ntl.bts.gov/lib/47000/47900/47949/p_084_EI.pdf UR - https://trid.trb.org/view/1264123 ER - TY - RPRT AN - 01075593 AU - Federal Aviation Administration TI - Branch County Memorial Airport, proposed negative declaration : environmental impact statement KW - Environmental impact statements KW - Michigan UR - https://trid.trb.org/view/834987 ER - TY - RPRT AN - 01073532 AU - Federal Aviation Administration TI - New Austin Airport alternative environmental assessment: environmental impact statement KW - Environmental impact statements KW - Texas UR - https://trid.trb.org/view/832924 ER - TY - RPRT AN - 01073528 AU - Federal Aviation Administration TI - Harlingen Industrial Airpark, Harlingen, Texas: Environmental impact statement KW - Environmental impact statements KW - Texas UR - https://trid.trb.org/view/832920 ER - TY - RPRT AN - 01073514 AU - Federal Aviation Administration TI - Acquisition of land and relocation of households construction and development of new Clark County Airport, Jeffersonville, Indiana: environmental impact statement KW - Environmental impact statements KW - Indiana UR - https://trid.trb.org/view/832906 ER - TY - RPRT AN - 01073502 AU - Federal Aviation Administration TI - MALS environmental impact study KW - Environmental impact statements UR - https://trid.trb.org/view/832894 ER - TY - RPRT AN - 00320702 AU - Federal Aviation Administration TI - LOCATION IDENTIFIERS PY - AB - Lists location identifiers (3-letter code, suggesting whenever possible, the location name that it represents) for the United States, and its possessions, and indicates, by means of asterisks, the United States international place name abbreviations (4-letter code used in international communications). Each issue supersedes previous edition KW - Air KW - Coding systems KW - Transportation planning UR - https://trid.trb.org/view/158733 ER - TY - RPRT AN - 00320100 AU - Federal Aviation Administration TI - ACCIDENT, INCIDENT, VIOLATION INFORMATION PY - AB - Info in this category describes the conditions surrounding the accident, incident, or violation. This includes the circumstances, causes, malfunction, mechanical failures, deviations from established procecures, injuries, and principals involved (pilots). No statistical incident information is aviilable; single incident report produced when requested. Info is obtained from FAA inspectors, pilots, and other crew members, ground crews, passengers, and witnesses. KW - Air KW - Safety and security KW - Transportation safety UR - https://trid.trb.org/view/158472 ER - TY - RPRT AN - 00320654 AU - Federal Aviation Administration TI - BIBLIOGRAPHY: AIRPORTS, 1977 PY - AB - This bibliography was prepared to illustrate input-output procedures that have been proposed for the implementation of an Air Transportation Research Information Service (ATRIS). The proposed subject scope for ATRIS covers 21 areas that range from aircraft to travel and tourism. The subject of airports was selected as the area for initial input to the ATRIS data base from which this bibliography has been produced. The bibliography has 10 chapters on major aspects of airports, including access, environmental impact, planning and design, safety and security, operations, and management. The bibliography contains nearly 800 references that represent initial input to the machine-readable ATRIS data base. The implementation plan calls for extending the data base to full coverage of all subject areas and to provide both on-line and off-line services to the air transport community. Many of the references were acquired from data bases held by National Aeronautics and Space Administration, National Technical Information Service, Engineering Index, and other information services. Other references were prepared from documents held by various libraries and transportation centers. Selections were made by staff of the Flight Transportation Laboratory at the Massachusetts Institute of Technology; final input and output processing was performed by Transportation Research Board information staff. A major purpose for the bibliography is to inform ATRIS users of the services that might be provided and through feedback from recipients of the bibliography to learn more about the needs and wants of users of air transport information. This is prototype product of the Air Transportation Research Information Service (ATRIS). KW - Air KW - Bibliographies UR - https://trid.trb.org/view/158711 ER - TY - RPRT AN - 00320101 AU - Federal Aviation Administration TI - WORLDWIDE CRIMINAL ACTS INVOLVING CIVIL AVIATION, (1974-PRESENT) PY - AB - Annual report on worldwide aircraft hijackings, attack on airports and airline offices, explosive devices found, and related crimes, including geographical area, casualties, and property damage. KW - Air KW - Safety and security KW - Transportation safety UR - https://trid.trb.org/view/158473 ER - TY - RPRT AN - 00320583 AU - Federal Aviation Administration TI - EXPLOSIONS ABOARD AIRCRAFT PY - AB - Semiannual tabulation of data on explosions aboard aircraft, 1949- . Contains an extended list showing date, location, circumstances, number of persons killed and injured, airline involved, type of aircraft, country of registry, and scheduled flight plan, for each incident; and 5 summary tables. KW - Air KW - Safety and security KW - Transportation safety UR - https://trid.trb.org/view/158687 ER - TY - RPRT AN - 00320585 AU - Federal Aviation Administration TI - SEMIANNUAL REPORT TO CONGRESS ON THE EFFECTIVENESS OF THE CIVIL AVIATION SECURITY PROGRAM (1974- ) PY - AB - Semiannual report to Congress on the Civil Aviation security program and the operation of airport passenger and baggage screening procedures. Procedures were instituted to prevent aircraft hijackings and related crimes, and are administered through FAA Civil Aviation Security Service. Contains narrative report with text statistics on hijackings, passengers screened, weapons and dangerous articles detected, arrests, explosions and bomb threats, and international security measures and 15 charts and tables, as follows: 1-4. Hijackings and hijacking attempts. 5-6. Bomb threats against airports and aircraft. 7-8. Characteristics of weapons detection devices and x-ray screening procedures, and number of units. 9. Airline passenger screening results. 10-14. Survey and training activities. 15. Compliance and enforcement actions. First 2 reports were titled "Report to Congress on the Effectiveness of Passenger Screening Procedures". KW - Air KW - Commodities KW - Freight traffic KW - Safety and security KW - Transportation safety UR - https://trid.trb.org/view/158689 ER - TY - RPRT AN - 00320591 AU - Federal Aviation Administration TI - SURVEY TO DETERMINE THE PERCENT OF PASSENGER AIRCRAFT DEPARTURES CARRYING HAZARDOUS MATERIALS, 1974 PY - AB - Report estimating percent of all U.S. commercial air carrier passenger and cargo flights carrying hazardous and radioactive materials. Contains explanation of methodology and 4 summary tables showing percent of passenger and cargo departures with hazardous and with radioactive materials, by type of carrier (domestic, commercial, supplemental, air taxi, and FAR121 and 135) and for selected airports ranked by percentage of departures. Data are based on a random sample of cargo load manifests of all operators in 50 states and D.C. Jan-April 1974. KW - Air KW - Passenger transportation KW - Safety and security KW - Transportation safety UR - https://trid.trb.org/view/158694 ER - TY - RPRT AN - 00320043 AU - Federal Aviation Administration TI - AIRCRAFT HIJACKING STATISTICS (1961-PRESENT) PY - AB - Summary report on U.S. and worldwide aircraft hijacking attempts and legal disposition of hijackers. Covers circumstances of incident, destination, outcome, casualties and identity of hijackers where known. A chronological listing of worldwide hijacking attempts (1931 - present) and U.S. aircraft hijacking attempts (1961-present). KW - Air KW - International transportation KW - Safety and security KW - Transportation safety UR - https://trid.trb.org/view/158455 ER - TY - RPRT AN - 00320559 AU - Federal Aviation Administration TI - FAA INFORMATION SOURCE GUIDE PY - AB - The guide provides identification of information categories and the designated office of primary interest (OPI) for each, who is responsible for developing, maintaining, and releasing the information. Also points to an organizational element of FAA to obtain assistance. Major information categories are: accident/incident/violation; accounting and audit; air agency; aircraft; airman; airports; airspace; aviation activity, aviation forecast, FAA aircraft management, facilities, medical research, R&D project management. KW - Air KW - Bibliographies UR - https://trid.trb.org/view/158681 ER - TY - RPRT AN - 00183881 AU - Federal Aviation Administration TI - TIPS ON HOW TO USE THE FLIGHT PLANNER PY - SP - n.p. AB - Instructions are provided on how to prepare a flight plan using a special form (the "Flight Planner") developed by FAA, the General Aviation Manufacturers Association, and Ohio State University, with emphasis on what meteorological information obtained from a briefing is necessary in order to make the proper (go - no go) decision. A listing of symbols commonly used in aviation weather forecasting and report is included for use in filling out the form. KW - Flight planning KW - Flight plans KW - General aviation KW - Manuals KW - Meteorological data KW - Meteorological phenomena KW - Training UR - https://trid.trb.org/view/78718 ER - TY - RPRT AN - 00155609 AU - East Central Florida Regional Planning Council TI - METROPOLITAN AIRCRAFT NOISE ABATEMENT POLICY STUDY-CAPE KENNEDY REGIONAL AIRPORT, MELBOURNE, FLORIDA. TECHNICAL REPORT PY - SP - 118 p. AB - This report is an analysis of the relationship between noise generated by aircraft operations and the use of affected land surrounding the John F. Kennedy Regional Airport in Melbourne, Florida. It includes a presentation of current land use information and the prospects for change. Proposals have been developed to encourage and enable the local governments involved to achieve compatible development through cooperative intergovernmental measures: comprehensive planning, capital improvement programming, mapping, zoning, annexation, land acquisition. The ecological impact is considered in a separate section. KW - Aircraft noise KW - Airport noise KW - Cape Canaveral (Florida) KW - Capital KW - Capital improvements KW - Environmental impact analysis KW - Environmental impacts KW - Improvements KW - Intergovernmental relations KW - Land use KW - Local government KW - Mapping KW - Noise control KW - Noise generation KW - Noise reduction KW - Noise sources KW - Policy KW - Zoning UR - https://trid.trb.org/view/49308 ER - TY - ABST AN - 01572158 TI - Strategic Communications Plan for NCHRP Project 20-102 AB - Transportation agency staff and decision-makers are hungry for information on how connected vehicles (CV) and automated vehicles (AV) will affect their agencies. Articles regularly appear in the media targeted at a general audience but technical information is more difficult to find, particularly since there are so many efforts underway in the public and private sectors. The media articles are also spawning interest and concerns from the public and legislators that agency staff must address. The objective of this project is to develop a strategic communications plan for the National Cooperative Highway Research Program (NCHRP) 20-102 efforts that, to the extent practical, complements communications efforts underway for other significant public and private CV/AV efforts. The plan should describe target audiences and their information needs and communications strategies, channels, and products for meeting those needs. KW - Automated vehicle control KW - Communication systems KW - Decision making KW - Intelligent vehicles KW - Strategic planning KW - Technical assistance UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4005 UR - https://trid.trb.org/view/1363714 ER - TY - ABST AN - 01577460 TI - Pedestrian Crash Modification Factors Study AB - The objective of this research project is to identify crash modification factors (CMFs) for pedestrians and to evaluate CMF selections. KW - Crash characteristics KW - Crash injuries KW - Pedestrian vehicle interface KW - Pedestrians KW - Traffic crashes UR - https://trid.trb.org/view/1370714 ER - TY - ABST AN - 01571785 TI - Road Markings for Machine Vision AB - One of the simplest advancements in vehicle safety technology has been the addition of a forward facing camera that only costs a few dollars. The camera plus complex processing software sees the road ahead and has many uses such as: (1) Lane Departure Warning (LDW), (2) Automated steering or more commonly known as Lane Keeping Assistance (LKA), (3) Forward Collision Warning (FCW) and Forward Collision Avoidance/Mitigation (stereo camera), (4) Windshield wiper control, (5) Adaptive cruise control, and (6) Sign recognition. In the scheme of advanced vehicle technologies, LDW and LKA rank near the top in importance with blind spot detection in improving safety. One bedrock assumption about LDW and LKA is that they have the potential to significantly reduce crashes, including fatalities and serious injury. In 2010, the Insurance Information for Highway Safety (IIHS), a group supported by the insurance industry, estimated a reduction of 7,500 fatal crashes. Then, in 2012, the insurance industry's Highway Loss Data Institute concluded that the early data shows no conclusive crash reductions tied to vehicles equipped with LDW systems. There are several reasons why the potential safety benefits have not yet been realized. One is that these are new systems that are not yet integrated in a large portion of the fleet. Another is that the road markings which these systems need to work have not been specifically designed, specified, or maintained for machine vision. When the technologies cannot see the markings, they do not work and the added safety benefit is lost. The automotive industry has made remarks on several occasions that better road markings are one area that would significantly help their systems and accelerate the safety gains. At the same time, there are infrastructure owners and operators have are interested in learning more about what they can do to be ready for advanced vehicle technologies. Beginning in January 2015, there has been joint communication and interest expressed by the American Association of State Highway and Transportation Officials (AASHTO) and Society of Automotive Engineers (SAE) to bring together the automotive industry and infrastructure owners/operators in a collaborative manner to scope guidelines/criteria for road markings that can be used by highway agencies to prepare and maintain their systems for vehicles equipped with machine vision systems. The primary goal is to accelerate the potential safety benefits of vehicle technologies using machine vision systems that rely on road markings. SAE and AASHTO are interested in supporting this work from a standards development but research is still needed to obtain the data necessary to establish guidelines/criteria for road markings for machine vision. The objective of the research is to obtain data that can be used to develop correlations between machine vision performance and pavement markings. Factors to be considered are pavement marking presence, contrast, retroreflectivity, pavement uniformity, day and night conditions, and vehicle speed. It is intended that the work include a range of forward looking cameras and their respective software so that the current technologies and those on the horizon can be accommodated by the new guidelines/criteria. KW - American Association of State Highway and Transportation Officials KW - Highway safety KW - Lane departure warning systems KW - Machine vision KW - Retroreflectivity KW - Road markings KW - Society of Automotive Engineers KW - Vehicle safety UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4004 UR - https://trid.trb.org/view/1363394 ER - TY - ABST AN - 01577040 TI - Foundation Characterization Program (FCP) AB - The characterization of bridge foundations is complex. Bridges can be supported by shallow or deep foundations of varying footing geometries and materials. Footings can be square, circular, or rectangular. Foundations can be pedestal masonry stone footings or massive cofferdam footings. Piles can be present with or without pile caps and may be battered or vertical. Piles can be made of concrete (round, square, cylinder, or octagonal), steel (H-piles or round pipe sections), or timber. Deep foundations can be precast concrete piles, drilled shafts, or auger-cast concrete piles. The top of footings or pile caps can be buried underneath riprap, backfill mud, or channel soils. Additionally, design or as-built drawings of foundations are sometimes not available and technologies for determining foundation condition are expensive and sometimes unreliable. The goal of the Federal Highway Administration (FHWA) is to identify methods to quantify and clarify these unknowns. The Foundation Characterization Program (FCP) attempts to determine one or more of the following: Foundation type (shallow versus deep, or a combination).Elevation of the base of the foundation (e.g. pile tip elevation).Foundation geometry (width, length, and depth), which includes checking the accuracy of as-built plans.Material type (foundation materials, including concrete, masonry, stone, steel, or timber).Integrity (foundation condition, such as corroded steel, rotted wood, or cracked or defective concrete).Foundation load-bearing capacity.Pile distribution – Target avoidance for foundation rehabilitation or underpinning.Remaining service life of the foundation.Subsurface characterization and imaging of soil and rock. KW - Bearing capacity KW - Bridge foundations KW - Classification KW - Cofferdams KW - Concrete KW - Footings KW - Pile caps KW - Piles (Supports) UR - https://trid.trb.org/view/1370358 ER - TY - ABST AN - 01577151 TI - Characterizing Existing Hot-Mix Asphalt Layer Damage for Mechanistic Pavement Rehabilitation Design AB - The increasing focus on existing hot-mix asphalt (HMA) pavement rehabilitation by State departments of transportation (DOTs) as HMA pavements are the predominant pavement type in the United States, State DOTs require local calibration of the Mechanistic-Empirical Pavement Design Guide (MEPDG) HMA overlay of existing HMA pavement methodology. Although this methodology is a great improvement on the 1993 American Association of State Highway and Transportation Officials (AASHTO) HMA overlay design procedure, it has significant shortcoming, such as: (1) The Level 1 procedure for characterizing existing HMA pavement structural capacity/condition based on falling weight deflectometer (FWD) deflection testing, coring, extraction of cores, and lab characterization of the HMA cores binder and volumetric properties has to date not been calibrated. (2) The Level 2 and 3 procedures, though calibrated, are based on pavement surface distress and condition rating making it at best highly subjective. The need to review, enhance as needed, and calibrate the MEPDG Levels 1, 2, 3 procedures for characterizing existing HMA pavement structural capacity/condition.  The purpose of this research is as follows: (1) Develop and calibrate objective methodologies for characterizing existing HMA pavement damage for HMA and portland cement concrete (PCC) overlay design that will, as a minimum, be enhancements to current MEPDG Level 1, 2, and 3 methodologies. (2) The new methodologies must be compatible with the Interim AASHTO MEPDG Level 1, 2, and 3 methodologies. (3) The new methodologies must be practical and implementable within the current AASHTO Interim MEPDG framework. KW - Hot mix asphalt KW - Mechanistic-Empirical Pavement Design Guide KW - Overlays (Pavements) KW - Pavement design KW - Pavement distress KW - Portland cement concrete KW - Rehabilitation (Maintenance) KW - State departments of transportation KW - United States UR - https://trid.trb.org/view/1370388 ER - TY - ABST AN - 01619671 TI - Briefings and Training Materials for Implementation of the Highway Safety Manual, Second Edition AB - The National Cooperative Research Program (NCHRP) currently has a project underway updating the First Edition American Association of State Highway and Transportation Officials (AASHTO) Highway Safety Manual (HSM) as NCHRP Project 17-71, “Proposed AASHTO Highway Safety Manual, Second Edition.” The HSM Second Edition will integrate updates from several associated research projects as well as other related HSM guidance documents and publications into the new HSM. While the Second Edition of the HSM is not intended to be a complete rewrite of the First Edition, the HSM will undergo significant changes in content and organization. The HSM provides the best information and tools to facilitate roadway planning, design, operations, and maintenance decisions based on explicit consideration of their safety consequences. In addition, the HSM presents a summary of knowledge on the safety effects of various roadway designs and operations in a form that users can readily apply. It also describes effective techniques for safety management of a roadway system and present state-of-the-art approaches to evaluation of the safety effectiveness of implemented projects. While the work to develop and publish the Second Edition of the HSM is underway, a significant and concurrent effort is needed to develop guidance for highway-agency management on the appropriate application of the HSM, as well as training for engineers and planners on using the HSM. The HSM, Second Edition will provide a major opportunity for advancing the state of highway safety practice through its application and incorporation into engineering practice. Briefings, training materials, and an implementation framework need to be developed and coordinated with the release of the HSM, Second Edition. The objectives of this research are to develop: (1) A comprehensive HSM modular training course and electronic-based training based on chapters and/or technical use cases, such as, but not limited to, planning phase, project development, design alternatives and exceptions. The training course should be flexible and in formats such as instructor based and self-taught based, and adaptable for engineering and planning disciplines, experience level, and course duration. (2) A package of electronic analysis tools building on existing available tools to illustrate and support use of the HSM, Second Edition. These tools should be incorporated in the modular training course. (3) Briefing materials for implementing the HSM, Second Edition within a transportation agency intended for a managerial and executive-level audience. The briefing materials shall be adaptable to a varied audience, including AASHTO Committees, and a variety of organizations. KW - Decision making KW - Design KW - Highway Safety Manual KW - Operations KW - Planning KW - Safety KW - State of the art KW - Training UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4202 UR - https://trid.trb.org/view/1440673 ER - TY - ABST AN - 01616407 TI - Guidelines for Solid-State Roadway Lighting AB - The lighting industry has changed dramatically over the past decade. The optics of legacy high intensity discharge (HID), full-cutoff luminaires were restricted to the lamp and reflector design; these lamps emit light in almost every direction, which must then be reflected to the roadway. Roadway luminaires have moved beyond this design through the vast possibilities presented by solid-state lighting (SSL)—at present, in the form of light emitting diodes (LED)--which also boasts lower energy usage, reduced maintenance, and improved color. American Association of State Highway and Transportation Officials (AASHTO) target light levels are calculated over a grid limited to the traveled roadway. Any light that lands outside of the calculation grid is not quantified in the average and uniformity results, but is still present with roadway luminaires and may provide a safety benefit. With the greater ability to control the distribution and the sharp cutoff at the edges with SSL luminaires, light levels beyond the calculation grid may be dramatically reduced, but a design may still meet the AASHTO criteria. Therefore, research is needed to investigate the application of AASHTO criteria to SSL roadway lighting and, if the results dictate, provide guidance for light level criteria for areas immediately adjacent to the traveled roadway when using SSL luminaires. Additional research is also needed to explore the benefits and challenges of adaptive lighting and provide further guidelines for its use, as well as the environmental and health effects of roadway lighting. The objectives of this project are to develop more comprehensive guidelines in AASHTO standard format for the application of roadway lighting related to the widespread adoption of SSL, and to identify gaps in knowledge where possible future research will enhance these guidelines. The research shall complement and supplement the ongoing efforts of the AASHTO Roadway Lighting Committee on the usage of SSL lighting. KW - American Association of State Highway and Transportation Officials KW - Fiber optics KW - Highway safety KW - Light emitting diodes KW - Lighting systems KW - Luminescence KW - Solid state devices KW - State of the practice UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4181 UR - https://trid.trb.org/view/1434915 ER - TY - ABST AN - 01626350 TI - Pavement Surface Properties Consortium - Managing the Pavement Properties for Improved Safety AB - The main objective of the pooled-fund program of research has been to conduct applied research focused on enhancing the level of service provided by the roadway transportation system by optimizing pavement surface characteristics. Phase I of the study included regular verification and validation of the participant's equipment, opportunities for technology transfer, and the accumulation of a significant body of knowledge on the measurement of pavement surface properties. Practical and tangible results were documented and disseminated though a large number of publications listed in the Phase 1 Outcomes (see study Documents). Examples of technologies that were evaluated as part of this program include high-friction surfaces (HFS) and Continuous Friction Measuring Equipment (CFME). HFS treatments have been adopted as a low-cost countermeasure as part of the Every-day-Counts Federal Highway Administration (FHWA) program. CFME's are currently being used to support the development of a new generation of friction management programs. Phase II of the program continues to support the member's effort to produce high-quality surface properties measurements but focuses on supporting the enhancing and adoption of emerging friction and macrotexture measurement technologies and the integration of these measurements into the next generation of pavement asset management systems. The focus will be on developing and deploying asset management approaches and tools that help improve the safety of road networks by reducing the number of crashes and related fatalities. It will also seek participation of industry through the pooled-fund or an industrial affiliate program. KW - Asset management KW - Friction course KW - Highway safety KW - Level of service KW - Pavements KW - Texture UR - http://www.pooledfund.org/Details/Study/594 UR - https://trid.trb.org/view/1456887 ER - TY - ABST AN - 01626349 TI - Structural Design Methodology for Spray Applied Pipe Liners in Gravity Storm Water Conveyance Conduits AB - This project will do the following: (1) Recommend a design methodology for both cementitious and resin based spray applied pipe liners for structural rehabilitation of gravity storm water conveyance conduits. (2) Recommend a laboratory test method to verify the proposed structural design for conduits that have been rehabilitated using the spray applied pipe liner technology. (3) Recommend an accelerated laboratory methodology to determine the liner material durability. (4) Recommend laboratory material testing for both cementitious and resin based materials. KW - Cement additives KW - Conduits KW - Durability tests KW - Gravity structures KW - Laboratory tests KW - Linings KW - Materials tests KW - Pipe culverts KW - Rehabilitation (Maintenance) KW - Resins KW - Runoff KW - Sprays (Materials) KW - Structural design UR - http://www.pooledfund.org/Details/Study/608 UR - https://trid.trb.org/view/1456883 ER - TY - ABST AN - 01626330 TI - Connecting the DOTs: Implementing ShakeCast Across Multiple State Departments of Transportation for Rapid Post-Earthquake Response AB - This collaborative effort will bring participating departments of transportation (DOTs) into full ShakeCast operation for post-earthquake assessment of state and local bridge inventories. The project will provide a mechanism to actively engage representatives from state DOTs with the common interests in implementing and expanding the application of ShakeCast technologies to improve emergency response capabilities. KW - Cooperation KW - Disasters and emergency operations KW - Earthquakes KW - ShakeCast (Software) KW - Software KW - State departments of transportation UR - http://www.pooledfund.org/Details/Study/609 UR - https://trid.trb.org/view/1456882 ER - TY - ABST AN - 01626329 TI - Wildlife Vehicle Collision Reduction and Habitat Connectivity AB - This project will do the following: (1) Explore the effectiveness of new mitigation measures intended to increase driver awareness and decrease collisions with large mammals such as deer, elk, and moose. There are an estimated 1-2 million collisions with large mammals each year in the U.S., and the direct costs to society can be as high as $6-12 billion per year. There have been many developments in animal detection-driver warning systems. These are ideal at-grade solutions and are most often deployed on 2-lane rural highways. Other technologies that could be evaluated are on-board animal detection and vehicle-to-vehicle (V2V) systems. Another emerging technology is radar speed guns linked to variable message signs. There are many other emerging technologies that states and their partners may find of interest. (2) Evaluate improvements to traditional mitigation measures and quantify the effectiveness of those improvements in reducing wildlife-vehicle collisions (WVCs). Signage and messaging, reflectors, noise makers, educational campaigns, citizen involvement, structural solutions such as under- and overpasses and associated fencing and escape ramps (a.k.a. jump-outs), and other mitigation measures that may have received modernization or improvements in recent years should be re-evaluated. For example, the Illumination of roadways has been a traditional measure to increase driver visibility, but has not necessarily been aimed at reducing WVCs. With new lighting techniques available, lighting systems may be evaluated for effectiveness at reducing WVCs. Similarly, new innovations in overpass technologies, such as the use of geosynthetically reinforced soil technologies and alternative fill materials like geofoam, may result in increased effectiveness because of improved sound attenuation. The Wildlife Vehicle Collision Reduction and Habitat Connectivity pooled fund study will select mitigation measures from this category to evaluate. (3) Assess the mitigation needs and measures for particular species of conservation interest. Often there is little known about species of conservation concern and their interaction with roads and when and how to create safe passage for these species. This project will select those species of conservation concern for which information is most urgently needed by transportation agencies and its partners, particularly for species of regional or national importance. KW - Connectivity KW - Conservation KW - Detectors KW - Habitat (Ecology) KW - Hazard mitigation KW - Mammals KW - Overpasses KW - Street lighting KW - Technological innovations KW - Traffic crashes KW - United States KW - Vehicle to vehicle communications KW - Wildlife UR - http://www.pooledfund.org/Details/Study/610 UR - https://trid.trb.org/view/1456881 ER - TY - ABST AN - 01625542 TI - Effective Performance Management by Transportation Agencies - Benchmarking and Comparative Measurement AB - The American Association of State Highway and Transportation Officials (AASHTO) Standing Committee on Performance Management (SCOPM) serves as AASHTO members’ technical and policy resource on transportation performance management issues. SCOPM, working with the larger transportation performance community, has established an ongoing “research roadmap” process for identifying high-priority research needs and mobilizing resources to perform the needed research, disseminate research results, and facilitate adoption of these results in management practice aimed at improving the performance of our transportation system. Transportation system performance is a multidimensional concept, encompassing such diverse areas as safety, infrastructure condition, traffic congestion, air pollution emissions, and more. Systems performance is the concern of a diverse set of agencies that operate at all levels of government; with varied spans of responsibilities across transportation modes; and within the context of specific laws, regulations, and public priorities of the geographic and political regions where they operate. These agencies increasingly are pressed to report statistics publicly on performance of the systems for which they are responsible, but there are few if any commonly applicable definitions, criteria, or standards for how system performance is to be measured. While work by National Cooperative Highway Research Program (NCHRP) and others has demonstrated that comparisons of performance across agencies and systems can be a valuable management tool, reported statistics often are erroneously used to create “best-to-worst” rankings among agencies or systems that are not truly comparable, using data that are not truly consistent. While cooperative research and national legislation have produced significant advances nationally in performance measurement and management, much remains to be done to apply performance measurement effectively across all system components and all affected agencies. Benchmarking—comparison of one’s performance with that of peers—has been successfully applied in many fields as a tool for assessing system performance, communicating about system performance with a broad stakeholder audience, and supporting performance management. Using benchmarking entails selecting peers that may appropriately be compared, comparing appropriate aspects of their performance (both outcomes and significant management practices), and using the comparisons to assist in identifying what are and how to achieve desirable levels of performance. Research is needed to advance practices of effective benchmarking of transportation system performance and effective application of benchmarking for performance management by responsible agencies. The objectives of this project are (a) to develop practical guidance on how transportation agencies can undertake and use benchmarking to inform and improve system performance management practices and (b) to demonstrate examples applying the guidance in two specific applications, for non-motorized transportation and for environmental aspects of system performance. The research should build on prior work by NCHRP and others, produce guidance compatible with performance measurement and management requirements specified in current federal legislation, and be presented in formats that facilitate usage by the range of responsible agencies. The research should consider all transportation agencies—at state, regional, metropolitan, local, or other jurisdictional levels. The research should include at least the following deliverable products and milestones: (1.) A 60- to 90-minute kickoff web conference with the NCHRP project panel, within 2 weeks of the contract’s effective date, to discuss the work plan, important technical issues, and review procedures for research products. (2.) Interim Report 1 (IR1) delivered in electronic form only within 2 months of the contract’s effective date presenting a review of relevant current practice in use of benchmarking in management of systems of capital assets, including non-transportation enterprises and international practice. (3.) Interim Report 2 (IR2) delivered in electronic form only within 3 months of the contract’s effective date presenting a framework for guidance on benchmarking transportation system performance, including the aspects of performance to be included in guidance and criteria for identifying peers for comparative performance measurement. (4.) Draft Final Deliverable 1 (FD1) presenting guidance for transportation agencies on implementing and using benchmarking to assess and improve transportation system performance. The guidance should be structured using the framework developed in IR2 and subsequent discussions. (5.) A 1- to 2-day in-person workshop with the NCHRP project panel and others to review and refine the guidance and draft FD1. (6.) Revised FD1, reflecting research team response to NCHRP panel comments on draft FD1 and workshop results. (7.) Draft and revised Final Deliverable 2 demonstrating the application of performance benchmarking guidance for non-motorized transport. (8.) Draft and revised Final Deliverable 3 demonstrating the application of performance benchmarking guidance for environmental impact. KW - Benchmarks KW - Environmental impacts KW - Nonmotorized transportation KW - Performance measurement KW - State departments of transportation KW - Transportation departments UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4209 UR - https://trid.trb.org/view/1451126 ER - TY - ABST AN - 01625558 TI - Hurricane Evacuation Modeling Package AB - The overall objective of this study is to incorporate the Louisiana Transportation Research Center (LTRC) hurricane evacuation models and the data on which they operate into a single, user-friendly computer package. The intention is that the program will provide Emergency Managers with a convenient means of estimating the consequences of alternative emergency management decisions before they need to make them, and so be able to select the decision scenario that they consider will produce the best outcome. The specific objectives of this research are to establish a hurricane demand estimation package built on an existing transportation planning package platform incorporating the models developed by the LTRC, and to translate estimates of hurricane evacuation demand into statistics that Emergency Managers will find useful in making informed management decisions during the onset of a hurricane. KW - Decision making KW - Disasters and emergency operations KW - Emergency management KW - Evacuation KW - Hurricanes KW - Information dissemination KW - Louisiana Transportation Research Center UR - https://trid.trb.org/view/1452924 ER - TY - ABST AN - 01626371 TI - Increasing WMA Implementation by Leveraging the State-Of-The-Knowledge AB - Warm mix asphalt (WMA) technology and deployment were largely driven by the asphalt industry. Implementation progressed while a number of technological questions were identified for research to answer. Research was carried out at both the state and national levels as well as by private industry, and the Federal Highway Administration (FHWA) WMA technical working group (TWG) was responsible for developing key research needs statements. WMA later became a focus area for the FHWA in its Every Day Counts (EDC) initiative, which encouraged state agencies to allow WMA in their specifications and track its usage. A number of WMA technologies were developed and marketed during the mid to late 2000s. These technologies included the use of foam (water), waxes and other specialty chemicals. A large number of demonstration sections were placed in the late 2000s by many states and contractor groups and performed favorably. This resulted in the continued and more rapid acceptance of WMA as the following benefits gained more prominence: lower production temperatures, reduced emissions and reduced energy consumption, ability to extend the construction season and construction day, and additional opportunities for more uniform and higher density construction. In the 2014 construction season, over 32 percent of the asphalt mixture tonnage placed in the United States was produced with WMA technology. The National Cooperative Highway Research Program (NCHRP) conducted several major projects on WMA technology in the 2000s and 2010s. A number of states and the industry have also carried out research projects during this period. This is a considerable “body of knowledge” that answers several important technical issues associated with WMA technologies. Nonetheless, based on a review of contemporary information, there are still gaps in the knowledge of WMA technology and performance. As additive technologies have continued to change and evolve, agencies and industry are scrutinizing production and performance to freshly assess whether WMA—as well as other technologies such as polymers, RAP, recycled asphalt shingles (RAS), and recycling agents—provides the benefits originally envisioned. Lead States have widely adopted WMA and now well over 75% of all states have a standard WMA specification rather than a special provision. However, details on how those WMA specifications affect the characteristics of the WMA that is placed on roadways is difficult to capture, and WMA represents less than half of total state DOT tonnage with some anecdotes of WMA tonnage dropping in some areas. Research is needed to identify impediments to the wider use of WMA and develop strategies to foster its expanded implementation by the state departments of transportation (DOTs). The objective of this research is to conduct a workshop to (1) identify the barriers encountered by those state DOTs where WMA specifications remain to be implemented and proportional WMA tonnage has lagged, and (2) establish and update implementation performance indicators that better measure WMA implementation as its usage is increased nationwide. KW - Additives KW - Implementation KW - Pavement performance KW - Specifications KW - State departments of transportation KW - Warm mix paving mixtures UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4264 UR - https://trid.trb.org/view/1457057 ER - TY - ABST AN - 01624294 TI - Estimating the Value of Truck Travel Time Reliability AB - Travel time reliability is frequently cited as an important metric for the trucking community and other users of truck freight services.While travel time reliability for all vehicles is commonly measured and reported as a percentile of average (mean) travel time, the value of truck travel time reliability needs to be incorporated into the truck freight benefit-cost estimation in order to better assess mobility projects and provide quantitative data for transportation project prioritization. While the importance of reliability is well established for passenger and freight travel, the value of reliability for truck freight system users is not. The recently published National Cooperative Highway Research Program (NCHRP) Report 824: Methodology for Estimating the Value of Travel Time Reliability for Truck Freight System Users developed and demonstrated a methodology to estimate the value of travel time reliability, but was only a first step and provides limited data because of the low survey response rate. There is a need to develop and demonstrate an improved methodology to estimate the value of truck travel time reliability. The methodology should be applicable to any region, across a range of truck freight users and commodity types. The objective of this research is to develop an improved framework for truck freight reliability valuation. The framework should include the methodology, modeling assumptions, analytical techniques, and tools developed in NCHRP Report 824 in order to assist transportation professionals and decision makers in the evaluation of proposed roadway infrastructure and operations investments. The research should address a wide range of issues related to the truck freight reliability valuation framework, such as, but not limited to: (1) addressing challenges and limitations of the NCHRP Report 824 framework; (2) proposing data collection methods (e.g., surveys, case studies, databases, interviews, shipping characteristics) to better inform the values and framework; (3) reviewing existing data sources (e.g., commercial establishment surveys, revealed preference surveys, vehicle probe data, commercial supply chain data providers); (4) developing processes that improve the framework, its model logic and structure, and parameter values; (5) reviewing applicability of the framework to different levels of reliability; (6) developing framework flexibility for use in various types of improvements (e.g., spot, local, corridor, regional); (7) developing an improved framework; and (8) demonstrating its application (e.g., using case studies, simulations, scenario planning). A kick-off teleconference of the research team and NCHRP shall be scheduled within 1 month of the contract’s execution. The work plan must be divided into tasks, with each task described in detail. There must be an interim report and a face-to-face meeting with NCHRP to discuss the improved framework and the plan for applying the improved framework. The final deliverables shall include (1) the improved truck freight reliability valuation framework; (2) an updated electronic version of the tools with user’s guide; (3) a final report documenting the entire project, incorporating all other specified deliverables of the research; (4) an electronic presentation of the framework that can be tailored for specific audiences; (5) recommendations on needs and priorities for additional research; and (6) a stand-alone technical memorandum titled “Implementation of Research Findings and Products”. KW - Data collection KW - Freight traffic KW - Infrastructure KW - Reliability KW - Traffic estimation KW - Travel time KW - Truck traffic KW - Value of time UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4182 UR - https://trid.trb.org/view/1448214 ER - TY - ABST AN - 01622745 TI - Connected Road Classification System (CRCS) Concept Development AB - This project will vet the concept of a Connected Road Classification System with a core set of stakeholders who have extensive experience with Connected and Autonomous vehicles, refine the concept as appropriate based on the input received, then present the concept to additional departments of transportation (DOTs) through various outreach mechanisms with the ultimate goal of reaching consensus and formally proposing the concept to Federal Highway Administration (FHWA). The results of the project will be shared at American Association of State Highway and Transportation Officials (AASHTO) Spring and Annual meetings, as well as the Transportation Research Board (TRB) Annual Meeting as a method of vetting the concept with as many DOTs as possible. Next steps will be defined as part of this project, these may include a separately proposed National Cooperative Highway Research Program (NCHRP) project, as well as other related national research projects and activities. KW - Automated highways KW - Autonomous vehicle guidance KW - Classification KW - Connectivity KW - Intelligent vehicles KW - State departments of transportation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4224 UR - https://trid.trb.org/view/1445802 ER - TY - ABST AN - 01577827 TI - HG-6: Development/Deployment of Protocol for Evaluating and Approving Innvation in Geotech Materials AB - No summary provided. KW - Development KW - Evaluation and assessment KW - Geotechnical engineering KW - Innovation KW - Materials UR - https://trid.trb.org/view/1370868 ER - TY - ABST AN - 01622412 TI - Hexagonal Boron Nitride Reinforced Multifunctional Concrete for Transportation Infrastructure. AB - This project will develop and test the properties and performance of concrete reinforced with hexagonal boron nitride (hBN) for use in highway infrastructure. Work in Stage 1 will focus on the synthesis and laboratory testing of hBN/Concrete Cylinders. Solution-based processing for synthesis, exfoliation, hydrolysis and mixing of ultra-thin hBN nanosheets in concrete will be developed. Optimum synthesis conditions and parameters will be identified, including temperature, sonication power, time, and hBN weight percentage. This synthesis protocol will be followed by and fine-tuned using American Society for Testing and Materials/American Association of State Highway and Transportation Officials (ASTM/AASHTO) Testing Standards for concrete cylinders. Various key properties will be measured and a product datasheet elucidating the product features and performance enhancement will be prepared. The mechanical testing will include compressive and tensile strengths, ductility, toughness, and elastic modulus using standard ASTM/AASHTO tests and procedures. Four-point flexural bending test to obtain the modulus of rupture (ASTM C1609) will also be done. Durability, alkali silica reactions (ASR), freeze-thaw, and abrasion tests will also be performed using standard ASTM and AASHTO tests/procedures. Work in Stage 2 will focus on a pilot test study on the practicability of producing hBN/cement concrete product and to monitor its performance in service in collaboration with Texas Department of Transportation (DOT) (Houston District) on a small portion of a road or a highway. The hBN/concrete will be reinforced by conventional steel rebars and placed adjacent to a control concrete (made of conventional concrete with the same dimensions and conditions). The hBN and control reinforced concrete will be monitored in-service for a period of one year and tested according to Texas DOT and ASTM procedures. The performance will be evaluated with regard to durability and mechanical and other properties and compared with that of the control sample. Stage 2 Work will provide important in-service data and demonstrate pilot-test performance and long-term behavior to help facilitate larger-scale implementation and commercialization of the new product. KW - Abrasion tests KW - Alkali silica reactions KW - Boron KW - Durability KW - Freeze thaw durability KW - Modulus of elasticity KW - Reinforced concrete pavements KW - Test procedures KW - Texas Department of Transportation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4288 UR - https://trid.trb.org/view/1442753 ER - TY - ABST AN - 01622413 TI - Prototype Development for Obtaining Automated Turning Movement Counts for Shared Lanes AB - This follow-on continuation project will develop and implement a ready-to-commercialize prototype for obtaining automated turning movement counts for shared lanes at a traffic intersection. Stage 1 work is essentially alpha testing involving additional data collection, algorithm improvements, prototype building, and developing interfaces for data retrieval, display, etc. Additional sample trajectory data will be collected at multiple sites with the support of industrial partner, MsSedco, and city transportation agencies (City of Appleton and City of Madison, WI). The performance of the classification algorithm will be improved to overcome the limitations associated with the detection system. In view of the earlier finding that the vehicle detection system undercounts by producing partial trajectories when a significant number of heavy vehicles are present at the intersection, undercounting effects will be analyzed to improve the algorithm performance by relying on a partial trajectory reconstruction or management process. Prototypes will be designed to replace the current approach that relies on a laptop computer for data collection inside the signal cabinet. KW - Algorithms KW - Appleton (Wisconsin) KW - Data collection KW - Highway traffic control KW - Intersections KW - Madison (Wisconsin) KW - Traffic counts KW - Turning traffic KW - Vehicle trajectories UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4289 UR - https://trid.trb.org/view/1442752 ER - TY - ABST AN - 01622414 TI - Smart Installation and Monitoring System for Large Anchor Bolts of Support Structure for Highway Signs, Luminaires, and Traffic Signals AB - This project will develop a sensor-based inexpensive system for monitoring tension in anchor bolts in support structures for highway signs, luminaires, and traffic signals. Work in Stage 1 focuses on the development of the smart installation and monitoring system, particularly designing the sensor, passive Radio Frequency Readout Device (RFRD), and washer. For sensor design, the best metal for the sensing plates and the best material for the insulating elastic filling will be identified. Both the sensor and the sensing washer will be characterized to develop a model that relates the capacitance of the sensor to the compressive force applied to the washer. Also, a method to automate sensor calibration in the field will be developed. For RFRD design, the RFRD circuit will be designed to allow results transmission using small amount of power obtained from the input RF signal. Additionally, the device and its circuit logic will be optimized for quick reading (from a moving vehicle, for example) and to coordinate readings in the presence of other devices. The sensors will be protected with the two-washer design. The RFRD and the wire leads of the sensors will be packaged to make them robust to the elements and vandalism. Work in Stage 2 will focus on prototype system evaluation and implementation through demonstration projects. The testing and evaluation will be done at two levels -- component level on single anchor bolt and structural level on the support structure. At the structural level, the specimen will represent an actual STLS support structure. Three types of tests will be conducted -- tightening, static loading, and fatigue loading. In all tests, anchor bolts will be instrumented with strain gages at different locations. The readings from the strain gages and the proposed sensing system will be correlated, and the capability of the proposed system to record the tension load in the anchor bolts will be evaluated. The testing will be followed by demonstration projects in collaboration with state Departments of Transportation (DOTs). KW - Anchor bolts KW - Installation KW - Luminaires KW - Monitoring KW - Radio frequency KW - Sensors KW - Sign supports KW - State departments of transportation KW - Traffic signals KW - Traffic signs UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4291 UR - https://trid.trb.org/view/1442751 ER - TY - ABST AN - 01622411 TI - Administration of Highway and Transportation Agencies. Tasks 110. Development of Resources to Support State DOT Communications on Safety AB - The objective of this research is to develop guidance for state departments of transortation (DOTs) that will support public engagement and communication regarding safety issues and multidisciplinary programs to improve road safety. The guidance will comprise a guidebook with strategies and implementation tactics to promote and sustain collaboration between communications and safety offices within the DOT and effective communication between the DOT and the public, including specific messages as well as use of various novel and traditional media outlets to deliver such messages. The research entails the following tasks: (1) A review of literature and current activities of transportation and safety agencies regarding effective communication strategies, practices, and messages for improving road safety and methods used to evaluate the effectiveness of such activities; and consideration of transferrable lessons of practices and organization of public health and safety organizations dealing with areas of human activity other than road safety. (2) A peer exchange workshop of no fewer than selected transportation agency safety and communications professionals to discuss issues raised in the review. (3) Drafting of guidance for transportation agency personnel on effective communications strategies, specific themes and messages for communicating within an agency and with the public to improve road safety, safety culture, and related matters; including explanations of the rationale for each suggested strategy, theme, or message, as well as guidance on formulation and implementation to suit specific agency conditions. (4) Preparation of a guidebook suitable for dissemination among appropriate American Association of State Highway and Transportation Officials (AASHTO) committees and on committee websites. (5) Dissemination support through participation in no more than two AASHTO or other appropriate professional meetings. KW - Communication systems KW - Guidelines KW - Highway safety KW - Messages (Communications) KW - State departments of transportation KW - Strategic planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4222 UR - https://trid.trb.org/view/1442754 ER - TY - ABST AN - 01625527 TI - Development of an Ultra-Accelerated Test to Evaluate ASR Potential in Concrete AB - Alakali Silica Reaction (ASR) is a global concrete durability problem with a complexity that continues to plague Wyoming. A simple, expeditious way to identify reactive aggregate, cement, and an appropriate mitigation measure does not exist; recent research shows promise of a week-ling test to evaluate combinations of coarse and find aggregates. This proposed test has the potential to replace the year-long concrete prism test. The primary goal of this project is cost savings by producing durable concrete with an extended service life. KW - Accelerated tests KW - Alkali silica reactions KW - Cement KW - Concrete aggregates KW - Durability KW - Service life KW - Test procedures KW - Wyoming UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/RS03217%20Ultra%20Accelerated%20ASR%20Testing.pdf UR - https://trid.trb.org/view/1450329 ER - TY - ABST AN - 01622200 TI - DART Field Validation and Prototype Refinement AB - This project is evaluating the Duomorph Asphalt Rheology Tester (DART) technology to monitor the consistency and uniformity of asphalt binders in real-world production environment beyond controlled research grade settings. Work in Stage 1 is focusing on ruggedizing the device for field operation and moving it to a supplier facility. In the present quarter, physical improvements were made to the instrument for field portability along with software improvements to enhance automation and reduce user controls. The sensors have also been adjusted to operate in the range of binder stiffness and types commonly used by the highway agencies. These adjustments are expected to improve accuracy and effectiveness of the DART as a result of more appropriate sensors (different sizes and piezoelectric properties) to match sensor rigidity with binder stiffness. The project team has also developed preliminary protocols for verification in the plant production control/process control which will be further refined as necessary during the course of the Innovations Deserving Exploratory Analysis (IDEA) project. The project work is being coordinated with the partnering asphalt binder supplier (Emulsicoat, Inc.) and state departments of transportation (DOTs). Although the asphalt plant is not in a production mode at this time of the year, it has samples blended in various proportions of flux and hard binder to produce various blends conforming to the 64-22 grade. These blends will be used in the testing, which will simulate the production process. In addition, modified binder samples will be selected from the binder grades 64-28, 70-28, 76-22, and 76-28. Material-specific response signatures will be developed for samples included in the experimental design and the repeatability of the device will be evaluated. All Stage 1 testing and data analyses are scheduled to be completed by early spring. Work in Stage 2 will focus on field evaluation from a state’s quality assurance (QA) perspective. Working in collaboration with two state DOT laboratories, the DART will be used to test material samples at a higher sampling rate than the conventional QA sampling rate afforded by its capabilities for rapid testing. These tests will show whether DART provides a solution for the continued need to cost effectively monitor changes in binder properties in real time. Test results from Stage 2 will be validated against results from routine laboratory tests using current standard test protocols. The research will also provide an opportunity to further refine the device, the developed test procedures, and the criteria established in Stage 1. If findings from this project show DART to be a viable technology, plans for nationwide implementation will be developed. KW - Binders KW - Duomorph Asphalt Rheology Tester KW - Field tests KW - Prototypes KW - Quality assurance KW - Rheological properties KW - State departments of transportation KW - Stiffness UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4284 UR - https://trid.trb.org/view/1442174 ER - TY - ABST AN - 01622201 TI - Producing Bio-Modified Rubber (BMT) Asphalt; A Sustainable and Bio-Based Alternative for Petroleum-Based Asphalt AB - The contract for this project has just been signed. This follow-on project will explore and establish technical and scale-up feasibility and market viability of bio-modified rubber (BMR) asphalt (developed in an earlier Innovations Deserving Exploratory Analysis [IDEA] Project National Cooperative Highway Research Program [NCHRP]-171) as a sustainable bio-based alternative to petroleum-based asphalt and test it in the field. Work in Stage 1 will focus on designing and building a prototype to perform thermochemical liquefaction of swine manure, followed by filtration and vacuum distillation to produce an amide-enriched bio-modifier. This modifier will be blended with crumb rubber to activate the rubber surfaces. During blending (at 175ºC with 20 minutes residence time), molecules of bio-modifier will cleave polysulfidic crosslinks of swollen vulcanized crumb rubber in the absence of oxygen to promote interaction between the rubber surface and the amide groups in bio-modifier molecules. Amide-type organic compounds have a polar end and a non-polar hydrocarbon tail. When BMR is added to the asphalt binder, the polar end attaches to the rubber (polar surfaces) and the tail attaches to asphalt (non-polar) promoting interaction between BMR and the asphalt matrix. This reduces the propensity of rubber segregation within the asphalt blend and enhances asphalt rheological properties. In addition, the prototype unit will be able to produce sufficient BMR for laboratory and field evaluation. Work in Stage 2 will focus on experimental evaluation of BMR asphalt, alone and within the paving mixture. Superpave performance grade (PG) grading will be conducted for three selected BMRs. In addition, a comprehensive analysis at both binder and mixture levels will be performed. At the binder level, chemical and rheological characteristics of bio-asphalt before and after short-term and long-term aging (RTFO and PAV) will be investigated At the mixture level, Superpave mixtures will be prepared using three different BMRs for both intermediate and low temperature performance. Tests to be performed will include a low temperature cracking test [disk-shaped compact tension (DCT) test following American Society for Testing and Materials (ASTM) D7313. Stiffness will be investigated by measuring the dynamic modulus and flow number (American Association of State Highway and Transportation Officials TP79 (AASHTO TP79). Moisture resistance will be investigated using a Hamburg wheel-track tester (AASHTO T324). Finally, the compounds that leach out from each of the mixtures will be analyzed and compared with ground water standards. The best performing BMR asphalt mixture will be selected for a trial field section. The trial section will use two rubber modified asphalts -- one with BMR (surface treated rubber) and the other with un-treated rubber. Field work will be done in collaboration with the industry partner and the North Carolina Department of Transportation (DOT). The mixing temperature and level of agitation for both asphalts as well as the number of roller compaction passes will be monitored to compare the ease of application of the two mixtures. In addition, field samples will be collected before and after compaction to conduct performance testing following North Carolina DOT specifications. KW - Asphalt mixtures KW - Asphalt rubber KW - Crumb rubber KW - Moisture content KW - North Carolina Department of Transportation KW - Petroleum KW - Specifications KW - Superpave KW - Sustainable development UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4285 UR - https://trid.trb.org/view/1442173 ER - TY - ABST AN - 01622202 TI - Development of an IDEAL Cracking Test for Asphalt Mix Design, Quality Control, and Quality Assurance AB - This project will develop a simple, reliable, performance-based indirect tensile asphalt cracking test cracking test for asphalt mix design, quality control and quality assurance. Work in Stage 1 of the project will focus on the development of an indirect tensile asphalt cracking test (IDEAL-CT) with particular attention to three critical features: repeatability, sensitivity, and correlation to field cracking performance. Two asphalt mixes, a dense-graded virgin mix and the same virgin mix modified with 20% recycled asphalt pavement (RAP), will be employed to define the repeatability of the IDEAL-CT. Statistical analyses will be performed to determine test repeatability and the number of specimens required for the coefficient of variation of the IDEAL-CT to be below 20%. At least 5 variables, including RAP and recycled asphalt shingles (RAS) content, asphalt binder type, binder content, air voids, and aging conditions will be evaluated. A series of laboratory- mixed and laboratory-molded specimens will be employed to evaluate the sensitivities to RAP and RAS content, binder type, and binder content. A plant mix collected from a field project will be used to determine the sensitivities to air voids, aging conditions, and specimen thickness. Finally, the correlation of the IDEAL-CT to field performance will be investigated. Data from accelerated pavement testing from Federal Highway Administration (FHWA) and Florida Department of Transportation (DOT), full-scale test road in Minnesota, and in-service pavements in Texas will be utilized to validate the IDEAL-CT in terms of fatigue, top-down, and reflective and thermal cracking. The main outcomes of this stage work will be establishing the repeatability, sensitivity, and correlation to field cracking performance of the IDEAL-CT. Work in Stage 2 will focus on activities related to implementation of the IDEAL-CT test. These will include documenting the test procedure, developing generic test equipment along with data analysis tools and a draft American Association of State Highway and Transportation Officials (AASHTO) test procedure. Specifically, for agencies already running the indirect tensile strength tests and generating load versus displacement data, a data processing algorithm will be provided. For agencies with any type of existing loading frames, necessary drawings for the required fixtures and data acquisition requirements will be provided. Agencies wanting a stand-alone unit will be able to purchase it from three companies that have agreed to make them (IPC Global, Instrotek Inc., and Testquip, LLC) for less than $10,000. For other companies interested in making the IDEAL-CT equipment, technical specifications and data processing algorithms will be made available. Furthermore, an IDEAL-CT video will be developed to facilitate the implementation. KW - Accelerated tests KW - Air voids KW - Asphalt pavements KW - Binder content KW - Cracking KW - Quality assurance KW - Quality control KW - Recycled materials KW - Tensile strength KW - Test procedures UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4286 UR - https://trid.trb.org/view/1442172 ER - TY - ABST AN - 01622203 TI - Application of Microbial-Facilitated Stabilization for Sustainable Improvement of Expansive Pavement Subgrades AB - This project will develop and demonstrate the application of Microbial Induced Calcite Precipitation (MICP) technique, an environmentally-friendly soil stabilization method to mitigate volume changes in expansive subgrades. Work on Stage 1 is underway, which focuses on laboratory development and evaluation of the MICP technique to stabilize expansive soils. A Treatment Solution Delivery System (TSDS) capable of delivering nutrient solutions to microorganisms in soil samples at different pressures was designed and developed in the university workshop. Trial runs were made to ensure that there were no leaks in the system and pressures were staying constant over long durations of time, up to 7 days. Five artificial clay- sand mixtures with varying amounts of bentonite clay were prepared and being used for collecting baseline data. The soils were denoted as AM-1, AM-2, AM-3, AM-4 and AM-5 with clay contents 5, 10, 15, 20 and 50% respectively. Tests such as specific gravity, Atterberg limits, standard Proctor compaction, and unconfined compression were completed. The results indicate that specific gravity decreases with increase in clay content due to the lower unit weight of bentonite. Standard proctor tests yielded maximum dry density (MMD) values around 106 pcf for AM-1 thru AM-4 soils while that for AM-5 was recorded to be 96.4 pcf. This drop in MDD could be attributed to high amount of clay which has very low specific gravity. The values of optimum moisture content ranged from 15.40% to 20.0%, increasing with the clay (bentonite) content. The unconfined compressive strength ranged from 9 to 26 psi. From this data, it is seen that the unconfined compressive strength increases with the increase of clay content. This is typical for clayey soils as the presence of clayey particles improves the cohesion between particles and results in higher unconfined strength. It should be noted that with confinement high sand content will result in higher strength. In the next quarter, two additional tests including one-dimensional swell test and permeability test will be conducted to wrap-up the baseline data collection. After baseline data collection, soils will be mixed with a model ureolytic bacterium, sporosarcina pasteurii prior to compaction to replicate indigenous bacteria. Pressures required to push treatment solutions (at a rate of one pore volume per day) through compacted soil samples will be determined using TSDS, and samples will be tested to investigate the effect of variables such as composition of treatment solution, injection pressures, and bacterial population on effective treatment of expansive soils. In addition, durability of the treatment method will be evaluated by conducting wetting/drying durability studies. Both Micro and macro scale tests will be conducted to evaluate MICP performance. Work in Stage 2 will focus on field evaluation and technology transfer of MICP-based soil stabilization method. Two field sites will be identified in collaboration with the Idaho and Montana Depatments of Transportation (DOTs). Based on soil type and inherent microbial activity, appropriate MICP treatment solutions will be selectedand injected at strategically selected locations, based on site geometry and boundary conditions. The effectiveness of the treatment will be monitored. In addition, dynamic cone penetration (DCP) tests will be performed to evaluate strength improvement. Technology transfer efforts will be initiated in collaboration with participating DOTs by demonstrating the application of MICP method in field conditions. KW - Atterberg limits KW - Compaction KW - Compressive strength KW - Dynamic Cone Penetrometer KW - Microbiology KW - Soil stabilization KW - State departments of transportation KW - Subgrade (Pavements) KW - Test procedures UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4290 UR - https://trid.trb.org/view/1442171 ER - TY - ABST AN - 01622194 TI - Testing of In-Service Bridges Using Automated Ultrasonic Testing Methods AB - Work on this project is currently on hold. Shortly after the contract for this project was executed, the contractor’s company was bought by another company. This necessitated a new contract before work could be started. The contracting process is currently underway. The project will develop methods, equipment, and software for advanced automation of ultrasonic testing of bridge members. Work in the initial phase will involve exploring and developing mechanical and electrical equipment needed for automated testing, identifying bridge candidates, developing test procedures specific for those bridges, identifying and qualifying technicians to conduct the tests, and developing mock ups for the qualification procedures (tester and testing procedure). A scanning device specific to steel bridge element inspection will be developed. Laboratory mockups will be produced with known void locations to help develop the encoder and an accurate scanning procedure to identify, characterize, and quantify deficiencies when evaluating discontinuities in the mockups and bridge candidate members. Proprietary scanning devices will be explored to find the most suitable for the project needs or a new one will be fabricated if none of the existing devices meets the project needs. Additionally, after developing the mechanical equipment to mount and move the sensor and encoder, robotic equipment will be developed for automated sensor placement. Electronic methods for collecting and storing data will include hardware and software incorporated into the equipment. New programming routines will be developed to assist in the robotic mechanical equipment and to provide automated control of the sensor scan. Work in the second phase will focus on laboratory and field testing. The evaluation and analysis of the collected data will be used to ensure that the automated ultrasonic testing (AUT) technology is an acceptable alternative to conventional testing methods. The data will also be used to introduce automated data analysis. The raw data will be post-processed that will include compiling all data and organizing in a usable form. Several software systems able to simplify this process will be evaluated. The project team will also investigate software development specific to the needs of this project and which would use vision algorithms capable of automatically analyzing scan data from video graphics array (VGA) video output. The video output feed would be acquired directly from the AUT data acquisition system and fed into an auxiliary laptop/computer, which would capture the video data synchronized with positional information from the AUT encoder. This would provide the visual representation of the full scan in a data format compatible with most commercially available programming languages. The automation will need to make sure that there is an increase in analysis efficiency while maintaining an acceptable probability of detection. KW - Automation KW - Bridge members KW - Data collection KW - Data storage KW - Defects KW - Inspection KW - Test procedures KW - Ultrasonic tests UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4282 UR - https://trid.trb.org/view/1442155 ER - TY - ABST AN - 01624292 TI - Training and Technology Transfer for Accessability Guidelines for Roundabouts and Channelized Turn Lanes AB - The objective of this research is to develop and conduct a training and technology transfer program for the guidebook developed under National Cooperative Highway Research Program (NCHRP) Project 03-78B, Guidelines for the Application of Crossing Solutions at Roundabouts and Channelized Turn Lanes to Assist Pedestrians with Vision Disabilities. The key components of this training program are to (1) develop a public affairs package, (2) prepare training materials, (3) teach 6 in-person workshops per year over a two-year period for 12 training sessions (including one pilot workshop), and (4) deliver 3 webinars over the two-year period. The materials developed as part of the NCHRP 3-78B project will serve as the basis for this training program. The audiences to be included in these workshops may include engineers/administrators who may be responsible for making decisions about roundabout and channelized turn lane designs and installations, and Orientation & Mobility (O&M) professionals who wish to understand better the tradeoffs and considerations of roundabouts and channelized turn lanes for pedestrian access. Tasks are as follows: (1) Work Plan and Project Management: Prepare a work plan and schedule for the delivery of the in-person training courses, as well the webinars. (2) Public Affairs Package: Prepare a public affairs package with handouts/brochures for the public that can be provided to course participants. (3) Develop Training Materials: Prepare the training materials for delivery in a one-day in-person workshop. (4) Prepare and Deliver 3 Webinars: Prepare an abbreviated version of the training materials for delivery in a one-hour webinar. (5) Deliver Training: Deliver the in-person training using the materials developed in Task 3; and (6) Training Summary and Final Materials: At the completion of the project, the team will summarize the training delivery, participant feedback, and other project activities in a training summary report. The report will be supplemented with final training materials that have been revised based on participant feedback. KW - Accessibility KW - Channelized intersections KW - Guidelines KW - Pedestrians KW - Public relations KW - Roundabouts KW - Technology transfer KW - Training KW - Visually impaired persons KW - Workshops UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4305 UR - https://trid.trb.org/view/1447425 ER - TY - ABST AN - 01599002 TI - Emergency Management in State Transportation Agencies AB - In 2012, the American Association of State Highway and Transportation Officials (AASHTO) Special Committee on Transportation Security and Emergency Management (SCOTSEM) adopted National Cooperative Highway Research Program (NCHRP) Report 525, Volume 16: A Guide to Emergency Response Planning at State Transportation Agencies. This guide reflected accepted practices (circa 2010) in emergency response planning and incorporated advances made over the previous decade in Traffic Incident Management (TIM), Emergency Transportation Operations (ETO), and supporting programs. In the past 5 years, the practice of emergency management has continued to mature, and in September 2015 a new project, NCHRP Project 20-59(51)B, “A Guide to Emergency Response Planning at State Transportation Agencies, Second Edition” was authorized to develop a recommended second edition guide. This update will incorporate an all-hazards perspective of the National Incident Management System (NIMS) and will include the latest state-of-the-practice and guidance in emergency management from United States Department of Transportation (USDOT), Federal Highway Administration (FHWA), AASHTO, Federal Emergency Management Agency (FEMA), Transportation Security Administration (TSA), Department of Homeland Security (DHS), and the Transportation Research Board (TRB) useful in a state department of transportation (DOT) context. The second edition is scheduled to be available in the fourth quarter of 2017. As a part of this project, the contractor will prepare a stand-alone technical memorandum titled “Implementation of Research Findings and Products.” This required deliverable will (a) provide recommendations on how to best deploy the updated emergency response research findings/products into practice; (b) identify possible institutions that might take leadership in applying the research findings/products; (c) identify issues affecting potential implementation of the findings/products and recommend possible actions to address these issues; and (d) recommend methods of identifying and measuring the impacts associated with implementation of the findings/products. Additionally, the contractor’s final report will contain an Implementation Plan that describes, at a minimum, (a) the “product” expected from the research; (b) the audience or “market” for this product; (c) a realistic assessment of impediments to successful implementation; (d) the institutions and individuals that might take leadership in applying the research product; (e) the activities necessary for successful implementation; and (f) the criteria for evaluating the progress and consequences of implementation. As noted in the NCHRP Project 20-59(51)B request for proposals, “Implementation of these recommendations is not part of the [update] research project and, if warranted, details of these actions will be developed and implemented in future efforts.” All too often, research products are not fully deployed in state DOTs due, in part, to a lack of tools, training and tutors. This project is intended to more effectively bridge the gap between all-hazards emergency response research and DOT practice and thereby improve the DOT’s response over a broad continuum of emergencies affecting the nation’s travelers, economy, and infrastructure. This proposed project supports and aligns with Goal 4 of SCOTSEM’s 2014-2018 Strategic Plan, “Advance the state-of-the-practice and awareness of transportation infrastructure protection and emergency management through training, technical assistance, and technology transfer activities.” The final report summary for NCHRP Project 20-59(29), “All-Hazards Security and Emergency Management Implementation Plan,” November 2010, was used to identify potential deployment strategies and funding estimates. The objective of this research is to develop and implement a comprehensive deployment and change management strategy assisting states that wish to more effectively evaluate and implement the revised emergency management guidelines recommended in the updated A Guide to Emergency Response Planning at State Transportation Agencies, Second Editionand related material developed in NCHRP Project 20-59(51)B. KW - Emergency management KW - Emergency response time KW - Hazards and emergency operations KW - Incident management KW - State departments of transportation KW - State of the practice KW - Traffic incidents UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4207 UR - https://trid.trb.org/view/1407191 ER - TY - ABST AN - 01618769 TI - Route Optimization - Tech Transfer AB - During the 2014-2015 winter, the Ohio Department of Transportation's (ODOT) snow and ice crews traveled 12,138,860 miles treating snow and ice, working a total of 1.1 million hours and spreading 947,000 tons of salt on Ohio's highways (ODOT, 2015). In order to accomplish treating this vast amount of lane miles, ODOT deploys a fleet of 1,700 snow plow trucks from 200 garages, yards, and outposts that maintain approximately 43,337 lane miles of roadway (ODOT, 2011). Utilizing a fleet of this magnitude to maintain an extensive road network creates an operational concern. To assist with this issue, an effective software application may potentially be implemented into the winter maintenance operations to help determine the optimal fleet size and most efficient winter maintenance routes to maintain a safe road network. University of Akron Research Foundation will provide ODOT with a custom software application that is capable of determining efficient routes and each route's associated level of service. The software application will be in complete compliance with current Information Technology industry standards, therefore the application should be able to be housed by ODOT and will be able to be implemented into ODOT's operations with the use of their current management systems. KW - Deicing chemicals KW - Ohio Department of Transportation KW - Optimization KW - Routes and routing KW - Snow and ice control KW - Snowplows KW - Vehicle fleets KW - Winter maintenance UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Pages/Project_Details.aspx?View={D7C72556-2ABC-4830-BDFF-6C02603A792B}&FilterField1=State%5Fx0020%5FJob%5Fx0020%5F%5Fx0023%5F&FilterValue1=135461 UR - https://trid.trb.org/view/1439878 ER - TY - ABST AN - 01618661 TI - Research Roadmap -- Public Health and Transportation AB - There is a need to understand the complex relationships between transportation and public health, to provide transportation agencies with the information they need to develop strategic goals and objectives by analyzing the current issues and state of knowledge, identifying gaps and needs, and outlining a program of research to address those gaps and needs. The objective of this project is to develop a research roadmap for the intersection of transportation and public health. A research roadmap is a type of strategic plan that outlines the key issues in an area, identifies research gaps that constrain effective decision-making, and outlines specific research projects needed to address these gaps. They are particularly valuable for new and emerging trends where there is not a great deal of experience or study. Research roadmaps are a very effective way of planning for the future in areas where attitudes, conditions, or technologies are developing rapidly. KW - Public health KW - Public transit KW - Research projects KW - Strategic planning KW - Technological innovations KW - Transit operating agencies UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4151 UR - https://trid.trb.org/view/1436778 ER - TY - ABST AN - 01625528 TI - Evaluation of the WYDOT Research Center and Research Program (Phase III) AB - The objectives of this study is to evaluate the performance of the Wyoming Department of Transportation (WYDOT) Research Center based on the research studies that were conducted after Phase II of the study in 2010, and develop strategies that will implement real cost-to-benefit analyses on the performance measures currently used by the WYDOT Research Center. KW - Benefit cost analysis KW - Best practices KW - Performance measurement KW - Research management KW - Strategic planning KW - Wyoming Department of Transportation UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/RS02215%20Evaluating%20the%20Effectiveness%20of%20Fly%20Ash.pdf UR - https://trid.trb.org/view/1450334 ER - TY - ABST AN - 01619672 TI - Administration of Highway and Transportation Agencies. Task 111. State DOT CEO Leadership Forum on Connected & Autonomous Vehicles and Transportation Infrastructure Readiness in conjunction with 2017 ITSWC, Montreal, Canada AB - The objective of this research is to organize, provide technical and logistical support, and document the discussions for a peer exchange engaging a selected group of state transportation agency chief executive officers (CEOs) on “Connected & Autonomous Vehicles and Transportation Infrastructure Readiness,” to be held in conjunction with the 2017 ITS World Congress in Montreal, Canada. The research team will organize, facilitate, and document the workshop; provide logistics planning and support for participants; and prepare a report to communicate participants’ perspectives to a broad audience of American Association of State Highway and Transportation Officials (AASHTO) leadership and other transportation agency officials. KW - American Association of State Highway and Transportation Officials KW - Conferences KW - Executives KW - Infrastructure KW - Intelligent transportation systems KW - Intelligent vehicles KW - Leadership KW - Mobile communication systems KW - Montreal (Canada) KW - State departments of transportation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4223 UR - https://trid.trb.org/view/1440672 ER - TY - RPRT AN - 01624426 AU - Li, Zihui AU - Thomas, Robert J AU - Lazama, Diego AU - Peethamparan, Sulapha AU - Clarkson University AU - University Transportation Research Center AU - Office of the Assistant Secretary for Research and Technology AU - Federal Highway Administration TI - Alkali Silica Reaction (ASR) in Cement Free Alkali Activated Sustainable Concrete PY - 2016/12/19/Final Report SP - 68p AB - This report summarizes the findings of an experimental evaluation into alkali silica reaction (ASR) in cement free alkali-activated slag and fly ash binder concrete. The susceptibility of alkali-activated fly ash and slag concrete binders to deleterious ASR was evaluated in accordance with relevant ASTM standards. Also, ASR resistance of Alkali activated fly ash and slag concrete was compared to that of ordinary portland cement concrete (OPC) while exposed to ASTM C 1293 and ASTM C1567 tests. Special attention was given to assess the effectiveness of existing ASTM test methods (ASTM C 1293 and C1567) in identifying the occurrence of ASR in alkali-activated concrete (AAC). Additionally, influence of activator parameters including effect of binder type, activator concentration, activator type and solution to bonder ratio to the resistance of ASR in AAC was also evaluated. Finally, scanning electron microscopy (SEM) coupled with Energy Dispersive X-ray (EDX) analyses were used to confirm or repudiate the ASTM standard test results. KW - Admixtures KW - Alkali silica reactions KW - ASTM C 1293 KW - ASTM C1567 KW - Binders KW - Electron microscopy KW - Fly ash KW - Portland cement concrete KW - Slag KW - Test procedures UR - http://www.utrc2.org/sites/default/files/Final-Report-Alkali-Silica-Reaction.pdf UR - https://trid.trb.org/view/1445502 ER - TY - RPRT AN - 01624408 AU - Federal Highway Administration AU - Federal Transit Administration TI - 2015 Status of the Nation's Highways, Bridges, and Transit: Conditions & Performance. Report to Congress PY - 2016/12/16 SP - 544p AB - This document is intended to provide decision makers with an objective appraisal of the physical conditions, operational performance, and financing mechanisms of highways, bridges, and transit systems based on both their current state and their projected future state under a set of alternative future investment scenarios. It consolidates conditions, performance, and financial data provided by States, local governments, and public transit operators to present a national-level summary. Some of the underlying data are available through the Department of Transportation's (DOT’s) regular statistical publications. The future investment scenario analyses are developed specifically for this report and provide projections at the national level only. This report draws primarily on 2012 data. In assessing recent trends, many of the exhibits presented in this report present statistics for the 10 years from 2002 to 2012. Other charts and tables cover different periods, depending on data availability and years of significance for particular data series. The prospective analyses presented in this report generally cover the 20-year period ending in 2032. Chapter topics include: personal travel and highway freight movement; trends in highway and transit system characteristics; current physical conditions; safety; sustainability and operational performance; revenue sources and expenditure patterns; capital investment and future performance; and investment scenarios. Special topics include: issues pertaining to pedestrian and bicycle transportation and transportation systems serving Federal and Tribal lands. KW - Alternatives analysis KW - Bridges KW - Condition surveys KW - Finance KW - Forecasting KW - Freight traffic KW - Highway safety KW - Highways KW - Public transit KW - Transit safety KW - Trend (Statistics) KW - United States UR - https://www.fhwa.dot.gov/policy/2015cpr/pdfs/2015cpr.pdf UR - https://trid.trb.org/view/1445505 ER - TY - ABST AN - 01618809 TI - Cybersecurity of Vehicle-to-Infrastructure, Traffic Signals, and Related ITS Equipment AB - With over 400,000 traffic signals deployed throughout the United States, traffic signal operations have a profound impact on the safety and efficiency of traffic flow for all road users on the transportation system. Recent threats in cybersecurity have made our industry more aware of potential damage that such threats can cause. Multiple researchers have found that our existing traffic signal systems, if not protected properly, can be easily hacked. For example, sometimes systems are used without any encryption for communication between a central traffic control management system and field traffic signal control units, allowing an attacker to directly change traffic signal indications. Another example involves wireless detectors that could be manipulated to feed traffic control systems with fake data and trigger incorrect options in their operations. Connected vehicle technologies and applications have significant security requirements, not only for the applications themselves, but also as potential access points that could enable attackers to get inside an agency’s broader network and operations. Safety-critical messaging between vehicles and infrastructure (and vice versa) needs to be trusted as being from a valid source and not spoofed by a hacker or malevolent agency. These cybersecurity requirements and technologies exceed the experience levels of most current department of transportation (DOT) and local agency staff responsible for intelligent transportation equipment, as well as being more complex than most existing security schemes for commonly used services, such as online banking. Agencies need to understand the implications of these technologies on the design of their communications networks, networking equipment configuration, field device security, and operations best practices. AV technologies have similar vulnerabilities to hacking that could result in liability and public safety exposure to public agency owner/operators. While a proof of concept for the Security Credential Management System (SCMS) has been demonstrated in the Safety Pilot and will be further evaluated in the DOT connected vehicle (CV) pilot deployment programs, the ultimate scalability of the security approach(es) will still need to be determined as the market penetration levels increase dramatically. The role of American Association of State Highway and Transportation Officials (AASHTO) and state and local agencies in the development of security standards and certification for automated vehicle/connected vehicle (AV/CV) operation in a locality needs to be clearly identified. It is still not clear whether these vulnerabilities can create a critical fault in the system operations, or primarily cause an inconvenience that will jam traffic for a few hours. Even such an “inconvenience” will result in increased crash risk for road users as the systems will be performing with non-optimal settings. It is not easy for agencies to detect potentially malicious actions (e.g., fake updating of firmware) and prevent them. Furthermore, this task is complicated by a variety of stakeholders with diverse skill sets and goals, including manufacturers and vendors of system hardware, software and control units; transportation management center staff; traffic engineers; and IT specialists with an increasing variety of specialties (e.g., fiber optics, wireless communications, database experts, software integrators, etc.). Thus, it is necessary to research potential cybersecurity threats on traffic signal systems and related intelligent transportation system (ITS) components, and recommend actions that agencies should follow to protect those systems and properly react in the cases of emergency. The objective of this research is to document vulnerabilities of public sector V2I infrastructure, traffic signal systems, and related ITS equipment and document practices to prevent cyber-attacks and remedy their potential consequences. The research should develop a set of recommendations that will be useful to agencies that own, maintain, and operate these types of systems. Examples of problems that such recommendations should address include: Lack of cybersecurity testing; Poor or nonexistent security; Encryption issues; Lack of computer emergency response teams; Unknown attack surfaces; Patch deployment issues; Insecure legacy systems; Unknown resiliency of systems; Potential ransomware threats; Lack of cyber-attack emergency plans; Susceptibility to denial of service; Lack of secure communications channels with technology vendors; and Lack of response plans to address system breaches. Tasks anticipated in this project include the following: Task 1. Review literature to categorize and describe primary cyber-attack threats and actions that agencies take to prevent such threats and mitigate consequences of potential cyber-attacks. Task 2. Conduct a “red team” type analysis to conduct real-world penetration tests and determine possible security vulnerabilities. Task 3. Based on the above tasks, identify a set of strategies to prevent cyber-attacks and mitigate potential problems resulting from such attacks. Task 4. Develop a tiered set of recommendations for agencies of different sizes and system complexity to make effective use of the strategies developed in the previous step. Examples of such recommendations should include: (a) checklist-type reviews of cybersecurity, (b) proper communication with vendors to acquire all necessary security documentation, (c) procedures to fix security issues as soon as they are discovered, (d) implementation of fail safe and manual overrides on all system services, (e) access restriction for some of the public data, (f) password content and change frequency, and (g) regular penetration tests. As appropriate, the recommendations should discuss privacy issues that may arise. KW - Cybernetics KW - Highway safety KW - Intelligent transportation systems KW - Intelligent vehicles KW - Mobile communication systems KW - Traffic signal control systems KW - Vehicle to infrastructure communications UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4179 UR - https://trid.trb.org/view/1440198 ER - TY - ABST AN - 01625529 TI - Wyoming Local Technical Assistance Center Safety Kit for Indian Tribes AB - This project is set up to develop a toolkit that will help Indian Tribes in identifying their transportation safety needs and deploy low cost safety improvements. KW - Guidelines KW - Highway safety KW - Improvements KW - Indian reservations KW - Safety education KW - Technical assistance UR - https://trid.trb.org/view/1450335 ER - TY - RPRT AN - 01620425 AU - Boisvert, Denis AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - Polyurethane Foam for Roadway Stabilization NH Route 129, Loudon, NH PY - 2016/12/12/Final Report SP - 22p AB - This report summarizes the evaluation of the performance of polyurethane foam as a method of roadway stabilization for a rural roadway experiencing substantial frost heaving. The New Hampshire Department of Transportation (NHDOT) is responsible for many roads which have evolved from gravel roadways and were not constructed with a full aggregate layer. These “unconstructed” roads often experience significant to severe frost heaving due to poor soil conditions and/or inadequate drainage. Segments of NH Route 129 received polyurethane injection in 2011 and 2013. Observations of the roadway indicated rutted conditions begin to return after several years, meaning that the soil displacements continue to occur in the spring as the frost leaves the soil. The goal of the treatment was to improve stability to the point where the roadway could be considered as a candidate for pavement preservation treatments. The failure to meet that goal means that the cost benefits of the resulting improvements are not adequate to implement this research. KW - Benefit cost analysis KW - Dislocation (Geology) KW - Evaluation KW - Frost heaving KW - Loudon (New Hampshire) KW - Pavement performance KW - Polyurethane foams KW - Rural highways KW - Rutting UR - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-15680H.pdf UR - https://trid.trb.org/view/1440863 ER - TY - ABST AN - 01618752 TI - Quantifying the Effects of Implements of Husbandry on Pavements AB - The size, geometry, weight, and other features of farm equipment, known as implements of husbandry (IoH), have increased and changed significantly to meet the needs of the modern agricultural industry. While intended primarily for use on the farm or in the field, frequently IoH travel on roads and bridges. Highway pavements are generally designed for traffic loadings and configurations defined by 13 vehicle classes using Federal Highway Administration (FHWA) classifications. However, the configurations, weight and size, and other features of IoH differ substantially from the FHWA 13 vehicle classes and, therefore, may result in different forms of pavement distress and damage than those caused by truck traffic. Although a great deal of research has been performed on the effects of truck traffic on pavement performance, limited research has dealt with the procedures of quantifying the influence of IoH on pavement performance and there are no nationally accepted procedures to estimate these effects. There is a need to identify the procedures currently available for quantifying the effects of IoH on pavement performance and develop procedures that can be used for the different IoH configurations, pavement types, and applications. Also, there is a need to develop a tool to facilitate the implementation of these procedures. These procedures and accompanying tool should help highway agencies in making decisions regarding the movement of IoH on highway pavements. The objectives of this research are to (1) propose procedures for quantifying the effects of implements of husbandry (IoH) on pavement performance and (2) develop a tool to facilitate implementation of these procedures. Accomplishment of the project objectives will require at least the following tasks. Task descriptions are intended to provide a framework for conducting the research. The National Cooperative Highway Research Program (NCHRP) is seeking the insights of proposers on how best to achieve the research objectives. Proposers are expected to describe research plans that can realistically be accomplished within the constraints of available funds and contract time. Proposals must present the proposers' current thinking in sufficient detail to demonstrate their understanding of the issues and the soundness of their approach to meeting the research objectives. Phase I of the project will collect and review relevant domestic and foreign literature; research findings; agency practices; and other information relative to the effects of IoH on pavement performance. This information may be obtained from published and unpublished reports, contacts with transportation agencies and industry organizations, and other sources. (2.) Identify and evaluate the factors that influence the effects of IoH on pavement performance (e.g., IoH configuration, weight and size; pavement structure; and speed and location on pavement), and recommend the factors that merit consideration in the process of quantifying the effects of IoH on pavement performance. (3.) Identify and evaluate available procedures for quantifying the effects of IoH that consider the factors recommended in Task 2, and recommend potential and/or new procedures for further development in Phase II. (4.) Develop a research plan for work to be executed in Phase II to (a) further develop and validate the procedures recommended in Task 3 and (b) prepare other material to facilitate implementation of these procedures. (5.) Prepare an interim report that documents the research performed in Phase I and includes an updated work plan for Phase II. Following review of the interim report by the NCHRP, the research team will be required to make a presentation to the project panel. Work on Phase II of the project will not begin until the interim report is approved and the Phase II work plan is authorized by the NCHRP. The decision on proceeding with Phase II will be based on the contractor’s documented justification of the updated work plan. Phase II of the project will execute the plan approved in Task 5. Based on the results of this work, develop and validate procedures for quantifying the influence of IoH on pavement performance for use by state departments of transportation (DOTs) and other highway agencies. (7.) Using the developed procedures, prepare (a) a tool to facilitate implementation and use of the procedures, (b) a step-by-step guide for applying the procedures, and (c) examples to illustrate use of the procedures for different applications/scenarios. (8.) Prepare presentation material in a PowerPoint or other format to facilitate implementation and use of the developed procedures. (9.) Prepare a final deliverable that documents the entire research effort. The procedures and tool shall be prepared in a format suitable for consideration and adoption by the American Association of State Highway and Transportation Officials (AASHTO). Proposals have been received. The project panel will meet in January to select a contractor to perform the work. KW - Agricultural equipment KW - American Association of State Highway and Transportation Officials KW - Heavy duty vehicles KW - Implementation KW - Pavement performance KW - State departments of transportation KW - Traffic loads KW - Vehicle classification UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4162 UR - https://trid.trb.org/view/1439867 ER - TY - ABST AN - 01618753 TI - Reliability-Based Geotechnical Resistance Factors for Axially-Loaded Micropiles AB - Micropile foundations consist of small-diameter (typically less than 12 inches) drilled and grouted non-displacement, reinforced elements. Such foundations can be constructed in situations of low-headroom, restricted-access, obstructions, and vibration-sensitive sites. However, current micropile foundation design does not incorporate rational reliability-based geotechnical resistance factors, and many state departments of transportation do not have sufficient data or resources to do such calibrations. There is a need to identify the parameters that influence the resistance factors for micropile foundations and develop reliability-based geotechnical resistance factors and specifications that can be used for various design and construction methods. These factors and accompanying specifications should provide an increased level of confidence in the design and help highway agencies in making decisions regarding the use of micropile foundations. The objective of this research is to develop reliability-based geotechnical resistance factors for axially-loaded micropiles and related specifications. Accomplishment of the project objective will require at least the following tasks. Phase I of the project will collect and review relevant domestic and foreign literature; research findings; agency practices; and other information relative to the development and use of geotechnical resistance factors for axially-loaded micropiles. This information may be obtained from published and unpublished reports, contacts with transportation agencies and industry organizations, and other sources. (2.) Identify and evaluate the parameters that influence the geotechnical resistance factors for micropiles (e.g., construction method, subsurface condition, and failure criteria), and prepare a plan for (a) identifying sources of data needed for developing these factors and (b) collecting and formatting the data (e.g., according to Data Interchange for Geotechnical and Geoenvironmental Specialists (DIGGS)). (Develop a research plan for work to be executed in Phase II to (a) develop geotechnical resistance factors for axially-loaded micropiles and (b) propose related specifications and commentary. These factors shall include calibration for American Association of State Highway and Transportation Officials Load and Resistance Factor Design (AASHTO) LRFD Bridge Design Specifications for Strength and Service limit states and other relevant items (e.g., design method and redundancy). (4.) Prepare an interim report that documents the research performed in Phase I and includes an updated work plan for Phase II. Following review of the interim report by the National Cooperative Highway Research Program (NCHRP), the research team will be required to make a presentation to the project panel. Work on Phase II of the project will not begin until the interim report is approved and the Phase II work plan is authorized by the NCHRP. The decision on proceeding with Phase II will be based on the contractor’s documented justification of the updated work plan. Phase II of the project will collect the proposed data and develop (a) geotechnical resistance factors for axially-loaded micropiles and (b) recommended specifications with commentary in AASHTO LRFD format. (6.) Prepare presentation material in a PowerPoint or other format to facilitate implementation and use of the developed resistance factors and specifications. (7.) Prepare a final deliverable that documents the entire research effort. The proposed resistance factors, specifications, and commentary shall be prepared in a format suitable for consideration and adoption by AASHTO. All data used in the research (e.g., data used for developing the resistance factors) shall be provided, in an electronic format, as an attachment to the final deliverable. Proposals have been received. The project panel will meet in January to select a contractor to perform the work. KW - American Association of State Highway and Transportation Officials KW - Axle loads KW - Bridge design KW - Data collection KW - Foundations KW - Geotechnical engineering KW - Load and resistance factor design KW - Reliability UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4180 UR - https://trid.trb.org/view/1439866 ER - TY - ABST AN - 01618760 TI - Updating the AASHTO Transportation Asset Management Guide - A Focus on Implementation, Phase 1 AB - In January 2011, the American Association of State Highway and Transportation Officials (AASHTO) published its Transportation Asset Management Guide—A Focus on Implementation. This document expanded on the original AASHTO Transportation Asset Management Guide published in 2002. Both documents were produced with National Cooperative Highway Research Program (NCHRP) research effort and have served to introduce and support adoption of transportation asset management (TAM) principles and practices. Other documents have been produced to address asset management from the perspective of particular transportation modes. The status of TAM implementation in the United States has evolved since the initial guides were published. Facing funding constraints, some agencies have adopted a “preservation first” mindset that focuses on “taking care of what they have” before spending money on expanding the system. Other agencies have responded primarily to federal legislation requiring the use of performance data to drive investment decisions in an asset management plan. Current federal legislation and agency rulemaking have established standards of practice that may not have been envisioned when the AASHTO guides were developed. In addition, research under many programs has produced a variety of new tools and guidance that agencies can use to improve their TAM practices. TAM practices internationally as well as asset management practices in other industries also have evolved. At the same time, the practitioner workforce has been changing as less experienced professionals assume increasingly responsible management positions and experience professionals retire. The professional capabilities of the workforce are evolving also, as new technologies are developed and incorporated into transportation infrastructure, requiring new knowledge and skills for effective asset management. NCHRP and others continue to work to advance public-agency TAM practices to achieve optimum benefits from our investments in transportation assets; the need for such research is ongoing. While the AASHTO Transportation Asset Management Guide—A Focus on Implementation (referred to hereafter as simply the Guide) may be considered a key source of information for practitioners, the Guide’s effectiveness—determined by both its content and how accessible and usable that content is—could be improved. For example, the range of topics important for TAM has expanded since the Guide was developed; some topics may now be inadequately addressed or absent from the Guide. Examples include management of ancillary assets, integration of TAM program and decision support with other system planning, life-cycle cost analysis practices, risks management, long-term financial planning, setting of condition and performance targets, cross-asset investment planning, allocation of risk and reward among private and public partners, and more. The Guide itself was produced as a substantial paper document; its access and use may not be well matched to the resources and working practices of agencies and their workforces today and in the near-term future. The Guide’s target audience of practitioners has expanded to encompass agencies and professionals engaged in TAM at local, metropolitan, and multi-state corridor levels as well as state and modal (such as airport, rail, and transit) transportation agencies. Research is needed to enhance the effectiveness of the Guide and of TAM practice generally to achieve optimum benefit from our investments in transportation assets. The objective of NCHRP Project 8-109 is to update the AASHTO Transportation Asset Management Guide—A Focus on Implementation to improve its effectiveness and thereby advance the practices of public-agency TAM. The project will be conducted in at least two phases. Phase 1 is intended to (a) assess the effectiveness of the current Guide and (b) develop a strategy and initial actions for improving the Guide’s effectiveness and presenting the Guide in a form well suited to future updating. Phase 2, if undertaken, will comprise a specific program of work to initiate implementation of the strategy. The Phase 1 research shall include at least the following deliverable products and milestones: 1. 60- to 90-minute kickoff web conference with the NCHRP project panel, within 2 weeks of the contract’s effective date, to discuss the issues to be addressed in Phase 1, the work plan, and the panel’s thinking about dissemination and implementation of this project’s research products. 2. Draft Interim Report 1 (IR1), within 4 months of the contract’s effective date, presenting an assessment of opportunities for improving the Guide’s effectiveness within a context of TAM practice over the next 10 years (that is, looking ahead no farther than about 2025). 3. Teleconference meeting with the NCHRP project panel, to discuss IR1 and the research team’s current thinking about strategy for improving the Guide’s effectiveness. 4. Final IR1, revised as appropriate to respond to NCHRP comments on the draft and in a form suitable for publication as an NCHRP document. 5. Interim Report 2 (IR2) presenting a strategy and specific actions for improving the Guide’s effectiveness and a proposed work program for achieving those objectives in subsequent phases of this research project. 6. A 1-day in-person meeting with the NCHRP project panel at TRB facilities in Washington, DC, to discuss final IR1, IR2, and subsequent research activities. Proposals have been received. The project panel will meet in January to select a contractor to perform the work. KW - American Association of State Highway and Transportation Officials KW - Asset management KW - Guidelines KW - Investments KW - Life cycle costing KW - Plan implementation KW - Risk management UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4185 UR - https://trid.trb.org/view/1439865 ER - TY - ABST AN - 01618754 TI - A Guidebook for Implementing Alternative Technical Concepts into Project Delivery Methods AB - National Cooperative Highway Research Program (NCHRP) Synthesis 455: Alternative Technical Concepts for Contract Delivery Methods defines an alternative technical concept (ATC) as a request by a proposer to modify a contract requirement, specifically for that proposer’s use in gaining competitive benefit during the bidding or proposal process. An ATC must provide a solution that is equal to or better than the owner’s base design requirements in the invitation for bid or request for proposal document. Transportation agencies are increasingly incorporating ATCs from the design and construction industries in their transportation projects. In particular, some agencies are awarding contracts with delivery mechanisms such as design-build (DB), construction manager/general contractor (or (CMGC) construction manager at-risk (CMR)), design-build-finance-operate-maintain (DBFOM), design-build-finance (DBF), and design-bid-build (DBB), all of which can incorporate ATCs. In many states, the construction and consulting industries have expressed concerns with protecting proprietary as well as sensitive business practices when proposing an ATC. Contracting agencies want to work with their industry partners to develop transparent procedures that treat all proposers fairly and safeguard confidentiality. In addition, practitioners must provide their management with a documented ATC approval process and how it will be incorporated into the contract award process. ATCs have great potential for accruing sizable benefits in terms of cost savings, increased constructability, and schedule reduction, and these benefits have already been demonstrated by several agencies. The potential benefits of ATCs are significant enough that the Federal Highway Administration (FHWA) included ATCs as a separate initiative in the 2012 Every Day Counts II program. Additionally, Moving Ahead for Progress in the 21st Century Act (MAP-21) reduced the state match requirement for federally funded projects for states that employ ATCs on their projects. The result is a substantial upswing in interest in implementing ATCs in project delivery methods. Guidance is needed to allow agencies to capture the full benefits of permitting ATCs on a construction project without violating the public trust and commitments that may have been made during project development. A sound business case must be made for each ATC as well as when and where to include an ATC provision in construction procurement. Finally, a methodology is required to identify the resources associated with implementing ATCs and a common approach to identifying a return on investment. The objective of this research is to produce a practical guidebook in American Association of State Highway and Transportation Officials (AASHTO) standard format that presents effective practices for establishing and implementing alternative technical concepts (ATCs) in project delivery methods. Deliverables shall include, at a minimum: Phase I will provide: 1. A critical review that benchmarks the state-of-the-practice in ATC for the full spectrum of project delivery methods in the transportation industry. At a minimum, the review shall address: (a) ATCs in the context of DB, DBB, CMGC, DBFOM, DBF, and variations of these methods; (b) elements of ATCs relevant to legislative framework, administration, agency processes, procedures, evaluation approaches, risk allocation, and confidentiality; (c) consideration of ATCs that may cost more but provide greater long-term value; (d) reconciliation of the ATC process with the environmental process, including National Environmental Policy Act (NEPA) requirements; (e) criteria that agencies use to define “equal or better value”; (f) technical pre-approval elements included in procurements; (g) identification of appropriate projects from transportation agencies with ATC experience that can be studied in depth and used to inform the development and validation of effective practices and the guidebook; (h) programmatic implementation of ATCs in project delivery methods; (i) performance metrics for the ATC process; (j) balancing the openness to innovation with the agency’s available resources; and (k) ownership of the ATC and associated intellectual property before and after approval, including parallel agency efforts. 2. A work plan for developing the effective practices and guidebook. 3. An interim report that presents: (a) the findings and conclusions of the critical review; (b) a detailed outline of the proposed guidebook; (c) proposed updates to the working ATC definition, as necessary, to consider factors such as risk, cost, performance, schedule, etc.; and (d) a work plan for Phase II including a revised schedule. Phase II will provide: 1. Execution of the work plan approved in Phase I. 2. A draft guidebook developed from an analysis of the results of the executed work plan. 3. The proposed guidebook in AASHTO standard format, revised in accordance with NCHRP’s comments on the draft and the results of the validation with project data, and including suggested procurement, contract, and procedural language templates. 4. An executive summary of the guidebook. 5. A minimum of two presentations by the research team on the features of the guidebook and the effective practices to appropriate AASHTO subcommittees. 6. A proposed toolkit to assist in implementing the guidebook in a state departments of transportation (DOT). 7. A final report that documents results, summarizes findings, draws conclusions, and presents (a) the guidebook in AASHTO standard format, (b) the executive summary, and (c) the toolkit. Proposals have been received. The project panel will meet in late January to select a contractor to perform the work. KW - American Association of State Highway and Transportation Officials KW - Construction management KW - Construction manager at risk KW - Design bid build KW - Financial analysis KW - Guidelines KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Project delivery UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4188 UR - https://trid.trb.org/view/1439864 ER - TY - ABST AN - 01618755 TI - Rapid Tests and Specifications for Construction of Asphalt-Treated Cold Recycled Pavements AB - Pavement recycling offers significant economic and environmental benefits through reductions in material and energy consumption cost of construction and user delays. However, there are currently no universally agreed upon rapid process control and product acceptance test methods to ensure that the constructed materials comply with commonly specified parameters and are ready for traffic and surfacing. Asphalt-based recycling agents (foamed asphalt or emulsified asphalt) are used in the following pavement cold recycling processes: cold in-place recycling (CIR), cold central-plant recycling (CCPR), and full-depth reclamation (FDR). Cold recycled materials have traditionally been accepted on the basis of moisture content and compaction in the field and performance tests in the laboratory. These tests do not readily lend themselves to assessing the as-constructed quality and performance of cold recycled materials, nor do they help determine the proper time when traffic and surfacing can be applied without causing damage. Many agencies specify either a maximum moisture content or a mandatory curing period of 2 to 14 days before the recycled layer can accept surfacing. If the actual curing can be measured, significant construction delays may be avoided. Several state departments of transportation (DOTs) and some local government agencies have developed construction specifications for the various forms of cold recycling, which may vary widely from jurisdiction to jurisdiction. Therefore, a guide specification for process control and product acceptance of cold recycling operations is needed to promote consistency among agencies and allow contractors to more easily operate within multiple jurisdictions. Many existing cold recycling specifications are method-based and generally lack process control and product acceptance tests and criteria. Thus, research is also needed to develop appropriate time-critical tests, generally performed during construction, that allow an agency to quickly determine the quality of the as-constructed cold recycled pavement and evaluate its readiness for traffic and surfacing. The results of this project should lead to the future development of specifications aligned to a quality management approach. The objectives of this research are to develop (1) time-critical tests for asphalt-treated CIR, FDR, and CCPR materials and (2) a guide specification using these tests for process control and product acceptance that provides the agency with a basis for determining when the pavement can be opened to traffic and surfaced. Deliverables shall include, at a minimum: Phase 1 of the project will provide: 1. A critical review of the literature and a survey to identify current and emerging test methods for quality assessment of pavement materials and structural layers, including cold recycled asphalt pavement materials, and related specifications. At a minimum, the review shall consider product uniformity, moisture, compaction, and curing. 2. A technical memorandum that discusses time-critical tests proposed for development and validation in Phases II and III. 3. A detailed Phase II experimental design to develop and validate tests that are simple, practical, and provide time-critical results. The design shall identify potential field projects and agency and industry partners. 4. An interim report that presents (a) findings and conclusions of the critical review, (b the test methods proposed for development and validation in Phase II, and (c) the Phase II experimental design. Phase II of the project will provide: 1. Execution of the experiment approved in Phase I. 2. A suite of simple, practical tests in American Association of State Highway and Transportation Officials (AASHTO) standard format that provide time-critical properties and/or parameters for process control and product acceptance. 3. A draft guide specification in AASHTO standard format that incorporates the test methods as well as appropriate inspection methods. 4. A field experimental design to evaluate the guide specification in Phase III. Phase III of the project will provide: 1. Execution of the field experiment approved in Phase II. 2. A technical memorandum discussing lessons learned in the field evaluation. 3. The final proposed guide specification and test methods in AASHTO standard format. 4. Proposed tools for implementation of the guide specification and tests by agencies and industry. 5. A final report that documents results, summarizes findings, draws conclusions, and presents: (a) the proposed guide specification and tests in AASHTO standard format; (b) the technical memorandum on lessons learned in the field evaluation; and (c) the proposed tools for implementation of the guide specification and tests. Proposals have been received. The project panel will meet in late January to select a contractor to perform the work. KW - American Association of State Highway and Transportation Officials KW - Cold in-place recycling KW - Energy consumption KW - Environmental impacts KW - Full-depth reclamation KW - Moisture content KW - Pavement performance KW - Recycled materials KW - State departments of transportation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4190 UR - https://trid.trb.org/view/1439863 ER - TY - ABST AN - 01618756 TI - Procedures and Guidelines for Validating Contractor Test Data AB - Many state departments of transportation (DOTs) utilize contractor test data in the acceptance process for construction materials. Although federal regulation 23 CFR 637B permits the use of contractor test data for acceptance of construction materials, DOTs are required to validate the data with independent test results. A combination of hypothesis tests (specifically the F- and t-tests) is commonly used to determine if the contractor and DOT test results are from the same statistical population. However, other statistical approaches may provide a better means for evaluating contractor test data and associated risks. There is a need to identify the procedures currently available for validating contractor test data for construction materials and other applications, and develop procedures for use in validating contractor test data for construction materials. These procedures should address the different applications and related issues, such as sample size, minor deviations, and associated risks. Also, there is need to prepare guidelines for the application of these procedures. These procedures and accompanying guidelines should help construction and materials engineers effectively use contractor-performed tests to aid in the quality assurance process and reduce the risk of incorrect acceptance decisions and pay adjustments. The objectives of this research are to (1) recommend procedures for validating contractor test data for construction materials and (2) prepare guidelines for their application. Accomplishment of the project objectives will require at least the following tasks. Phase will (1) Review literature, ongoing research findings, and current practices relevant to the procedures for validating contractor test data, and identify available procedures. (2). Evaluate the procedures identified in Task 1—with consideration to risks and other factors. Identify potential procedures and recommend modifications of existing procedures and/or new procedures that merit evaluation in Phase II. (3). Develop a research plan for work to be executed in Phase II to (a) further evaluate the potential, modified, and new procedures identified in Task 2; (b) identify/develop recommended procedures for validating contractor test data; and (c) prepare guidelines for applying these procedures. (4). Prepare an interim report that documents the research performed in Tasks 1 through 3. Following review of the interim report by the National Cooperative Highway Research Program (NCHRP), the research team will be required to make a presentation to the project panel. Work on Phase II of the project will not begin until the interim report is approved and the Phase II work plan is authorized by the NCHRP. The decision on proceeding with Phase II will be based on the contractor’s documented justification of the updated work plan. Phase II will: 1. Execute the plan approved in Task 4. Develop the procedures for validating contractor test data and related guidelines. The guidelines shall also address use of the procedures in situations where contractor test data is not validated. (6). Using the procedures developed in Task 5 prepare examples to illustrate use of the procedures for different scenarios. (7). Prepare presentation material in a PowerPoint or other format to facilitate implementation and use of the developed procedures and guidelines. (8). Prepare a final deliverable that documents the entire research effort. The procedures and guidelines shall be prepared as a stand-alone document suitable for consideration and adoption by the American Association of State Highway and Transportation Officials (AASHTO). Proposals have been received. The project panel will meet in January to select a contractor to perform the work. KW - American Association of State Highway and Transportation Officials KW - Building materials KW - Contractors KW - Data collection KW - Guidelines KW - State departments of transportation KW - Test procedures KW - Validation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4192 UR - https://trid.trb.org/view/1439862 ER - TY - ABST AN - 01618757 TI - Proposed Modification to AASHTO Cross-Frame Analysis and Design AB - Developments in bridge design and analysis in recent years have created the need for improvements to cross-frame analysis and design for steel girder bridges. In the past, the configuration of cross-frame systems was generally based upon standard designs in which member sizes and layouts were dependent upon geometry and minimum member cross-section requirements. The opportunities for improvements to cross-frame analysis and design cover a variety of topics including: (1) improved definition of fatigue loading for cross frames in curved and/or severely skewed steel girder bridges analyzed using refined analysis methods; (2) implementation of stability bracing strength and stiffness requirements in the context of American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) bridge design; and (3) additional guidance for adjustment of the effective stiffness of cross-frame members in refined analysis models to reflect the influence of end connections on cross-frame member stiffness. Addressing these topics could result in a dramatic improvement in reliability and economy of cross frames for steel I-girder bridges. The objective of this research is to propose modification to the AASHTO LRFD Bridge Design Specifications to provide quantitatively based guidance on: (1) the calculation of the fatigue design forces in cross frames in steel I-girder bridges; (2) the calculation of strength and stiffness requirements for stability bracing; and (3) the influence of cross-frame member end connection upon the cross-frame stiffness. Accomplishment of the project objective will require at least the following tasks. PHASE I—Planning: (1.) Conduct a literature review of relevant domestic and international research, guidelines, and specifications including fatigue loading for transverse members. Document current design practices and how design software incorporates these design practices. (2.) Synthesize the results of the literature review to identify the knowledge gaps related to the research objectives. These gaps should be addressed in the final product or in the recommended future research as budget permits. (3.) Propose an analytical program to be executed in two parts as follows. Part 1, to be executed in Phase II, includes modeling and validation of three bridges as described in the field experiment in Task 4. Part 2, to be executed in Phase III, conducts comprehensive parametric studies to achieve the research objectives using validated models in Part 1 of the analytical program. At a minimum, the analytical program should consider the following: Analytical and loading studies (finite element analysis) to investigate appropriate fatigue stress ranges for evaluation of cross frames for right, skewed, and curved bridges, and Fatigue I and II; The influence of girder spacing, cross-frame stiffness and spacing (including staggered), and deck thickness; Development of stability bracing requirements for steel I-girder during construction and in-service extending available solution to include bottom flanges in compression in multi-span continuous bridges with non-prismatic girders. The analytical studies should include evaluation of how to combine stability bracing strength requirements with consideration of other loads such as wind load, construction loads, etc.; and Parametric modeling studies to investigate the effective stiffness of cross frames, including study of issues such as the effect of connection details and connection plate stiffness on cross-frame member stiffness reduction. Propose field experiment, to be executed in Phase II, to achieve the project objectives. At a minimum, the field experiment should consider experimental verification of analytical models by instrumenting cross frames including one right bridge, one skewed bridge, and one curved bridge to measure cross-frame member fatigue force ranges under controlled application of live load. Same field experiment shall be repeated for in-service effective and maximum stress range. (5.) Identify existing articles of the AASHTO LRFD Bridge Design Specifications that require modification. (6.) Prepare Interim Report No. 1 that documents Tasks 1 through 5 and provides an updated and refine work plan for the remainder of the research no later than 4 months after contract award. The updated plan must describe the process and rationale for the work proposed for Phases II though IV. PHASE II—Part 1 of Analytical Program and Field Experiment: (7.) Execute the Part 1 of analytical program that is related to field experiment only (i.e., three bridges) to finalize the field experiment work plan including a matrix of testing parameters and design details. Submit a task report for panel review and approval before conducting a field experiment. (8.) Execute the field experiment according to the approved Task 7 report. (9.) Validate the analytical program based on the results of the field experiment. (10.) Prepare Interim Report No. 2 that documents the results of Tasks 7 through 9 and provides an updated work plan for the remainder of the project. This report is due no later than 12 months after approval of Phase I. The updated plan must describe the work proposed for Phases III through IV. PHASE III— Part 2 of Analytical Program and Proposed AASHTO Specifications: (11.) Execute the Part 2 of the analytical program as described in Task 3. Perform related parametric studies to cross-frame fatigue forces and live load. (12.) Based on the analytical and experiment investigations, develop specification and commentary language for proposed changes to the AASHTO LRFD Bridge Design Specifications supported with design examples and flowcharts. (13.) Prepare Interim Report No. 3 that documents and summarizes the results of Tasks 11 and 12 no later than 15 months after approval of Phase II. PHASE IV—Final Products: (14.) Update proposed modifications to the AASHTO LRFD Bridge Design Specifications after consideration of Interim Review No. 3 comments and prepare ballot items for AASHTO Highway Subcommittee on Bridges and Structures consideration. (15.) Prepare a final report that documents the entire research effort. Proposals have been received. The project panel will meet in December to select a contractor to perform the work. KW - American Association of State Highway and Transportation Officials KW - Bearing capacity KW - Bracing KW - Bridge design KW - Fatigue (Mechanics) KW - Girder bridges KW - Load and resistance factor design KW - Steel bridges UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4194 UR - https://trid.trb.org/view/1439861 ER - TY - ABST AN - 01618758 TI - Using Vegetated Compost Blankets to Achieve Highway Runoff Volume and Pollutant Reduction AB - Low Impact Development (LID) techniques that are economical and appropriate for the highway environment are important tools for state departments of transportation (DOTs) faced with increasingly demanding water quality and hydrologic management requirements. Vegetated filter strips along highways, an accepted LID Best Management Practice (BMP), are a cost-effective alternative to hydraulically engineered BMPs. Their use is limited however, by site constraints such as limited right-of-way and steep side slopes, and their effectiveness may vary greatly depending on climate, soils, and other factors. Vegetated compost blankets (VCBs) can overcome some of these limitations by promoting stormwater filtration, retention of runoff, and infiltration of stormwater into the underlying soils—potentially removing pollutants and reducing flow volumes. VCBs have the potential to be relatively low cost and low maintenance, which makes them attractive to state DOTs. VCBs also can be a relatively simple retrofit on a roadside embankment. Research is needed to evaluate hydrologic and water quality benefits of VCBs. This involves determining pollutant removal capability and capacity; the ability to detain and retain runoff; and the effect of climate, soils, compost composition, compost blanket thickness, and other parameters on performance. Design guidance will be needed in order to provide state DOTs with an effective and economical BMP that can be used in a wide variety of roadway settings. The objectives of this research are to: 1. Develop performance curves for surface-applied, VCBs on slopes of 3:1 or flatter that (a) remove pollutants of concern, (b) control erosion, (c) reduce volume, and (d) support vegetation when placed on an existing roadway embankment. 2. Provide construction specifications, standard details, and a decision matrix that provides guidance on the use, limitations, design, and implementation of vegetated compost blankets on existing roadway embankments. The guidance is intended to be a practical manual for practitioners who select, design, and implement stormwater management facilities and should be broadly applicable to a wide range of conditions and geography. Accomplishment of the project objectives will require at least three phases and the following tasks. Phase I will: (1) Conduct a critical review of the literature related to the water quality and hydrologic characteristics of compost blankets, and the use and stability of compost blankets on highway or other embankments, focusing at a minimum on the following areas:The ability of compost blankets to remove various types of pollutants associated with highway runoff: (a) Types of compost material, including gradation and sources of feedstock; (b) Pollutant leachate from the compost used in the blanket; (c) Hydrologic capabilities of compost blankets, including retention capacity; (d) Effective lifespan of compost blankets along roadsides; (e) Ongoing maintenance requirements; (f) Stability on slopes receiving runoff; (g) Effects of climate; (h )Underlying soil types; (i) Rutting caused by vehicles during and after installation; and (j) The U.S. Composting Council’s Seal of Testing Assurance The budget for Task 1 should not exceed $25,000. Results should be documented in a technical memorandum. (2) Based on literature values, design an experiment to test the performance of VCBs. Laboratory testing may be used to supplement field testing. At a minimum, the experimental design should consider: (a) VCB depths; (b) VCB dimension; (c) Drainage area; (d) Site selection criteria; (e) Site preparation requirements; (f) Existing embankment soil types; (g) Roadway embankment slopes; (h) Roadway longitudinal slopes; (i) Quantification of pollutant removal rates; (j) Quantification of volume reductions; (k) Commencement of monitoring not later than Fall of 2018; (l) Monitoring should occur throughout a continuous 24 month period; (m) Locations that provide geographic/climate variations; (n) Contingency plans in case monitoring is not possible; (o) Sampling methods; (p) Analytical methods (using an Environmental Laboratory Accreditation Program certified laboratory); (q) Draft Quality Assurance Project Plan; and (r) Reporting format including photographic documentation;(3). Prepare Interim Report 1 that includes the findings and conclusions from Tasks 1 and 2. Interim Report 1 shall also contain a detailed work plan for Phase II. An in-person meeting of the project panel to discuss Interim Report 1 with the contractor will be required. The research plan shall provide a 2-month period for review and approval of the interim report. NCHRP approval of the interim report is required before work can begin on the remaining tasks. Phase II will: (4). Finalize the Quality Assurance Project Plan and submit for National Cooperative Highway Research Program (NCHRP) approval. (5). Implement the experimental design as approved by NCHRP in Task 4. ( Analyze the data collected. (Prepare Interim Report 2 that includes the findings and conclusions from Tasks 5 and 6. An in-person meeting of the project panel to discuss Interim Report 2 with the contractor will be required. The research plan shall provide a 2-month period for review and approval of the interim report. NCHRP approval of the interim report is required before work can begin on the remaining tasks. Phase III will: (8).Based on the results of field and laboratory testing and literature review, develop guidance on the use, limitations, design, and implementation of VCBs for use along highways. At a minimum, the guidance will include the following: 1. Performance curves for surface-applied VCBs on slopes of 3:1 or flatter that (a) remove pollutants of concern, (b) control erosion, (c) reduce volume, and (d) support vegetation when placed on an existing roadway embankment. 2. Construction specifications and standard details, and a decision matrix that provides guidance on the use, limitations, design, and installation and maintenance of vegetated compost blankets on existing roadway embankments. (Prepare final deliverables including (1) a report that documents the conducts of the research and provides guidance on designing and install VCBs, (2) recommendations on needs and priorities for additional research, and (3) a PowerPoint presentation that presents an overview of the research. ( Upload all project monitoring data to the International BMP database at www.bmpdatabase.org. Proposals have been received. The project panel will meet in December to select a contractor to perform the work. KW - American Association of State Highway and Transportation Officials KW - Best practices KW - Drainage blankets KW - Embankments KW - Pollutants KW - Runoff KW - Slope stability KW - State departments of transportation KW - Water quality management UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4196 UR - https://trid.trb.org/view/1439860 ER - TY - ABST AN - 01618759 TI - Transportation System Resilience: CEO Primer & Engagement AB - The transportation community is focused on a new challenge facing the nation’s transportation systems. That challenge has become known as “resilience”: the nexus of preparing for the impacts of climate change (e.g., sea level rise, severe/extreme weather events) while responding to the catalog of system vulnerabilities and emergencies. Transportation agencies and others have slowly been developing a new appreciation for the challenges inherent in reconciling the similarities and distinctions among four inter-related topics: (1) Critical Infrastructure; (2) System Risk Management; (3) Protection; and (4) All Hazards Response. The development of a new strategy based on resilience includes a much broader range of options to help manage risks and recover from system disruptions. In this new paradigm, resilience does not replace the four concepts, but offers an overarching strategy that includes system risk management, protection, and preparedness as complementary strategies to prevent attacks and ward off threats, and adaptation, recovery, and other post-disruption strategies to restore normal transportation services. At the same time, transportation resilience can effectively support community resilience when transportation organizations plan for and accommodate unforeseen financial and economic conditions affecting system sustainability and regional economic conditions. System resiliency is ultimately a matter of context and connectedness and, much like safety, affects every major business function within a transportation agency including planning, project delivery, operations, and business management. Although cooperative research projects and others have produced a wealth of resilience-related studies, products, guidelines, and effective practices over the past two decades, there is still much that remains to be done prior to the 2018 National Summit on Transportation Resilience. The Summit will be a significant component of National Cooperative Highway Research Program (NCHRP) Project 20-117, which will organize a national summit and peer exchange on transportation resilience to be held in 2018 and co-sponsored by Transportation Research Board (TRB), American Association of State Highway and Transportation Officials (AASHTO) (including the Special Committee on Transportation Security and Emergency Management, the Standing Committee on the Environment, and Resilient and Sustainable Transportation Systems), Federal Highway Administration (FHWA), Federal Emergency Management Agency, Department of Homeland Security, and other interested parties. The objectives of this project are to develop a primer and a series of briefings for state department of transportation (DOT) chief executive officers (CEOs) and senior executives on transportation resilience. Together with the resilience research roadmap and resilience white papers currently being developed under NCHRP Project 20-59(54), this series of products and activities will lead into and inform the research in NCHRP Project 20-59(117) that will culminate in a national summit and peer exchange on transportation resilience to be held in late 2018.Accomplishment of the project objectives will require at least the following tasks. (1.) Prepare an executive-level primer on transportation resilience--a concise and easy-to-follow report to explain the implications and dimensions of the emerging focus on resilience in transportation and the potential impact on agency programs. (2.) Develop briefing materials on transportation resilience and provide a series of engagement forums (briefings) to senior transportation executives prior to the 2018 National Summit on Transportation Resilience. These forums will also serve to gauge interest in and garner support for resilience-related activities including the Summit, the resilience research roadmap, and local resilience-focused initiatives. The briefings are to inform the CEOs, get feedback from the CEOs on the briefings, and determine how best to structure the Summit so that it is meaningful and effective. Proposers are expected to provide detailed research plans with additional tasks described that will lead to the desired objectives. At a minimum, the research plans must include an amplified work plan, an interim report and associated in-person meeting with the project panel, draft final deliverables, and revised final deliverables. Systems interdependencies and lifelines should figure prominently in the primer and briefings developed under NCHRP 20-59(55). Contractors for NCHRP 20-59(55) are strongly encouraged to employ a construct adapted from the 2006 National Infrastructure Protection Plan (NIPP) Risk Management Framework, which calls on each sector to identify those functions, assets, networks, systems, and people (FANSP) that make up the nation’s critical infrastructure and key resources (CI/KR). That construct was further elaborated on in the May 2007 Transportation Systems: Critical Infrastructure and Key Resources Sector-Specific Plan as Input to the National Infrastructure Protection Plan. Each resiliency topic in the primer should explore interdependencies associated with the functions, assets, networks, systems, and people at a DOT that are impacted by actions or inactions taken to build resiliency around the subject area. The American Association of State Highway and Transportation Officials will assist with outreach to state DOT CEOs for the primer and engagement forums; ballot the draft primer; upon approval, publish and distribute the primer; and assist with arranging the presentation of findings to appropriate audiences (e.g., by providing up-to-date contact information, time on agendas, etc.). It is anticipated that development of the primer and briefings will be iterative, with the final version of the primer revised at the conclusion of the 2018 National Summit on Transportation Resilience. Proposers are encouraged to detail how they propose to engage CEOs: (a) in person, by webinars, or phone calls; (b) all CEOs together, in small groups, one CEO at a time; and/or (c) at the CEOs location. Proposals have been received. The project panel will meet in late November to select a contractor to perform the work. KW - American Association of State Highway and Transportation Officials KW - Disasters and emergency operations KW - Emergency management KW - Infrastructure KW - Resilience (Materials) KW - Risk management KW - State departments of transportation KW - Sustainable development UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4260 UR - https://trid.trb.org/view/1439859 ER - TY - RPRT AN - 01625809 AU - Dickman, Dana AU - Falbo, Nick AU - Durrant, Steve AU - Gilpin, Joe AU - Gastaldi, Gena AU - Chesston, Collin AU - Morrill, Prescott AU - Ward, Chloe AU - Walker, Wade AU - Jones, Bryan AU - Cheng, Cat AU - Portelance, Jillian AU - Kack, David AU - Gleason, Rebecca AU - Lonsdale, Taylor AU - Nothstine, Kathy AU - Morgan, Jack AU - Pressly, Rob AU - Alta Planning + Design AU - Federal Highway Administration TI - Small Town and Rural Multimodal Networks PY - 2016/12//Final Report SP - 134p AB - The Small Town and Rural Multimodal Networks report is a resource and idea book intended to help small towns and rural communities support safe, accessible, comfortable, and active travel for people of all ages and abilities. It provides a bridge between existing guidance on bicycle and pedestrian design and rural practice, encourages innovation in the development of safe and appealing networks for bicycling and walking in small towns and rural areas, and shows examples of peer communities and project implementation that is appropriate for rural communities. KW - Accessibility KW - Bicycle lanes KW - Bicycle travel KW - Bicycling KW - Bikeways KW - Multimodal networks KW - Pedestrians KW - Rural areas KW - Safety KW - Sidewalks KW - Small towns KW - Transportation planning KW - Walking KW - Walkways UR - http://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/small_towns/fhwahep17024_lg.pdf UR - https://trid.trb.org/view/1442742 ER - TY - RPRT AN - 01625556 AU - Balk, Stacy A AU - Jackson, Steven AU - Philips, Brian H AU - Leidos, Incorporated AU - Federal Highway Administration TI - Cooperative Adaptive Cruise Control Human Factors Study: Experiment 2—Merging Behavior PY - 2016/12//Final Report SP - 38p AB - This study is the second in a series of four experiments exploring human factors issues associated with the introduction of cooperative adaptive cruise control (CACC). Specifically, this study explored drivers’ abilities to merge into a stream of continuously moving vehicles in a dedicated lane. Participants were asked to complete one of three different types of merges in the Federal Highway Administration Highway Driving Simulator: Merge with non-CACC vehicle into a left dedicated lane without CACC platooning and varying vehicle gaps; Merge with CACC vehicle into the middle of a CACC platoon or continuous stream of vehicles without speed assistance; and Merge with CACC vehicle into a CACC platoon with longitudinal speed assistance. As measured by the National Aeronautics and Space Administration Task Load Index, drivers’ perceived workload was significantly less for both groups that drove with the CACC system engaged than for the group that was required to manually maintain speed the entire drive. Perhaps surprisingly, participant condition did not significantly affect physiological arousal as assessed by galvanic skin response (GSR). However, across all groups, GSR was significantly greater during the merges than during cruising/straight highway driving time periods. The participants who drove with the CACC system during the merges (as defined by the operation of the system) did not experience any collisions. Both groups that were required to manually adjust speed to merge into the platoon of vehicles experienced collisions in 24 (18 percent) of the merges, suggesting that some gaps may be too small for drivers to merge into at high speeds. An alternative explanation, supported by participant feedback, is that drivers expect others to act in a courteous manner and to create larger gaps for entrance onto a freeway - something that may not be possible in real-world CACC deployment. KW - Cooperative adaptive cruise control KW - Driver workload KW - Driving simulators KW - Galvanic skin response KW - Human factors KW - Merging traffic UR - http://www.fhwa.dot.gov/publications/research/safety/16057/16057.pdf UR - https://trid.trb.org/view/1442271 ER - TY - RPRT AN - 01625555 AU - Vandervalk, Anita AU - Jeanotte, Krista AU - Snyder, Dena AU - Bauer, Jocelyn AU - Leidos, Incorporated AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - State of the Practice on Data Access, Sharing, and Integration PY - 2016/12 SP - 123p AB - The purpose of this state-of-the-practice review was to lay both technical and institutional foundation for all aspects of the development of the Virtual Data Access Framework. The review focused on current data sharing and integration practices among State and local agencies, example data environments, technical integration formats, and business rules for integration and sharing. State, local, and regional transportation operators, planners, and data professionals can use this report to enhance their data sharing and integration efforts by building on the experiences and effective practices of other agencies documented in this report. KW - Business rules KW - Data access KW - Data integration KW - Data management KW - Data sharing KW - Local government agencies KW - State departments of transportation KW - State of the practice KW - Universities and colleges UR - http://www.fhwa.dot.gov/publications/research/operations/15072/15072.pdf UR - https://trid.trb.org/view/1442273 ER - TY - RPRT AN - 01625554 AU - Hooks, John M AU - Foden, Andrew AU - Rodriguez-Otero, Yamayra AU - Federal Highway Administration TI - FHWA LTBP Summary—Findings from the New Jersey Bridge Deck PY - 2016/12//Summary Report SP - 11p AB - This summary report focuses on some of the key findings that resulted from the investigation of the deck of the bridge selected for participation in the Long-Term Bridge Performance (LTBP) Program pilot study located in New Jersey (“New Jersey pilot bridge”). Constructed and opened to traffic in 1969, the bridge has a multigirder steel superstructure consisting of one span supported on two reinforced concrete abutments and has a cast-in-place reinforced concrete deck with stay-in-place forms. A 6.75-inch-thick reinforced concrete deck with a latex modified concrete (LMC) overlay (nominal thickness of 1.25 inches) distributes live loads to the steel beams. An asphalt overlay was placed in 2010. The weather exposure and environmental conditions in central New Jersey represent a mixed-humid climate, as defined by the U.S. Department of Energy’s climate zones. The bridge is exposed to frequent freeze-thaw cycles and application of deicing agents. The investigation of the New Jersey pilot bridge included detailed visual inspections performed on the top and underside of the deck, deck overhangs, superstructure, and substructure elements. Nondestructive evaluation (NDE) techniques were used on the deck, and core samples were taken of the deck and piers. The experience and findings from the New Jersey pilot bridge will be combined with those from the other pilot bridges to streamline field activities, strengthen testing protocols, and plan for investigations of large numbers of bridges in the future. KW - Bituminous overlays KW - Bridge decks KW - Cast in place structures KW - Concrete overlays KW - Cores (Specimens) KW - Freeze thaw durability KW - Inspection KW - Latex modified concrete KW - Long-Term Bridge Performance Program KW - New Jersey KW - Nondestructive tests KW - Reinforced concrete KW - Stay-in-place forms UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/ltbp/16070/16070.pdf UR - https://trid.trb.org/view/1442269 ER - TY - RPRT AN - 01625551 AU - Inman, Vaughan W AU - Jackson, Steven AU - Philips, Brian H AU - Leidos, Incorporated AU - Federal Highway Administration TI - Cooperative Adaptive Cruise Control Human Factors Study: Experiment 1—Workload, Distraction, Arousal, and Trust PY - 2016/12//Final Report SP - 45p AB - This study set out to examine the following diverse questions regarding cooperative adaptive cruise control (CACC) use: Does CACC reduce driver workload relative to manual gap control? Does CACC increase the probability of driver distraction relative to manual gap control? Does CACC result in reduced driver arousal relative to manual gap control? Does CACC result increase the ability to avoid a crash when exposed to an extreme braking event? Will drivers trust the CACC system? These questions were addressed in an experiment conducted in the Federal Highway Administration Highway Driving Simulator. A total of 49 licensed drivers were tested, with 12 or 13 participants in each of 4 groups. All of the groups drove in the third position in a five-vehicle platoon in which all of the other vehicles were equipped with simulated CACC. The groups differed as to whether the participant vehicle was equipped with CACC and the type of event at the end of the drive that disturbed the longitudinal spacing of the platoon. As assessed by the National Aeronautics and Space Administration Task Load Index, the CACC system did reduce perceived driver workload relative to driving without cruise control. CACC users appeared slightly more likely to engage in diversionary activities (e.g., listening to the car radio) than control group drivers. CACC yielded a substantial and statistically reliable reduction in the probability of a crash. No evidence was obtained to suggest that use of CACC leads to lower levels of driver arousal than manual gap control. Participants showed a great deal of trust in the CACC system. In a situation where all of the control participants used the brake to maintain a comfortable gap, only 2 of 36 CACC users overrode the system with the brake or accelerator. KW - Attention KW - Cooperative adaptive cruise control KW - Crash avoidance systems KW - Distraction KW - Driver workload KW - Driving simulators KW - Human factors UR - http://www.fhwa.dot.gov/publications/research/safety/16056/16056.pdf UR - https://trid.trb.org/view/1442272 ER - TY - RPRT AN - 01625549 AU - Inman, Vaughan W AU - Jackson, Steven AU - Philips, Brian H AU - Leidos, Incorporated AU - Federal Highway Administration TI - Cooperative Adaptive Cruise Control Human Factors Study: Experiment 3—The Role of Automated Braking and Auditory Alert in Collision Avoidance Response PY - 2016/12//Final Report SP - 26p AB - This report is the third in a series of four human factors experiments to examine the effects of cooperative adaptive cruise control (CACC) on driver performance in a variety of situations. The experiment reported here was conducted in a driving simulator scenario in which the subject driver was embedded in a platoon of CACC-equipped vehicles. The experiment explored the interaction effect of the presence or absence of an auditory warning with the presence or absence of automated braking on drivers’ responses to a maximum deceleration crash avoidance event. The subject was in the fourth position in a five-car platoon. Dependent measures were crash avoidance (yes/no), manual brake reaction time (seconds), and adjusted time to collision (seconds). The results indicated that a crash avoidance safety benefit was achieved with full CACC (warning and automated braking) but not otherwise. Brake reaction times were longer when automated braking was present, but without the auditory alarm, about half the drivers took too long to react. KW - Auditory warnings KW - Automatic braking KW - Cooperative adaptive cruise control KW - Crash avoidance systems KW - Driver performance KW - Driving simulators KW - Human factors KW - Reaction time KW - Time to collision UR - http://www.fhwa.dot.gov/publications/research/safety/16058/16058.pdf UR - https://trid.trb.org/view/1442270 ER - TY - RPRT AN - 01624686 AU - Cuelho, Eli AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - Development of a ¾-Inch Minus Base Course Type A Specification for Montana PY - 2016/12//Final Report SP - 121p AB - Gravel bases are a critical component of roads, providing drainage, structural support, and load distribution within the pavement structure. Montana specifications currently exist for a 2-inch minus (Grade 5A) and 1½-inch minus (Grade 6A) crushed base course (CBC); however, gravel sources in parts of Montana are becoming limited, making the option to use a ¾-inch gravel base desirable. The objective of this project was to develop a standard specification for a new gravel base course with nominal maximum aggregate size of ¾ in. This was accomplished by conducting a review of current ¾-inch minus specifications from around the U.S., using that information to generate a preliminary specification to create ¾-inch minus mixes, testing the material properties of these mixes, and modifying these mixes to determine the effect changes in the gradation primarily had on its strength, stiffness and permeability. Based on the results of multiple statistical evaluations as well as qualitative comparisons, it was concluded that a ¾-inch minus gradation specification will perform at least as well as Montana’s existing CBC-6A materials and better than CBC-5A materials. Gradation limits for a new ¾-inch minus, Grade 7A, crushed base course were suggested; however, the practicality of producing mixes that fit within the suggested gradation limits still needs to be determined. KW - Aggregate gradation KW - Aggregate mixtures KW - Aggregate tests KW - Base course (Pavements) KW - Gravel KW - Montana KW - Permeability KW - Shear strength KW - Specifications KW - Statistical analysis KW - Stiffness UR - http://www.mdt.mt.gov/other/webdata/external/research/DOCS/RESEARCH_PROJ/CRUSH_BASE_SPEC/Final_Report.PDF UR - https://trid.trb.org/view/1446852 ER - TY - RPRT AN - 01624419 AU - McGormley, Jonathan C AU - Lindenberg, Richard E AU - Wiss, Janney, Elstner Associates, Incorporated AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Development of Guidelines for Transportation of Long Prestressed Concrete Girders PY - 2016/12//Final Report SP - 294p AB - This research study investigates the behavior of two long prestressed concrete girders during lifting and transportation from the precast yard to the bridge site, with a particular focus on cracking concerns during transport. Different response measurements were recorded, including dynamic strains, dynamic accelerations, rigid body motion measurements, thermal, and girder location using global positioning system (GPS) tracking. The monitoring results indicate that higher tensile strain events occurred during transport of the girders than during lifting of the girders at the yard or bridge site. Local events during transportation of both girders produced strains that exceeded the theoretical cracking strain determined by the research team. Potential cracking events were not associated with high dynamic accelerations; instead, they occurred at lowspeed (<10 mph) sharp turns (90 deg. with tight radii) where the jeep tongue was attached to the girder. Based on analysis of the girders in this study and previous related research, cracking strains were readily experienced during girder transport and prior to erection. This research presents technical data obtained from two long prestressed concrete girders during transport and handling. KW - Acceleration (Mechanics) KW - Cracking KW - Dynamic structural analysis KW - Girders KW - Global Positioning System KW - Guidelines KW - Prestressed concrete KW - Tension UR - http://www.ltrc.lsu.edu/pdf/2016/FR_567.pdf UR - https://trid.trb.org/view/1445567 ER - TY - RPRT AN - 01624418 AU - Otto, Jay AU - Finley, Kari AU - Ward, Nicholas J AU - Western Transportation Institute AU - Montana Department of Transportation AU - California Department of Transportation AU - Connecticut Department of Transportation AU - Iowa Department of Transportation AU - Indiana Department of Transportation AU - Idaho Transportation Department AU - Louisiana Department of Transportation and Development AU - New Hampshire Department of Transportation AU - Texas Department of Transportation AU - Utah Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - An Assessment of Traffic Safety Culture Related to Engagement in Efforts to Improve Traffic Safety PY - 2016/12//Final Report SP - 114p AB - This final report summarizes the methods, results, conclusions, and recommendations derived from a survey conducted to understand values, beliefs, and attitudes regarding engagement in behaviors that impact the traffic safety of others. Results of the study provide a better understanding of safety citizenship behaviors and associated beliefs thus informing how to grow these beliefs in communities – thereby creating a culture that achieves greater improvements in traffic safety. A survey was developed based on an augmented integrated model of behavior and was implemented with adults age 18 and older from the U.S. using mailed and internet-based methods. About half of the people who responded to the survey indicated they had been in a situation in the past 12 months when someone was not wearing a seat belt or was reading or texting while driving. Of those who indicated they were in a situation to intervene, more than half did. They were more likely to intervene with others who were socially closer to them (e.g., family and friends) than with those more socially distant (e.g., acquaintances or strangers). Most people had favorable attitudes and beliefs about intervening. Analysis revealed that the perception of whether most people do intervene (e.g., the perceived descriptive norm) was strongly correlated with intervening behavior. Similarly, most people who responded to the survey had favorable attitudes about strategies involving policy or rules to increase seat belt use or decrease reading or typing on a cell phone while driving. Recommendations for growing intervening behaviors are provided. KW - Attitudes KW - Behavior KW - Culture (Social sciences) KW - Evaluation and assessment KW - Recommendations KW - Seat belt use KW - Surveys KW - Text messaging KW - Traffic safety UR - http://www.mdt.mt.gov/other/webdata/external/research/docs/research_proj/tsc/SAFETY_CITIZENSHIP_FINAL_REPORT.pdf UR - https://trid.trb.org/view/1445566 ER - TY - RPRT AN - 01624401 AU - Ng, Kam Weng AU - Von Quintus, Harold L AU - Ksaibati, Khaled AU - Hellrung, Daniel AU - Hutson, Zachary AU - University of Wyoming, Laramie AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Characterization of Material Properties for Mechanistic-Empirical Pavement Design in Wyoming PY - 2016/12//Final Report SP - 113p AB - The Wyoming Department of Transportation (WYDOT) recently transitioned from the empirical American Association of State Highway and Transportation Officials (AASHTO) Design for Design of Pavement Structures to the Mechanistic Empirical Pavement Design Guide (MEPDG) as their standard pavement design procedure. A comprehensive field and laboratory test program was conducted in Wyoming to characterize the properties of unbound soil materials. The field test program included falling weight deflectometer (FWD), dynamic cone penetration (DCP), standard penetration test (SPT), soil sampling and pavement distress survey. The laboratory test program included standard soil classification tests, R-value test, standard Proctor compaction test, and resilient modulus (Mr) test in accordance with a protocol by modifying the AASHTO T-307 procedure. All test data was stored and managed by an electronic WYOming MEPDG Database (WYOMEP). Using the FWD data, in-place resilient modulus (MR) of each pavement layer was back-calculated using MODCOMP6 and EVERCALC. For MEPDD Level 2 input, correlation studies were performed to adjust back-calculated modulus to laboratory-derived modulus, calibrate constitutive models, develop relationships between resilient modulus and other soil properties, and develop Mr design tables. Furthermore, tables of unbound soil properties were established for MEPDG Level 3 input. Finally, seven pavement designs were evaluated and compared to achieve the target threshold values and reliability level. The design comparisons and resulting outcomes or predicted distresses for a range of new pavement and rehabilitation designs were presented. The outcomes of these trial examples were used to provide revisions to the 2012 WYDOT MEPDG User Guide. KW - Backcalculation KW - Field tests KW - Laboratory tests KW - Mechanistic-empirical pavement design KW - Mechanistic-Empirical Pavement Design Guide KW - Modulus of resilience KW - Subgrade materials KW - Wyoming UR - https://trid.trb.org/view/1447176 ER - TY - RPRT AN - 01622656 AU - Huijser, Marcel P AU - Camel-Means, Whisper AU - Fairbank, Elizabeth R AU - Purdum, Jeremiah P AU - Allen, Tiffany D H AU - Hardy, Amanda R AU - Graham, Jonathan AU - Begley, James S AU - Basting, Pat AU - Becker, Dale AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - US 93 North Post-Construction Wildlife-Vehicle Collision and Wildlife Crossing Monitoring on the Flathead Indian Reservation between Evaro and Polson, Montana PY - 2016/12//Final Report SP - 159p AB - The US Highway 93 North reconstruction project on the Flathead Indian Reservation in northwest Montana represents one of the most extensive wildlife-sensitive highway design efforts to date in North America. The reconstruction of the 56 mile (90 km) long road section included the installation of wildlife crossing structures at 39 locations and approximately 8.71 miles (14.01 km) of road with wildlife exclusion fences on both sides. The mitigation measures were aimed at improving safety for the traveling public through reducing wildlife-vehicle collisions and allowing wildlife to continue to move across the road. This report summarizes research conducted between 2002 and 2015. The research focused on the effectiveness of the mitigation measures in reducing collisions with large mammals, and the use of the crossing structures (specifically by white-tailed deer, mule deer, and black bear). In addition, the effectiveness of wildlife guards (similar to cattle guards), wildlife jump-outs and a human access point was evaluated. Finally, the researchers conducted cost-benefit analyses and formulated recommendations. KW - Before and after studies KW - Benefit cost analysis KW - Fences KW - Flathead Indian Reservation KW - Highway design KW - Highway safety KW - Montana KW - Recommendations KW - Traffic crashes KW - Wildlife crossings UR - http://www.mdt.mt.gov/other/webdata/external/research/docs/research_proj/wildlife_crossing/phaseii/PHASE_II_FINAL_REPORT.pdf UR - https://trid.trb.org/view/1442370 ER - TY - RPRT AN - 01622654 AU - Schultz, Grant G AU - Mineer, Samuel T AU - Saito, Mitsuru AU - Gibbons, Joshua D AU - Siegel, Scott A AU - MacArthur, Peter D AU - Brigham Young University AU - Utah Department of Transportation AU - Federal Highway Administration TI - Roadway Safety Analysis Methodology for Utah PY - 2016/12//Final Report SP - 200p AB - This research focuses on the creation of a three-part Roadway Safety Analysis methodology that applies and automates the cumulative work of recently-completed roadway safety research. The first part is to prepare the roadway and crash data for analysis. The second part is to perform the network screening statistical analysis; rank the segments by state, Utah Department of Transportation (UDOT) Region, and county; and select segments of interest. The third part is to compile and publish the Roadway Safety Analysis reports for the selected segments of interest. These parts are accomplished using automation tools and graphical user interfaces. The Roadway Safety Analysis methodology allows future iterations of the Utah Crash Prediction Model (UCPM) and the Utah Crash Severity Model (UCSM) analysis and compilation of the Roadway Safety Analysis reports to be conducted in a user-friendly environment. A series of critical data columns were identified to communicate the need for data consistency for future iterations of this safety research. An example of the entire process of the Roadway Safety Analysis methodology is given to illustrate how the three parts tie together. The overall process has automated data processing tasks that save time and resources for the analyst to investigate possible safety measures for segments of interest. Recommendations for future highway safety research are given, including continued development of the Roadway Safety Analysis methodology, an analysis of intersections and horizontal curves, the implementation of the Roadway Safety Analysis methodology to other states, and the advancement of safety countermeasures and geospatial tools for highway safety research. KW - Crash analysis KW - Crash data KW - Crash risk forecasting KW - Crash severity KW - Highway safety KW - Information processing KW - Methodology KW - Recommendations KW - Statistical analysis KW - Utah UR - http://www.udot.utah.gov/main/uconowner.gf?n=32660013774464684 UR - https://trid.trb.org/view/1442081 ER - TY - RPRT AN - 01622653 AU - Allahham, Jafar AU - Bordelon, Amanda AU - Li, Lingkun AU - Rayaprolu, Siddartha AU - University of Utah, Salt Lake City AU - Utah Department of Transportation AU - Federal Highway Administration TI - Review and Specification for Shrinkage Cracks of Bridge Decks PY - 2016/12//Final Report SP - 48p AB - An existing standard method ASTM C157 is used to determine the length change or free shrinkage of an unrestrained concrete specimen. However, in bridge decks, the concrete is actually under restrained conditions, and thus free shrinkage test methods do not represent the same condition of bridge decks and are not correlated to infield bridge deck shrinkage. An alternative for restrained shrinkage is to use one of the two existing standards American Association of State Highway and Transportation Officials (AASHTO) T334-08 or ASTM C1581. In these two restrained test methods, the concrete is cast in the circumference around an inner steel ring. The purpose of this study was to construct the apparatus for the AASHTO T334-08 method to estimate the cracking age of concrete mixtures that may be used in bridge decks. In the processes of the apparatus setup, several limitations to the method were discovered, such as the influence of the surrounding environment and the repeatability of the method. Thus, an additional study was done to evaluate the sensitivity of shrinkage measurements (ASTM C157 and AASHTO T334-08) in different surrounding environments, with different mix designs (e.g., varying w/cm, binder content and aggregate size), and different concrete specimen thicknesses. Overall, it was confirmed that most mixtures did not even indicate any cracking unless a high cement volume content of 24% with no coarse aggregates was tested using the existing AASHTO T334-08 restrained ring method. A thinner ring (2” of concrete instead of 3”) had a decreased age of cracking. The free shrinkage ASTM C157 is still the easiest, and a relatively fast method to use and can provide relative comparisons between different mixtures or between different environments. KW - Admixtures KW - American Association of State Highway and Transportation Officials KW - Bridge decks KW - Cracking KW - Mix design KW - Shrinkage KW - Specifications KW - Test procedures KW - Thickness UR - http://www.udot.utah.gov/main/uconowner.gf?n=32698707987695563 UR - https://trid.trb.org/view/1442080 ER - TY - RPRT AN - 01622506 AU - Ohlms, Peter B AU - Roy, Kayleigh M AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - When Main Street Is a Highway: Addressing Conflicts Between Land Use and Transportation PY - 2016/12//Final Report SP - 42p AB - Major at-grade regional thoroughfares in Virginia are a source of conflict for planners because of the corridors’ dual, often competing, roles. For many Virginians, these routes are critical highways for cross-state travel, commuting, and movement of freight, with an emphasis on mobility and expectations of high travel speeds and limited stopping. For local residents in both long-established and developing communities, these corridors sometimes function as the community’s “main street,” providing access to homes and businesses, often at the cost of regional mobility. The purpose of this study was to identify solutions to this main street / highway conflict through a review of relevant regulations, identification of planning solutions that could be implemented by localities and the Virginia Department of Transportation (VDOT), and the highlighting of resources that could help with the process of identifying and implementing solutions. In addition, case studies were selected to serve as examples of how the conflict between local access and through mobility has been managed by public agencies in various contexts. The main street / highway conflict is fundamentally an issue of transportation and land use coordination. No individual solution can fully address the conflict. Because VDOT has limited influence over land use and development along state highways, a practice of strong interagency coordination, cooperation, and public participation is necessary. As VDOT develops roadway projects, it must respond to concerns of local stakeholders, in part by demonstrating how engineering solutions can lead to locally desired outcomes. The study recommends that VDOT consider the previously mentioned issues in refining an existing planning process for arterial highways that may reflect the main street / highway conflict. It also recommends that VDOT ensure that its planners working on major regional thoroughfares are familiar with (1) relevant design manuals, treatments, and concepts, such as context-sensitive urban thoroughfare design and unconventional intersection designs; and (2) methods to facilitate interagency coordination and public participation. KW - Access control (Transportation) KW - Arterial highways KW - Case studies KW - Development KW - Land use KW - Land use planning KW - Mobility KW - Recommendations KW - Regulations KW - Transportation planning KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/17-r13.pdf UR - https://trid.trb.org/view/1442186 ER - TY - RPRT AN - 01622505 AU - Hossain, M Shabbir AU - Ozyildirim, H Celik AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Investigation of Roller-Compacted Concrete for Use in Pavements in Virginia PY - 2016/12//Final Report SP - 58p AB - Roller-compacted concrete (RCC) is a stiff mixture of aggregate, cementitious materials, and water with zero slump. RCC is consolidated or compacted in the fresh state by use of a roller with or without vibration. RCC typically is placed with asphalt paving equipment in thicknesses of 4 to 8 in for pavement application. RCC has gained the attention of the paving industry in recent years because of its history of low cost, rapid construction, and durable performance. The Virginia Transportation Research Council conducted this laboratory study to gain familiarity with RCC technology and to develop guidelines for its use in the field. RCC mixtures were successfully produced in the laboratory using locally available materials, and their properties were measured. These mixtures achieved compressive strengths around 5,000 psi in 28 days and had properties similar to those of conventional concrete in terms of compressive strength, modulus of elasticity, modulus of rupture, and splitting tensile strength. A special provision was developed and used in the two field projects. The special provision was subsequently modified based on the field experience and is provided in the Appendix. Virginia Department of Transportation (VDOT) should implement the RCC specification developed in this study for regular VDOT use of RCC. Use of RCC should be considered in future field applications, particularly where fast construction of rigid (concrete) pavement is needed; an example of such an area would carry heavily loaded, slow-moving vehicles such as at intersections and access roads to truck or bus parking areas. VDOT should annually monitor the long-term performance of the two constructed RCC projects reviewed in this study over a period of at least 10 years. Evaluations should document joint efficiencies for load transfer (through testing with the falling weight deflectometer), any visual evidence of deterioration of asphalt at joints, and any other general signs of pavement distress that may occur. KW - Compressive strength KW - Field studies KW - Guidelines KW - Laboratory studies KW - Mix design KW - Pavement design KW - Paving KW - Recommendations KW - Roller compacted concrete KW - Roller compacted concrete pavements KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/17-r10.pdf UR - https://trid.trb.org/view/1442184 ER - TY - RPRT AN - 01622376 AU - Federal Highway Administration TI - Environmental Justice Considerations for Connected and Automated Vehicles PY - 2016/12 SP - 5p AB - Connected vehicles (CVs) and automated vehicles (AVs) are two rapidly emerging technologies with the potential to transform our communities and transportation system on a larger scale than anything we have seen since the construction of the U.S. Interstate Highway system. These technologies have justifiably led to high expectations for increased safety and mobility. CVs and AVs also hold strong promise to address the transportation needs of environmental justice (EJ) populations, but barriers to access may affect the full realization of the technologies’ benefits. The Federal Highway Administration (FHWA) defines EJ populations as low-income populations or minority populations who will be affected similarly by a proposed program, policy, or other activity funded by FHWA. As policy discussions, planning, and implementation for CVs and vehicle automation proceed, decision-makers should consider equity concerns and pursue policies to ensure that EJ populations do not experience disproportionately high and adverse human health or environmental effects. Adverse effects may include the denial of, reduction in, or significant delay in the receipt of benefits of FHWA programs, policies, or activities (FHWA Order 6640.23A). KW - Environmental justice KW - Equity (Justice) KW - Intelligent vehicles KW - Mobile communication systems KW - Policy KW - Technological innovations UR - http://www.fhwa.dot.gov/environment/environmental_justice/publications/cv_av/cvav.pdf UR - https://trid.trb.org/view/1441068 ER - TY - RPRT AN - 01622375 AU - Federal Highway Administration TI - Environmental Justice and Tolling: A Review of Tolling and Potential Impacts to Environmental Justice Populations PY - 2016/12 SP - 4p AB - Increasingly, tolling has become an integral part of transportation infrastructure as cities and States respond to urban mobility challenges and face decreased funding for transportation projects. Toll revenues are often essential to pay the capital cost of the toll facility, as well as its operations and maintenance. Expanded use of tolling has also been promoted during the last several Federal-aid Highway Program authorization periods. Environmental Justice (EJ) populations can be affected by tolling, but the impacts vary widely by context and type of project (i.e., full facility tolling or partial facility tolling; a.k.a., “managed lanes”). This fact sheet describes different planning-level tolling scenarios and their potential impacts on EJ populations as well as a project-level evaluation of tolling projects and questions that should be answered to understand the socioeconomic impact of tolls. KW - Environmental justice KW - Evaluation KW - Impacts KW - Socioeconomic factors KW - Tolls UR - http://www.fhwa.dot.gov/environment/environmental_justice/publications/ej_and_tolling/ejandtolling.pdf UR - https://trid.trb.org/view/1441067 ER - TY - RPRT AN - 01622374 AU - Baas, Jessica AU - Galton, Rachel AU - Biton, Anna AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - FHWA Bicycle-Pedestrian Count Technology Pilot Project – Summary Report PY - 2016/12//Final Report SP - 34p AB - This report summarizes the Federal Highway Administration (FHWA)’s one-year Bicycle-Pedestrian Count Technology Pilot Project. The purpose of the pilot project was to increase the organizational and technical capacity of Metropolitan Planning Organizations (MPOs) to establish and operate effective bicycle and pedestrian count programs, and to provide lessons learned for peer agencies across the country. FHWA selected ten MPOs from across the country to participate in the pilot, and this report highlights their experiences with identifying count locations; selecting and installing count technology; and collecting and using the count data. The report concludes with the key benefits and lessons learned identified by the MPOs throughout the course of the project. KW - Bicycle counts KW - Cyclists KW - Information processing KW - Location KW - Metropolitan planning organizations KW - Pedestrian counts KW - Pilot studies KW - Traffic counting KW - Traffic counts UR - http://www.fhwa.dot.gov/environment/bicycle_pedestrian/countpilot/summary_report/fhwahep17012.pdf UR - https://trid.trb.org/view/1441066 ER - TY - SER AN - 01622268 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Popovics, John S AU - Spalvier, Agustin AU - Hall, Kerry S AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of PCC Pavement and Structure Coring and In Situ Testing Alternatives PY - 2016/12//Final Report SP - 135p AB - The objectives of this research are to evaluate core strength correction factors considering a range of pertinent factors that are encountered in the field, and to investigate more practical core field curing practices that provide best estimates of in‐place concrete strength. The effect of core condition (including presence of embedded rebar) and core conditioning procedures (dry and wet) on the measured compressive strength of the core sample was considered. Another objective of the research was to evaluate the utility of practical non‐destructive testing (NDT) methods for estimating in‐place concrete strength that could be used to reduce the amount of required coring or to provide an estimate of in situ strength for locations that cannot be cored, such as in precast prestressed beams. The results of in‐place cylinder and core strength tests were statistically compared. This study shows that using dry‐conditioned cores with the correction factors 1.05 for PV/SI cores without rebar, 1.08 for PV/SI cores with rebar, and 1.03 for PS cores without rebar yields the most confident strength estimations. Dry‐conditioned core strength data show less variability than the data from wet‐conditioned cores. The presence of rebar had minor effect on core strength. Non‐destructive testing methods can be used to establish correlation curves to estimate in‐place strength; several methods were characterized analyzing their variability and sensitivity. Results from this study can assist the Illinois Department of Transportation (IDOT) in establishing procedures to estimate the in‐place strength of concrete with greater accuracy; such information could be used by IDOT to improve implementation of pay‐for‐performance specifications for Portland cement concrete (PCC) construction. KW - Comparative analysis KW - Compressive strength KW - Concrete pavements KW - Construction management KW - Cores (Specimens) KW - Field tests KW - Nondestructive tests KW - Quality control UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=5109 UR - https://trid.trb.org/view/1440561 ER - TY - RPRT AN - 01622261 AU - Chesner, Warren H AU - McMillan, Nancy J AU - Chesner Engineering , P.C. AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Real Time Laser Scanning of Aggregate Materials in Highway Construction PY - 2016/12//Final Report SP - 62p AB - The quality and service life of the roadways that make up the highway transportation infrastructure are dependent upon the selection and use of high quality aggregate materials. Five state transportation agencies participated in this Transportation Pooled Fund (TPF) study, which was designed to demonstrate the use of laser scanning as a means to assess, in real-time, the quality of aggregate used in highway construction. Participating states included Kansas, New York, Ohio, Oklahoma, and Pennsylvania. The referenced technology is based on a process referred to as Laser Induced Breakdown Spectroscopy (LIBS). In this process, a high-powered laser pulse is used to excite atoms that make up the aggregate. This excitation results in the emission of light from a range of unique wavelengths (spectrum) that can be thought of as a “fingerprint” of the material. The development of a database of spectra or fingerprints of many aggregate materials with known engineering properties provides the basis for employing numerical techniques (models), similar to “fingerprint matching,” to identify the properties of unknown aggregate material. Scanning data generated in this demonstration show that the technology can differentiate between approved and unapproved aggregate sources. It has the potential to quantify specific test parameters such as acid insoluble residue (AIR), Micro-Deval loss, and specific gravity, as well as to identify the presence of deleterious materials, such as reactive chert, ASR and ACR, and D-cracking susceptible aggregate. It can be used to identify the aggregate source or sources of a stockpile of unknown material(s). A total of 113 aggregates supplied by the participating states were laser-scanned using a field prototype system located in a field materials testing laboratory in South Bethlehem, New York. The analyses in this demonstration focused on specific gravity (bulk and SSD) and absorption, D-cracking, acid insoluble residue, Micro-Deval, and Los Angeles (LA) Abrasion Loss. The results show that laser scanning can successfully predict the properties of aggregate, opening up a whole new way of analyzing aggregate materials. Based on the results presented, recommended future work is outlined, some of which has been initiated and presented herein to refine the scanning and modeling process to enhance data quality. KW - Absorption KW - Acid insoluble residue KW - Aggregates KW - D cracking KW - Laser induced breakdown spectroscopy KW - Laser scanning KW - Los Angeles Abrasion Test KW - Micro-Deval Abrasion Test KW - Quality control KW - Real time information KW - Specific gravity UR - http://dmsweb.ksdot.org/AppNetProd/docpop/docpop.aspx?clienttype=html&docid=9750838 UR - https://trid.trb.org/view/1440694 ER - TY - RPRT AN - 01620428 AU - Tayabji, Shiraz AU - Brink, Wouter AU - Applied Research Associates AU - Federal Highway Administration TI - FHWA Project R05 IAP Funded Project Case Study: Texas Precast Concrete Pavement Intersection Demonstration Project PY - 2016/12//Final Report SP - 35p AB - The production use of precast concrete pavement (PCP) has come a long way over the last 15 years. The technology is gaining wider acceptance in the U.S. for rapid repair and rehabilitation of concrete pavements as well as for heavily trafficked asphalt concrete pavements and intersections. Several U.S. highway agencies, including Caltrans, Illinois Tollway, and the New Jersey, New York, and Utah State Departments of Transportation, have implemented the PCP technology, and other agencies have constructed demonstration projects. In the U.S., the PCP technology is being used on concrete pavements for intermittent repairs (full-depth joint repairs or full panel replacement) and for continuous applications (longer length/wider area rehabilitation) with service life expectations of at least 20 years for intermittent repairs and at least 40 years for continuous applications, without significant future corrective treatment. The use of PCP on asphalt pavements includes the replacement of ramps, intersections and bus pads. The Strategic Highway Research Program 2 (SHRP2) Project R05 was conducted from 2008 to 2012 to develop technical information and guidelines that would encourage the rapid and successful adoption of PCP technology. In 2013, the SHRP2 Implementation Assistance Program (IAP) was created to help State DOTs, metropolitan planning organizations, and other interested organizations deploy SHRP2-developed products to deliver more efficient, costeffective solutions to meet the complex challenges facing transportation agencies. On March 28, 2014, the Federal Highway Administration—in partnership with the American Association of State Highway and Transportation Officials—announced the selection of several transportation agencies receiving implementation and technical assistance awards as part of round 3 of the SHRP2 IAP. The Texas Department of Transportation, one of the agencies selected as a lead adopter of Project R05 technology, received an award of $300,000 to help offset the cost of constructing a PCP project. This case study report provides details of the 2016 PCP use for rehabilitation of a distressed asphalt concrete pavement at the intersection of Route 97 and Route 72 in McMullen/LaSalle County, Texas. KW - Asphalt concrete pavements KW - Case studies KW - Demonstration projects KW - Intersections KW - Precast concrete pavements KW - Rehabilitation (Maintenance) KW - Strategic Highway Research Program 2 KW - Texas UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif17017.pdf UR - https://trid.trb.org/view/1440804 ER - TY - RPRT AN - 01620426 AU - Dusicka, Peter AU - Lopez, Alvaro AU - Portland State University AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Impact of Cascadia Subduction Zone Earthquake on the Seismic Evaluation Criteria of Bridges PY - 2016/12//Technical Report SP - 163p AB - A large magnitude long duration subduction earthquake is impending in the Pacific Northwest, which lies near the Cascadia Subduction Zone (CSZ). Great subduction zone earthquakes are the largest earthquakes in the world and are the sole source zones that can produce earthquakes greater than M8.5. For this reason, structures such as reinforced concrete bridges are facing high seismic hazards and risk. The seismic risk used for the bridge design and retrofit is defined by hazard maps of ground acceleration values. The maps combine multiple regional sources of ground shaking using a Probabilistic Seismic Hazard Analysis (PSHA). Each source has a different intensity, probability of occurrence, and distance to a specific location. One key source of ground shaking in PSHA in Oregon is from the Cascadia Subduction Zone; however, a CSZ has several potential scenarios (M8.3 and M9.0) that can have significantly different ground motion estimates as a standalone event than what is captured in the values derived from PSHA. In this study, a computer model called CSZ14 was developed to obtain the acceleration values expected from a full rupture CSZ event. These values were also compared to previous CSZ models as well as to uniform hazard of various return periods from the United States Geological Survey (USGS) hazard adopted in 2002, which continues to be used for the current design of bridges. Also, the increased duration of a CSZ earthquake may result in more structural damage than expected. Recent long duration subduction earthquakes occurred in Maule, Chile (Mw 8.8, 2010) and Tohoku, Japan (Mw 9.0, 2011) are a reminder of the importance of the effect ground motion duration on structural performance. As part of the research on the potential impacts, the dynamic performance of circular reinforced concrete bridge columns was experimentally evaluated using shake table tests by comparing the column response from crustal and subduction ground motions. Three continuous reinforced columns and three laps-spliced columns were tested using records from 1989 Loma Prieta, 2010 Maule and 2011 Tohoku. The results demonstrated that duration of the motion can affect the imposed damage and the displacement capacity of the bridge column. KW - Cascadia Subduction Zone KW - Columns KW - Earthquake resistant design KW - Earthquakes KW - Evaluation KW - Oregon KW - Reinforced concrete bridges KW - Retrofitting KW - Risk analysis KW - Seismicity KW - Time duration UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR770_Cascadia_Subduction.pdf UR - https://trid.trb.org/view/1440933 ER - TY - RPRT AN - 01620250 AU - Hueste, Mary Beth D AU - Mander, John B AU - Baie, Reza AU - Parkar, Anagha S AU - Parchure, Akshay AU - Prouty, Jennifer Michelle AU - Sarremejane, Tristan AU - Texas A&M Transportation Institute, College Station AU - Texas Department of Transportation AU - Federal Highway Administration TI - Continuous Prestressed Concrete Girder Bridges. Volume 2: Analysis, Testing, and Recommendations PY - 2016/12//Technical Report SP - 271p AB - The Texas Department of Transportation designs typical highway bridge structures as simple span systems using standard precast, pretensioned girders. Spans are limited to about 150 ft due to weight and length restrictions on transporting the precast girder units from the prestressing plant to the bridge site. Such bridge construction, while economical from an initial cost point-of-view, may become somewhat limiting when longer spans are needed. This project focused on developing additional economical design alternatives for longer span bridges with main spans ranging from 150–300 ft, using continuous precast, prestressed concrete bridge structures with in-span splices. Phase 1 of this study focused on evaluating the current state-of-the-art and practice relevant to continuous precast concrete girder bridges and recommending suitable continuity connections for typical Texas bridge girders; the findings are documented in the Volume 1 project report. This report summarizes Phase 2 of the research including detailed design examples for shored and partially shored construction, results of a parametric design study, and results of an experimental program that tested a full-scale girder containing three splice connections. The parametric design study indicated that for bridges spanning from 150–300 ft, continuous precast, prestressed concrete girder bridges with in-span splices can provide an economical alternative to steel girder bridges and segmental concrete box girder construction. The tested splice connections performed well under service level loads. However, the lack of continuity of the pretensioning through the splice connection region had a significant impact on the behavior at higher loads approaching ultimate conditions. Improved connection behavior at ultimate conditions is expected through enhanced connection details. Recommendations for design of continuous spliced precast girders, along with several detailing suggestions are discussed in the report. KW - Bridge design KW - Continuous girder bridges KW - Long span bridges KW - Precast concrete KW - Prestressed concrete KW - Prototype tests KW - Recommendations KW - Shoring KW - Spliced girders KW - Texas UR - http://tti.tamu.edu/documents/0-6651-2.pdf UR - https://trid.trb.org/view/1440502 ER - TY - SER AN - 01619960 JO - Technote PB - Federal Highway Administration AU - De la Varga, Igor TI - Dimensional Stability of Grout-Like Materials Used in Field-Cast Connections PY - 2016/12 SP - 12p AB - The wide use of grouts and grout-like materials in the construction industry is seen in applications such as joint sealing, structural repair, and connections in prefabricated bridge elements (PBEs). Currently, different types of grouts are available (e.g., epoxy-based, cementitious-based, etc.). The selection of the most appropriate grout type is commonly based on the application in which it is used and the desired performance. Grouts for transportation applications typically require high-performance properties such as rapid strength development and superior durability characteristics. However, dimensional stability issues (i.e., expansion and shrinkage) have been observed in various applications with different grout types but especially in cases where cementitious grouts were used, due mainly to their inherent shrinking behavior. This document provides information about the current approaches to quantifying the dimensional stability of grouts and groutlike materials, including those cementitious grouts known as “non-shrink cementitious grouts (NSCGs),” and highlights some of the limitations of the test methods currently in use. Additional material testing methods to better quantify dimensional stability are also proposed, as well as strategies to help mitigate some of the shrinkage observed in these types of materials KW - Cement grouts KW - Dimensional stability KW - Grout KW - Shrinkage KW - Test procedures UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/bridge/16080/16080.pdf UR - https://trid.trb.org/view/1440496 ER - TY - RPRT AN - 01619959 AU - Tayabji, Shiraz AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - FHWA Project R05 IAP Funded Project Case Study: New Britain Bus Pads Precast Concrete Pavement Demonstration Project PY - 2016/12//Final Report SP - 35p AB - The production and use of precast concrete pavement (PCP) has come a long way over the last 15 years. The technology is gaining wider acceptance in the U.S. for rapid repair and rehabilitation of concrete pavements as well as for heavily trafficked asphalt concrete pavements and intersections. Several U.S. highway agencies have implemented the PCP technology, and other agencies have constructed demonstration projects. In the U.S., the PCP technology is being used for intermittent repairs (full-depth joint repairs or full panel replacement) and for continuous applications (longer length/wider area rehabilitation) with service life expectations of at least 20 years for intermittent repairs and at least 40 years for continuous applications, without significant future corrective treatment. Strategic Highway Research Program 2 (SHRP2) Project R05 was conducted from 2008 to 2012 to develop technical information and guidelines that would encourage the rapid and successful adoption of PCP technology. In 2013, the SHRP2 Implementation Assistance Program (IAP) was created to help State highway agencies, metropolitan planning organizations, and other interested organizations deploy SHRP2-developed products to deliver more efficient, cost-effective solutions to meet the complex challenges facing transportation agencies. On August 7, 2015, the Federal Highway Administration—in partnership with the American Association of State Highway and Transportation Officials—announced the selection of 21 transportation agencies receiving implementation and technical assistance awards as part of Round 6 of the SHRP2 IAP. The Connecticut Department of Transportation, one of the agencies selected as a lead adopter of Project R05 technology, received an award of $150,000 to help offset the cost of constructing a PCP project. Connecticut also received user-incentive funds, in the amount of $75,000, for the development of plans, specifications, and estimates (PS&E) related technology transfer activities leading to agency-wide adoption of PCP technology. This case study report provides details of the 2016 PCP use for rehabilitation of two distressed asphalt concrete bus pads along a section of the busway of CTfastrak, a bus rapid transit system in New Britain, Connecticut. KW - Bus rapid transit KW - Bus stops KW - Busways KW - Case studies KW - CTfastrak KW - New Britain (Connecticut) KW - Pavement design KW - Precast concrete pavements KW - Rehabilitation (Maintenance) KW - Strategic Highway Research Program 2 UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif17015.pdf UR - https://trid.trb.org/view/1440491 ER - TY - RPRT AN - 01619023 AU - Knudson, Tony AU - Oregon Department of Transportation AU - Federal Highway Administration TI - FY 2017 Oregon Transportation Needs and Issues Survey PY - 2016/12//Final Report SP - 78p AB - The Oregon Department of Transportation (ODOT) collects data from Oregon residents through the Transportation Needs and Issues Survey to: assess perceptions about the transportation system; determine how the system is used; and identify transportation-related concerns. The Oregon Transportation Needs and Issues Survey was first conducted in 1993 and has been done roughly every two years. The latest survey was completed in Autumn 2016 (State fiscal year (FY) 2017). This report summarizes the results of the FY 2017 survey. For some reoccurring questions, results are also compared to past surveys. KW - Customer satisfaction KW - Needs assessment KW - Oregon Department of Transportation KW - Public opinion KW - Surveys KW - Transportation planning KW - Trend (Statistics) UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/TNIS2017Final_v07_121316.pdf UR - https://trid.trb.org/view/1439995 ER - TY - RPRT AN - 01618827 AU - Otto, Jay AU - Finley, Kari AU - Ward, Nicholas J AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - An assessment of traffic safety culture related to driving after cannabis use PY - 2016/12//Final Report SP - 80p AB - The purpose of this project was to develop a better understanding of the traffic safety culture (i.e., shared values, beliefs, and attitudes) of driving under the influence of cannabis (DUIC). A survey was developed based on an augmented integrated model of behavior and was implemented using mailed and internet-based methods. Adults age 18 and older from the U.S. responded. Two states with legalized recreational use of cannabis (Colorado and Washington) were oversampled. The survey measured DUIC behavior, intention, willingness, attitudes, behavioral beliefs, perceived norms, and perceived control. About half of the individuals who had used cannabis in the past 12 months reported driving within four hours of use. Partial correlation coefficients showed that many components of the model correlated with willingness to DUIC. Significant differences in attitudes and beliefs were found between non-users of cannabis, users of cannabis, and those who DUIC. No differences in beliefs or attitudes were found between states with and without legalized recreational use laws nor between states with legalized medical use laws. Recommendations for strategies to reduce DUIC are provided. KW - Attitudes KW - Behavior KW - Drugged drivers KW - Highway safety KW - Legal factors KW - Marijuana KW - Recreational use statutes KW - Safety culture KW - Surveys KW - United States UR - http://www.mdt.mt.gov/other/webdata/external/research/docs/research_proj/tsc/DUIC_FINAL_REPORT.pdf UR - https://trid.trb.org/view/1439979 ER - TY - ABST AN - 01617672 TI - Traffic Control Device (TCD) Consortium AB - This project is being created to convert Pooled Fund Project TPF-5(065) to the "New" Pooled Fund Procedures. All new Funding Commitments will need to be made on the Pooled Fund Website to this new project and all new funds will be transferred to the Lead State/Agency by the partners. The Lead State/Agency will have the responsibility for Receiving, Obligating, Expending, and Balancing the funding for this project. This project aims to assemble a consortium composed of regional, state, local entities, appropriate organizations and the Federal Highway Administration (FHWA) to (1) establish a systematic procedure to select, test, and evaluate approaches to novel Traffic Control Devices (TCD) concepts as well as incorporation of results into the Manual on Uniform Traffic Control Devices (MUTCD); (2) select novel TCD approaches to test and evaluate; (3) determine methods of evaluation for novel TCD approaches; (4) initiate and monitor projects intended to address evaluation of the novel TCDs; (5) disseminate results; and 6) assist MUTCD incorporation and implementation of results. KW - Evaluation and assessment KW - Implementation KW - Manual on Uniform Traffic Control Devices KW - Test procedures KW - Traffic control devices UR - http://www.pooledfund.org/Details/Study/281 UR - https://trid.trb.org/view/1435390 ER - TY - ABST AN - 01617673 TI - The Influence of Vehicular Live Loads on Bridge Performance (modified 7/2013) 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 by environmental action KW - Live loads KW - Performance KW - Truck traffic KW - Weight measurement UR - http://www.pooledfund.org/Details/Study/519 UR - https://trid.trb.org/view/1435379 ER - TY - ABST AN - 01624291 TI - Research Support for Implementing Security, Emergency Management, and Infrastructure Protection at State Transportation Agencies AB - The objective of this research is to provide support services to assist the American Association of State Highway and Transportation Officials (AASHTO) Special Committee on Transportation Security and Emergency Management (SCOTSEM) in accomplishing the goals, objectives, and activities outlined in the SCOTSEM 2017 Work Plan. The scope of these services encompasses the following three tasks, plus any necessary project administration tasks: (1) Outreach and Stakeholder Engagement - The research team will assist with various stakeholder outreach activities in order to raise the awareness of security, infrastructure protection, emergency management, and transportation resilience topics. Support services provided for in this task may include but are not limited to: Identify and recommend opportunities for engagement with external stakeholder groups, events, and activities; Develop informational material concerning security, infrastructure protection, or emergency management topics; and Develop briefing and presentation materials for use by the SCOTSEM Leadership Team. (2) Research Results Dissemination - The research team will assist with the development of documents outlining activities for disseminating research results into practice. The research team will also assist in the development of research needs and problem statements. Support services provided for in this task may include but are not limited to: Synthesizing and curating previous research results, case histories, and recommendations; Classification and recommendations of research products to be considered for adoption and/or balloting by the AASHTO community; Analyzing trends in system resilience affecting the SCOTSEM mission or identifying new areas of research; and Drafting Research Problem Statements and Research Synthesis Statements. (3) Work Plan Implementation - The research team will work with and provide strategic and professional support to the SCOTSEM as it relates to its 2017 Work Plan and Research Program. The research team will provide ad hoc advice and support to the SCOTSEM Leadership Team concerning other AASHTO and Transportation Research Board (TRB) initiatives that may influence or be influenced by the SCOTSEM. Key support services carried out under this task may include but are not limited to: Assisting the SCOTSEM Leadership Team and AASHTO staff by helping organize, participating in, and reporting on SCOTSEM committee meetings, NCHRP panel meetings, working group calls, the SCOTSEM Annual Conference and other events; Assisting in developing SCOTSEM Leadership Team/Technical Working Group/Regional Working Group 2018 Work Plans; and Drafting the 2017 Annual Performance Assessment and Activity Reports. KW - American Association of State Highway and Transportation Officials KW - Disaster resilience KW - Emergency management KW - Guidelines KW - Information dissemination KW - Infrastructure KW - Outreach KW - Security KW - Stakeholders KW - State departments of transportation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4306 UR - https://trid.trb.org/view/1447424 ER - TY - SER AN - 01625804 JO - TechBrief PB - Federal Highway Administration TI - Open Source Surrogate Safety Assessment Model, 2017 Enhancement and Update: SSAM v3.0 PY - 2016/11/17 SP - 2p AB - This TechBrief describes the development of an open source surrogate safety assessment model (SSAM) software with improved safety measures, 3D conflict graphics, and advanced computing enhancements. SSAM is a popular safety tool box that utilizes the microscopic traffic simulation vehicle trajectories to generate safety performance measures such as: Minimum time to collision (TTC); Minimum post-encroachment time (PET); Initial deceleration rate (DR); Maximum speed (MaxS); Maximum relative speed difference (DeltaS); Location of the conflict event (CLSP, CLEP); and Maximum “post collision” DeltaV (MaxDeltaV). KW - Microsimulation KW - Surrogate Safety Assessment Model KW - Traffic conflicts KW - Traffic safety KW - Traffic simulation KW - Vehicle trajectories UR - http://www.fhwa.dot.gov/publications/research/operations/17027/17027.pdf UR - https://trid.trb.org/view/1442727 ER - TY - ABST AN - 01616416 TI - Guide for Pedestrian and Bicycle Safety at Alternative Intersections and Interchanges (A.I.I.) AB - New alternative intersection and interchange designs – including Diverging Diamond Interchanges (DDI), Displaced Left-Turn (DLT) or Continuous Flow Intersections (CFI), Restricted Crossing U-Turn (RCUT) intersections, Median U-Turn (MUT) intersections, Quadrant Roadway (QR) intersections – are being built in the United States. These designs may involve reversing traffic lanes from their traditional directions, which may introduce confusion and create safety issues for pedestrians and bicyclists. In addition, pedestrian paths and bicycle facilities may cross through islands or take different routes than expected. These new designs are likely to require additional information for drivers, cyclists, and pedestrians as well as better accommodations for pedestrians and bicyclists, including pedestrians with disabilities. A central concern with alternative intersections is how to provide information to pedestrians, bicyclists, and drivers about the direction of car traffic, pedestrian crossing, and bicycle facilities particularly when those new intersection designs feature unfamiliar traffic flows and patterns. The concern is acute for visually impaired pedestrians, who require information about the alignment of crosswalks, signal controls, crossing times, direction of traffic, and direction through islands. Consistency in how information is provided is important as well; for example, various types of paths and lane markings are being used for bicyclists, with little information about the advantages and disadvantages of different strategies. The objective of this research is to develop a guide for transportation practitioners to improve and integrate pedestrian and bicycle safety considerations at alternative intersections and interchanges (AII) through planning, design, and operational treatments that (1) identifies and evaluates current practices, and emerging technologies and trends, in the U.S. and internationally; (2) describes current best practices for measuring the effectiveness of such AII treatments; (3) evaluates the safety and operational outcomes of specific AII treatments; and (4) identifies and ranks treatments for typical types of projects. The primary focus of the research is roadway functional classifications of collector and above. The approaches to evaluate pedestrian and bicycle treatments can be separate, but implementation of the treatments should be coordinated. The guide should address a broad range of issues related to improved pedestrian and bicycle safety at AII such as, but not limited to, the following: (1) Describing new and emerging AII designs (e.g., Diverging Diamond Interchanges (DDI), Displaced Left-Turn (DLT) or Continuous Flow (CFI) intersections, Restricted Crossing U-Turn (RCUT) intersections, Median U-Turn (MUT) intersections, Quadrant Roadway (QR) intersections) and evaluating their impacts on pedestrians and bicyclists; (2) Documenting domestic and international best practices for integrating pedestrian and bicyclist movements into AII designs; (3) For each AII type, documenting key considerations such as wayfinding, accommodation for pedestrians with disabilities (including visually and hearing impaired), delay for pedestrians and cyclists, and safety for pedestrians and cyclists; (4) Documenting benefits and trade-offs of pedestrian and bicycle AII design and operational treatments; (5) Developing a design and operational matrix for evaluating, selecting, and incorporating pedestrian and cyclist safety considerations for AII treatments; (6) Designing and implementing one or more approaches (e.g., simulation, case studies, modeling, scenario planning) to evaluate the impacts of AII on pedestrian and bicyclist behavior; and (7) Providing a foundation for future data collection to produce Crash Modification Factors (CMFs). While the guide should be directly applicable to most situations, it should also outline decision-making processes and criteria that would assist agencies in identifying flexible solutions. KW - Bicycle travel KW - Data collection KW - Diamond interchanges KW - Diverging traffic KW - Interchanges and intersections KW - Left turns KW - Pedestrian safety KW - Traffic safety UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4183 UR - https://trid.trb.org/view/1434989 ER - TY - ABST AN - 01620022 TI - Research for AASHTO Standing Committee on Highways. Task 400. Effect of Elevation on Rolling Thin Film Oven Aging of Asphalt Binders AB - The objective of this research is to develop a standard method for adjusting rolling thin film oven (RTFO) aging times based on laboratory elevation. This adjustment shall eliminate the inconsistencies in test results obtained from laboratories at different elevations. KW - Aging (Materials) KW - Asphalt pavements KW - Binders KW - Films (Coatings) KW - Laboratory tests KW - Ovens KW - Rolling UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4232 UR - https://trid.trb.org/view/1440773 ER - TY - SER AN - 01625802 JO - TechBrief PB - Federal Highway Administration TI - Microscopic Traffic Simulation Models and Software: An Open Source Approach PY - 2016/11/11 SP - 4p AB - This TechBrief describes research on the development of an open source microscopic traffic simulation software with proven traffic models, advanced computing algorithms, and a distributed/cross platform application programming interface. The research was conducted between 2008 and 2017. The ETFOMM (Enhanced Transportation Flow Open-source Microscopic Model) Cloud Service (ECS) is a software product sponsored by the U.S. Department of Transportation (DOT) in conjunction with the Federal Highway Administration’s (FHWA’s) “Microscopic Traffic Simulation Models and Software - An Open Source Approach” project. ETFOMM’s primary components are the core microscopic traffic simulation engine (ESE), a graphical user input editor (ETEditor), a 3D traffic visualization tool (ETAnimator), and a database in cloud service environment (ECS). ETFOMM has been tested in a Mississippi Department of Transportation Integrated Corridor Management Project, and is being used in a connected vehicle research project at the Saxton Transportation Operations Lab at FHWA’s Turner Fairbank Highway Research Center. ETFOMM supports traffic signal controller hardware-in-the-loop simulation and will support connected vehicle communication-in-the-loop simulation. KW - Cloud computing KW - Communication in the loop simulation KW - Connected vehicles KW - Hardware in the loop simulation KW - Integrated corridor management KW - Microsimulation KW - Mississippi Department of Transportation KW - Open source software KW - Traffic models KW - Traffic signal controllers KW - Traffic simulation UR - http://www.fhwa.dot.gov/publications/research/operations/17028/17028.pdf UR - https://trid.trb.org/view/1442728 ER - TY - ABST AN - 01616177 TI - Incorporating Road Safety Planning in the Highway Safety Manual AB - The first edition of the American Association of State Highway and Transportation Officials (AASHTO) Highway Safety Manual (HSM) published in 2010 provides three major tools for highway agencies: (1) a roadway safety management process to identify sites with potential for safety improvement, diagnose conditions at the site, and select and prioritize countermeasures for implementation; (2) predictive methods for estimating changes in crash frequencies of alternative designs for an existing facility under past or future traffic volumes and for designs of a new facility under future (forecast) traffic conditions; and (3) a catalog of crash modification factors that can be used to estimate how effective a countermeasure or set of countermeasures will be in reducing crashes at a specific location. The HSM procedures provide robust methods for conducting spot-specific safety analyses known as micro-level analyses. These micro-level analyses can either be in reaction to evaluating alternatives to fix an identified black spot (i.e., reactive), or as part of an entirely new facility planned for an area (i.e., proactive). Micro-level analysis procedures such as the predictive method and Crash Modification Factors presented in the HSM are significant tools that highway agencies are beginning to integrate into their safety management and design procedures and practices. Further, agency personnel are becoming more knowledgeable about and comfortable with the theory and statistical concepts in the manual through use of such tools as Safety Analyst, the Interactive Highway Safety Design Model (IHSDM), and spreadsheet tools developed by state departments of transportation. Micro-level analysis tools are suitable for analysis of specific intersections or roadway segments. They make it possible to consider the safety impacts of alternative design features such as number or type of lanes, shoulder width, or intersection control. In contrast to micro-level analysis procedures for spot-specific or corridor situations, macro-level analysis procedures perform analyses on an area-wide basis—entire neighborhoods, cities, and/or regions. Macro-level analysis procedures can complement micro-level tools by explicitly considering area-wide impacts of planned land use and/or transportation projects, something that micro-level tools do not address. Macro-level analysis procedures would be used to incorporate safety prediction into area-wide long-range transportation system planning, programming, and policy development. The absence of macro-level safety analysis procedures in the HSM is a gap in knowledge that has been precluding reliable quantitative safety procedures in road safety planning. The outcomes from this research could be applied immediately by state and metropolitan planning organization (MPO) planners and could be used as a consideration in community-wide safety goals and support analyses to meet MAP-21 performance requirements. The work also has the potential to be utilized as part of Strategic Highway Safety Plan or community-specific transportation safety action plans. The primary objectives of this research are to (1) develop quantitative macro-level safety prediction models for use by transportation planners at state departments of transportation or MPOs; (2) provide guidance to state and MPO planners on application of these models and integration of the model results into agency planning procedures; (3) provide training and outreach on the methods developed; and (4) develop a quantitative safety planning chapter for the AASHTO HSM, including simple spreadsheet or web-based tools for applying the methods. KW - Countermeasures KW - Crash data KW - Forecasting KW - Highway safety KW - Highway Safety Manual KW - Metropolitan planning organizations KW - Safety management KW - Traffic volume UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4200 UR - https://trid.trb.org/view/1429233 ER - TY - ABST AN - 01616141 TI - Catch Basin Inserts for Ohio Roadways AB - The goal of this research is to identify options for expanding Ohio Department of Transportation's (ODOT's) suite of approved post construction best management practices (BMPs) to meet National Pollutant Discharge Elimination System (NPDES) Construction General Permit (OHC000004) requirements by considering BMPs that are inserted into catch basins. The research should determine if any commercially available catch basin inserts would provide sufficient treatment performance to be accepted as a post construction BMP to treat water quality as discussed in ODOT's Location and Design Manual, Volume 2, Section 1115. ODOT would also like to assess the level of effort required to maintain the catch basin inserts. If catch basin inserts are identified that meet treatment standards and are acceptable from a maintenance perspective, ODOT would like to use this research to propose acceptance from OEPA of the inserts as an approved post construction BMP for transportation projects. The research will also be used to inform development of ODOT-specific acceptance specifications and maintenance procedures. KW - Best practices KW - Catch basins KW - Construction KW - Environmental protection KW - Maintenance practices KW - Ohio KW - Ohio Department of Transportation KW - Specifications KW - Water pollution KW - Water quality management UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Pages/Project_Details.aspx?View={D7C72556-2ABC-4830-BDFF-6C02603A792B}&FilterField1=State%5Fx0020%5FJob%5Fx0020%5F%5Fx0023%5F&FilterValue1=135444 UR - https://trid.trb.org/view/1429156 ER - TY - SER AN - 01618810 JO - TechBrief PB - Federal Highway Administration TI - Traffic Bottlenecks: Identification and Solutions PY - 2016/11/04 SP - 4p AB - This document is a technical summary of the Federal Highway Administration report, “Traffic Bottlenecks: Identification and Solutions” (FHWA-HRT-16-064). This TechBrief describes research on modernized congestion identification and cost-effective mitigation strategies that are not dependent on advanced vehicle technology. The research was conducted between 2013 and 2016. KW - Bottlenecks KW - Congestion management systems KW - Detection and identification KW - Traffic congestion KW - Traffic mitigation UR - http://www.fhwa.dot.gov/publications/research/operations/16064/16064.pdf UR - http://www.fhwa.dot.gov/publications/research/operations/17019/17019.pdf UR - https://trid.trb.org/view/1437079 ER - TY - ABST AN - 01617675 TI - Stormwater Testing and Maintainability Center AB - The specific aim of this proposal is to provide funding for the Stormwater Technology Testing Center (STTC) calibration through completion, refinement, and testing of run protocols and business procedures. Proper calibration is essential to assure fair, repeatable, and defensible results when measuring maintainability. In support of Federal Highway Administration (FHWA) research initiatives (for SP&R funds), the STTC and associated calibrated protocols and procedures will be ideal for downstream Technology Transfer opportunities nationwide. Further, once the facility is fully operational with calibrated run protocols and procedures, stormwater treatment research will be possible, and the run protocols and procedures can be applied to new testing facilities. KW - Calibration KW - Drainage KW - Runoff KW - Technology transfer KW - Test facilities KW - Test procedures UR - http://www.pooledfund.org/Details/Study/607 UR - https://trid.trb.org/view/1435437 ER - TY - ABST AN - 01613500 TI - Effect of Clay Content on Alkali-Carbonate Reactive (ACR) Dolomitic Limestone AB - The objective of this research will be to investigate the hypothesis that clay content plays an overarching role in alkali-carbonate reactive (ACR) expansion and deterioration. This study will determine the effect of clay content on alkali-carbonate reactive dolomitic limestone listed in the Louisiana's Department of Transportation and Development (LADOTD’s) Approved Materials List (AML). KW - Alkali silica reactions KW - Clay KW - Deterioration KW - Dolomite KW - Expansion KW - Limestone KW - Materials UR - https://trid.trb.org/view/1427118 ER - TY - ABST AN - 01613499 TI - Evaluating the Effectiveness of Regulatory and Warning Signs on Driver Behavior Near Highway/Rail Crossings AB - The primary objective of this research project is to evaluate the effectiveness of regulatory and warning signs on driver behavior by analyzing the effectiveness of specific signage in reducing instances of stopped vehicles within the dynamic envelope of at-grade highway-rail crossings near roadway intersections. Specifically, the main objectives are to conduct a review of completed and ongoing studies that relate to using signage to improve safety; confirm, with the Louisiana Department of Transportation and Development (LADOTD), the list of locations with known problems of stopped vehicles within the dynamic envelope of crossings; equip the selected locations with traffic data collection devices and collect “before” data; install accompanying signage at selected locations; collect “after” traffic data; and determine the effectiveness of the signage through comparative analysis of “before” and “after” data. KW - Before and after studies KW - Behavior KW - Drivers KW - Intersections KW - Railroad grade crossings KW - Safety KW - Signaling KW - Traffic data UR - https://trid.trb.org/view/1427117 ER - TY - ABST AN - 01613085 TI - Storm Water BMP Tool Implementation Testing AB - Gresham, Smith, and Partners (GS&P) completed the ORIL 2015-7 research project for the ORIL Research Initiative for Locals (ORIL) in September 2015. One of the primary deliverables from the research was a storm water best management practice (BMP) selection tool (Tool) targeted for use by Locals. The Tool's performance was tested by the Technical Advisory Committee and GS&P for quality conformance. This new project will conduct a "pilot test" with up to three Local entities to confirm the ease of use of the tool and usefulness of the outputs as applied to actual projects over several months. The goals of this project include providing training on use of the tool to individuals at each of the selected pilot groups, providing feedback to ORIL and providing information to guide potential future users and promotion of the BMP Selection Tool. The objective of this project will be to gather data on the tool to gain an understanding of the use of the tool and to determine the next steps for possible statewide implementation of the tool. KW - Best practices KW - Implementation KW - Ohio KW - Pilot studies KW - Runoff KW - Training UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Pages/Project_Details.aspx?View={D7C72556-2ABC-4830-BDFF-6C02603A792B}&FilterField1=State%5Fx0020%5FJob%5Fx0020%5F%5Fx0023%5F&FilterValue1=135400 UR - https://trid.trb.org/view/1426177 ER - TY - RPRT AN - 01624400 AU - Laustsen, Kelly AU - Mah, Susan AU - Semler, Conor AU - Nordback, Krista AU - Sandt, Laura AU - Sundstrom, Carl AU - Raw, Jeremy AU - Jessberger, Steven AU - University of North Carolina, Chapel Hill AU - Kittelson & Associates AU - Federal Highway Administration TI - Coding Nonmotorized Station Location Information in the 2016 Traffic Monitoring Guide Format PY - 2016/11//Final Report SP - 127p AB - The purpose of this guide is to make it easier for users to understand how the Traffic Monitoring Guide (TMG) format describes the information that should be collected when counting multimodal users, as well as how to format that information correctly. Successfully encoding count data in the TMG format is very important for obtaining the greatest value from collected counts. As with the motorized formats, the TMG nonmotorized format will be the required format for data submitted to the Traffic Monitoring Analysis System (TMAS), a national database maintained by the Federal Highway Administration that is currently being extended to receive nonmotorized count data. This guide walks through the TMG format and provides examples from a variety of counting scenarios. KW - Coding systems KW - Data collection KW - Handbooks KW - Nonmotorized transportation KW - Traffic counting KW - Traffic surveillance UR - https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/tmg_coding/fhwahep17011.pdf UR - https://trid.trb.org/view/1445973 ER - TY - RPRT AN - 01622423 AU - Fitzpatrick, Kay AU - Brewer, Marcus AU - Epps, Jon AU - Stockton, Bill AU - Texas A&M Transportation Institute, College Station AU - Texas Department of Transportation AU - Federal Highway Administration TI - Briefing Sheets on Safety and Operations of Rural Two-Lane Highways PY - 2016/11//Technical Report SP - 16p AB - The safety and operations of Texas rural two-lane highways are being affected by increased traffic associated with the energy sector, including the unique characteristics of heavy trucks. Researchers reviewed existing conditions on select rural two-lane highways along with recent literature to develop the following two-page briefing sheets: Length and Spacing of Super 2 Passing Lanes; Operational Characteristics of Super 2 Corridors; Safety Characteristics of Super 2 Corridors; Signing and Marking on Super 2 Corridors; and Turn Lanes on Rural Highways. KW - Highway operations KW - Highway safety KW - Passing lanes KW - Road markings KW - Rural highways KW - Super 2 corridors KW - Texas KW - Traffic signs KW - Turning lanes KW - Two lane highways UR - http://ntl.bts.gov/lib/60000/60400/60491/0-6806-TTI-P1.pdf UR - https://trid.trb.org/view/1441073 ER - TY - RPRT AN - 01622379 AU - Schneider, William AU - Miller, Tyler M AU - Holik, William A AU - University of Akron AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Route Optimization Phase 1 PY - 2016/11//Final Report SP - 116p AB - For winter maintenance purposes, the Ohio Department of Transportation (ODOT) deploys a fleet of approximately 1,600 snow plow trucks that maintain 43,000 lane miles of roadway. These trucks are based out of 200 garages, yards, and outposts that also house 650,000 tons of salt (ODOT, 2011). The deployment of such a large number of trucks over a vast maintenance area creates an operational problem in determining the optimal maintenance routes and fleet size. In recent years, several advances have been made in route optimization that may aid in determining the required number of trucks and the area that these trucks should maintain throughout the state of Ohio. Traditionally, ODOT has used county borders as maintenance boundaries for ODOT garages. However, by removing these borders and optimizing the snow plow routes, ODOT may benefit from a significant time and cost savings. For the purpose of route optimization, ODOT Districts 1, 2, and 10 have been selected to serve as case studies for this project. The results of this project will provide ODOT a tool to determine the minimum number of trucks needed to maintain the necessary roadways within Districts 1, 2, and 10. In addition, the project provides ODOT a tool to assign assets to specific facilities and the most optimal routes for each truck in the district. This research may result in a reduction of fleet sizes and a significant cost savings while maintaining an equal or better Level of Service (LOS). KW - Case studies KW - Costs KW - Fleet management KW - Level of service KW - Ohio KW - Optimization KW - Routes and routing KW - Snowplows KW - Winter maintenance UR - http://cdm16007.contentdm.oclc.org/cdm/compoundobject/collection/p267401ccp2/id/14438/rec/1 UR - https://trid.trb.org/view/1441093 ER - TY - SER AN - 01619041 JO - AASHTO Practitioner's Handbook PB - American Association of State Highway and Transportation Officials (AASHTO) AU - American Association of State Highway and Transportation Officials AU - Federal Highway Administration TI - Complying with Section 7 of the Endangered Species Act for Transportation Projects PY - 2016/11//Final Report VL - 17 SP - 34p AB - This Handbook provides an overview of Section 7 consultation under the Endangered Species Act (ESA) and provides advice on carrying out Section 7 consultation for transportation projects. This Handbook focuses on the consultation process primarily from the perspective of the federal action agency and the applicant. The Background Briefing section describes the legal framework for Section 7 consultation as defined in the ESA itself and in regulations issued by the U.S. Fish and Wildlife Service and the National Marine Fisheries Service. This section includes a flow chart illustrating the four main steps in Section 7 consultation and the findings that can be made at each step. The Key Issues to Consider section raises a series of questions for practitioners to consider when undertaking Section 7 consultation for a transportation project. This section can be used as a checklist when preparing for each step in Section 7 consultation. The Practical Tips section provides advice on how to comply with Section 7 requirements as efficiently and effectively as possible. Issues covered in the Practical Tips section of the Handbook include: preparing for Section 7 consultation, defining the action area and requesting or submitting a species list, assessing the effects of the proposed action on Section 7 resources, conducting formal consultation, conducting conference for proposed species and proposed critical habitat, coordinating Section 7 with the National Environmental Policy Act (NEPA) process and other requirements, and complying with Section 7 following completion of the NEPA process. KW - Construction projects KW - Endangered species KW - Endangered Species Act KW - Environmental impacts KW - Handbooks KW - National Environmental Policy Act KW - Project management KW - Regulations UR - http://www.environment.transportation.org/pdf/programs/ph17%20esa%20final.pdf UR - https://trid.trb.org/view/1438692 ER - TY - RPRT AN - 01619034 AU - Fitzpatrick, Kay AU - Brewer, Marcus AU - Epps, Jon AU - Stockton, Bill AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Briefing Sheets on Safety and Operations of Rural Two-Lane Highways PY - 2016/11 SP - 16p AB - The safety and operations of Texas rural two-lane highways are being affected by increased traffic associated with the energy sector, including the unique characteristics of heavy trucks. Researchers reviewed existing conditions on select rural two-lane highways along with recent literature to develop the following two-page briefing sheets: (1) Length and Spacing of Super 2 Passing Lanes; (2) Operational Characteristics of Super 2 Corridors; (3) Safety Characteristics of Super 2 Corridors; (4) Signing and Marking on Super 2 Corridors; and (5) Turn Lanes on Rural Highways. KW - Heavy duty trucks KW - Highway corridors KW - Highway design KW - Highway operations KW - Highway safety KW - Literature reviews KW - Passing lanes KW - Road markings KW - Rural highways KW - Texas KW - Traffic signs KW - Turning lanes KW - Two lane highways UR - http://tti.tamu.edu/documents/0-6806-TTI-P1.pdf UR - https://trid.trb.org/view/1435497 ER - TY - RPRT AN - 01619033 AU - Abbas, Ala R AU - Quasem, Tanvir AU - Smadi, Omar AU - Hawkins, Neal AU - University of Akron AU - Iowa State University, Ames AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Development of a Pavement Marking Material Matrix for ODOT District 11 PY - 2016/11//Final Report SP - 157p AB - This study was initiated by Ohio Department of Transportation (ODOT) to evaluate the performance of four pavement marking materials (fast dry traffic paint, polyester, extruded thermoplastic and epoxy) in order to determine which materials are most suitable for the environmental and traffic conditions in ODOT District 11, which contains mostly rural roads with relatively low traffic levels (average daily traffic (ADT) less than 5,000 vehicles per day) and some areas of mountainous terrain. The main focus of this study was to evaluate the performance of fast dry traffic paint and polyester as restriping materials; however, epoxy and thermoplastic were included in the evaluation for comparison purposes. The four materials were installed at 11 test sites distributed across the district on two-lane and four-lane highways having a variety of pavement types, pavement geometries, and traffic volumes. The performance of the pavement markings was evaluated in the field for a period of two years in terms of dry retroreflectivity, daytime color, and durability. Laboratory test procedures were also included to examine the quality of the glass beads used in this study. The field performance results were analyzed to determine the service life of the various marking materials. In addition, the results were used to estimate the life cycle cost of these materials and develop a material selection matrix for use in District 11. Based on the outcome of this study, it was recommended that District 11 continue to use epoxy on new asphalt and concrete surfaces and to use traffic paint for restriping applications. For two-lane roads with asphalt surfaces, it was recommended to restripe the edge lines every two years and restripe the centerlines every year. On selected roads with sharp curves that slope towards the Ohio River, it was recommended to restripe the centerlines as well as the edge lines on an annual basis to avoid run-off road crashes. For multi-lane roads with asphalt surfaces, it was recommended to restripe locations with low traffic and good pavement condition every two years and restripe all lines at locations with high traffic (ADT greater than or equal to 10,000 vehicles per day) or rough pavement condition (pavement condition rating (PCR) less than 80) every year. For all roads with concrete surfaces, it was recommended to restripe all lines every year regardless of the traffic level and pavement condition. One material that is increasingly being used in Ohio for striping and restriping applications on asphalt surfaces is spray thermoplastic. This material was not included in this study because it is not compatible with epoxy, which was previously installed on several of the test sites prior to the beginning of this project. Some districts reported favorable results from using spray thermoplastic. Therefore, District 11 is encouraged to look into using this less expensive material as an alternative for epoxy markings on new asphalt surfaces. It should be emphasized that the previous recommendations are specific to District 11 and may not be applicable to other ODOT districts due to variations in traffic levels, environmental conditions, and pavement marking material selection practices. KW - Durability KW - Evaluation KW - Field tests KW - Laboratory tests KW - Life cycle costing KW - Materials selection KW - Ohio KW - Paint KW - Recommendations KW - Retroreflectivity KW - Road markings KW - Rural highways KW - Service life KW - Striping materials KW - Thermoplastic materials UR - http://cdm16007.contentdm.oclc.org/cdm/ref/collection/p267401ccp2/id/14399 UR - https://trid.trb.org/view/1435435 ER - TY - RPRT AN - 01618936 AU - Chase, Steven B AU - Adu-Gyamfi, Yaw AU - University of Virginia, Charlottesville AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Evaluation of Fatigue-Prone Details Using a Low-Cost Thermoelastic Stress Analysis System PY - 2016/11//Final Report SP - 53p AB - This study was designed to develop a novel approach for in situ evaluation of stress fields in the vicinity of fatigue-prone details on highway bridges using a low-cost microbolometer thermal imager. The method was adapted into a field-deployable instrument to obtain in situ visualization of the stress concentrations present at fatigue-prone details on highway bridges subject to random truck loading. The infrared thermoelastic stress analysis (IR-TSA) system developed in this study is available for use by Virginia Department of Transportation (VDOT) district structure and bridge personnel to evaluate fatigue-prone details on existing bridges. VDOT plans to implement the technology to validate repairs underway at the I-64 Delta Frame Bridge in Lexington and fatigue crack arrest repairs on other steel bridges in VDOT’s inventory. Guidance will be developed on the application and practical use of the technology for incorporation into VDOT’s Manual of the Structure and Bridge Division. KW - Fatigue-prone details KW - Field tests KW - Highway bridges KW - Infrared imagery KW - Stresses KW - Thermoelastic stress analysis KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/17-r8.pdf UR - http://ntl.bts.gov/lib/60000/60500/60520/17-r8.pdf UR - https://trid.trb.org/view/1437401 ER - TY - RPRT AN - 01618831 AU - Gopu, Vijay AU - Ziehl, Paul H AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Strengthening of Bridge Beams using Fiber Reinforced Polymers (FRP) PY - 2016/11//Final Report SP - 224p AB - A literature review was conducted with regard to fiber reinforced polymer (FRP) strengthening of reinforced concrete bridge beams. The literature review focused primarily on field applications and analytical and design considerations. Selected laboratory investigations related to field implementation projects are also included in the literature review. Based on the literature review and the experience of the investigators, three different strengthening systems were selected for implementation on an existing bridge in Baton Rouge, Louisiana. The design of the three strengthening systems involving carbon fiber reinforced polymers (CFRP) wet layup, CFRP pre-cured plates, and near surface mounted CFRP rods and their installation on spans two and three of the White Bayou Bridge in Zachary, Louisiana, are described in detail. The moment capacity of the CFRP strengthened beams increased from 15% to 32% depending on the system used. The shear capacity of the member was not an issue. The live load testing and installation of the long term monitoring system were carried out by Bridge Diagnostics Inc. (BDI) and are discussed in this report (See Appendix A). The bridge was instrumented with several strain and displacement sensors and the first set of live load tests were conducted before the bridge was strengthened using three different load paths. The second set of tests was performed with identical procedures to the first load test so that direct comparisons of the response could be made. The load tests permitted the assessment of the lateral load distribution that occurred in the structure and the confirmation that continuity was minimal. The member capacities that were calculated using the Standard Specifications for Highway Bridges, and the load rating factors for the standard AASHTO H-20, HS-20, Type 3, Type 3-3, and Type 3S3 vehicles that were computed according to the LFD rating method are presented in this report. The ultimate moment capacity of the strengthened beams and the associated load rating factors for each of the strengthening systems were calculated and compared with the un-strengthened member values. Recommendations for the installing of the CFRP reinforcement, factors to be considered in field monitoring and load testing, and a summary related to the cost of the FRP strengthening systems and the relative performance of each system are included. KW - Baton Rouge (Louisiana) KW - Beams KW - Bridges KW - Carbon fibers KW - Costs KW - Fiber reinforced polymers KW - Literature reviews KW - Load rating (Bridges) KW - Load tests KW - Reinforced concrete KW - Strengthening (Maintenance) UR - http://www.ltrc.lsu.edu/pdf/2016/FR%20384_print%20ready_in%20full.pdf UR - https://trid.trb.org/view/1439985 ER - TY - SER AN - 01618815 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Bhattarai, Rabin AU - Kalita, Prasanta AU - Gautam, Sudip AU - Howard, Heidi AU - Svendsen, Niels AU - Gambill, Daniel AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Development of Low-Water Crossing Design Guidelines for Very Low ADT Routes in Illinois PY - 2016/11//Final Report SP - 151p AB - The Illinois Department of Transportation (IDOT) and local agencies monitor and regulate the 146,764 mi of roadway that are open to public travel in the State of Illinois. There are many old and aging bridges, culverts, and low-water crossings on rural low-volume roads that need to be replaced. Low-water crossings (LWCs) have been used as an economical alternative to culverts and bridges, designed without overtopping, on low-volume roads where there is low number of floods. The lack of design guidance has posed difficulty for county engineers in Illinois in deciding when, where, and which type of low-water crossing to use. The resulting structure is often either overdesigned or underdesigned. A study was conducted to design the guidelines for LWCs in Illinois at the University of Illinois at Urbana-Champaign in collaboration with the U.S. Army Corps of Engineers - Construction Engineering Research Laboratory (CERL) and support from the IDOT. The study included literature review, a LWC survey, and case studies on LWCs in Illinois. The results from a survey conducted among the county engineers in Illinois about their experience with LWCs are presented, along with commonly used LWCs, site considerations, selection criteria, and signage requirements. Design criteria and procedure for the LWCs design, construction, and best management practices are also discussed. Additionally, case studies, design examples, and permitting requirements for LWCs are included in the report. Implementation of LWC guidelines could save local agencies significant funding, due to lower construction and maintenance costs, less channel and flood plain blockage, and better adaptability and storm-proofing characteristics, as well as reduced impacts to aquatic organism passage. KW - Best practices KW - Case studies KW - Design KW - Guidelines KW - Illinois KW - Low volume roads KW - Low water crossings KW - Permits KW - Signs UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=5066 UR - https://trid.trb.org/view/1436914 ER - TY - SER AN - 01618814 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Li, Yanning AU - Mori, Juan Carlos Martinez AU - Work, Daniel B AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Improving the Effectiveness of Smart Work Zone Technologies PY - 2016/11//Final Report SP - 130p AB - This project evaluates the effectiveness of sensor network systems for work zone traffic estimation. The comparative analysis is performed on a work zone modeled in microsimulation and calibrated with field data from two Illinois work zones. Realistic error models are used to generate noisy measurements corresponding to Doppler radar sensors, remote traffic microwave sensors (RTMS), and low-energy radar (LER). The velocity, queue length, and travel time are estimated with three algorithms based on (1) interpolation, (2) spatio-temporal smoothing, and a (3) flow model–based Kalman filter. More than 700 sensor and algorithm configurations are evaluated, and the accuracy of the resulting traffic estimates are compared with the true traffic state from the microsimulation. The nonlinear Kalman filter provides up to 30% error reduction over other velocity estimators when the RTMS spacing exceeds 2 miles and generally offers the best performance for queue and travel time estimation. KW - Algorithms KW - Illinois KW - Kalman filtering KW - Microsimulation KW - Queue length KW - Sensors KW - Traffic estimation KW - Travel time KW - Velocity KW - Work zones UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=5074 UR - https://trid.trb.org/view/1436911 ER - TY - RPRT AN - 01618813 AU - Reinhall, Per G AU - Hampden, Julie AU - Dardis, Tim AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Underwater Noise Reduction of Marine Pile Driving Using a Double Pile: Vashon Ferry Terminal Test PY - 2016/11//Research Report SP - 36p AB - Impact pile driving of steel piles in aquatic environments produces extremely high underwater sound levels. To address this problem, a double-walled pile has been developed to decrease the total noise transmitted into the water and substrate. The double-walled pile consists of two concentric steel pipe piles flexibly connected by a special driving shoe, allowing for an air gap between the two tubes. The double-walled pile is driven into the sediment by using traditional equipment that strikes the inner pile only. The air gap between the inner and outer pile and the flexible coupling prevent the radial deformation wave produced by the pile hammer from interacting with the water and the sediment. A second full-scale test of the double-walled pile technology was performed at Vashon Island, Puget Sound, Washington. A potential reduction of the peak pressure in excess of 17 dB was observed for the double pile and of 16 dB for the mandrel pile. Root mean square (RMS) levels and cumulative sound exposure levels (SEL) decreased by 13 dB and 12 dB, respectively. Use of the Washington State Department of Transportation (WSDOT) Geotechnical Design Manual Pile Driving Formula showed that the pile capacity of the novel piles was comparable to that of a control pile with the same outer diameter. PDA (Pile Driving Analyzer) data were also collected from both the inner and outer piles of the mandrel and double piles and will be used to modify current software for predicting drivability and stresses in the piles [WEAP (Wave Equation Analysis of Pile Driving) analysis] and for estimating load capacity after driving [CAPWAP (Case Pile Wave Analysis Program) analysis]. KW - Case Pile Wave Analysis Program (CAPWAP) KW - Double-walled piles KW - Ferry terminals KW - Geotechnical engineering KW - Noise control KW - Pile driving KW - Puget Sound KW - Underwater sound KW - Vashon Island (Washington) KW - Wave equations UR - https://www.wsdot.wa.gov/research/reports/fullreports/861.1.pdf UR - http://ntl.bts.gov/lib/60000/60400/60499/861.1.pdf UR - https://trid.trb.org/view/1436910 ER - TY - RPRT AN - 01618812 AU - Kociolek, Angela AU - Craighead, Lance AU - Brock, Brent AU - Craighead, April AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - Evaluating Wildlife Mortality Hotspots, Habitat Connectivity and Potential Accommodation in the Madison Valley, Montana PY - 2016/11//Final Report SP - 229p AB - The Madison Valley is situated in the Greater Yellowstone Ecosystem (GYE) and plays a key role in connecting this ecologically intact ecosystem to other intact areas of the Central Rockies, particularly the wildlands of central Idaho and the Selway-Bitterroot Ecosystem. US 287 and MT 87 were hypothesized to form a partial barrier for wildlife movement between protected lands around Yellowstone National Park, Hebgen Lake, and a large block of core wildlife habitat on public lands in the Gravelly, Snowcrest, and Centennial Mountains. These highways also bisect important winter range for ungulates. Traffic volumes are likely to increase in coming years, along with risk to motorists and impacts on wildlife. The overall objective of this project was to investigate the effect of the major highways in the Madison Valley on wildlife mortality and movement patterns. If data such as these are available in the early planning stages of highway projects, accommodation measures can be built into planned construction in a way that minimizes cost. The study area, in the Madison Valley, Montana, covered approximately 90 miles along the US 287 corridor from Norris Hill to the junction of US 191, including the portion of MT 87 from the US 287 junction to Raynolds Pass on the Montana-Idaho border. Wildlife carcass data were systematically collected three times per week, year-round for two years and then analyzed to determine patterns in carcass locations and identify hotspots. Animal location and movement data were also collected year-round over the two-year period, and photo monitoring was used to qualitatively assess species movement at 11 existing culverts and bridges. Data were also incorporated from other sources including recent telemetry data from state and federal agencies. All data gathered were analyzed in the context of highway safety, infrastructure, wildlife use, habitat, and connectivity linkage zones, with special attention paid to ungulates and forest carnivores. A major outcome of this project was a geographic information system (GIS) database of the study area that has the potential to help the Montana Department of Transportation (MDT) and other agencies increase efficiency and effectiveness of transportation and natural resource planning. This report presents the results of temporal and spatial analyses of wildlife road mortality data and animal use patterns and exploratory models examining the drivers of carcass locations in the vicinity of the highways. Recommendations are made for possible wildlife-highway accommodation measures involving MDT in partnership with other stakeholders. Similar methods applied to other areas may guide transportation agencies in making highway design improvements to reduce or eliminate wildlife road mortalities while increasing connectivity for wildlife. KW - Carnivores KW - Ecosystems KW - Habitat (Ecology) KW - High risk locations KW - Highway design KW - Highway safety KW - Madison Valley (Montana) KW - Road kill KW - Ungulates KW - Wildlife KW - Wildlife crossings UR - http://www.mdt.mt.gov/other/webdata/external/research/docs/research_proj/madison_valley/Final_Report.pdf UR - https://trid.trb.org/view/1436908 ER - TY - RPRT AN - 01618012 AU - Cohn, Jesse AU - Sperling, Elliot AU - Fehr & Peers AU - Pedestrian and Bicycle Information Center AU - Federal Highway Administration TI - Improving Pedestrian and Bicycle Connectivity During Rehabilitation of Existing Bridges PY - 2016/11//White Paper Series SP - 15p AB - The purpose of this white paper is to: (1) Acknowledge that pedestrian and bicycle considerations should be addressed at the State, local, and regional planning levels per the U.S. Department of Transportation (USDOT) Policy Statement on Bicycle and Pedestrian Accommodation Regulations and Recommendations, (2) Demonstrate that providing pedestrian and bicycle facilities as part of bridge rehabilitation projects is a win-win for communities for a broad range of reasons, and (3) Share case studies summarizing the positive effects of providing new and improved bicycle and pedestrian connections. These themes and case studies will help to demonstrate the need for investing in bicycle and pedestrian facilities during bridge rehabilitation projects and they will assist transportation practitioners and decision makers planning these infrastructure upgrades. Questions that practitioners should consider in the planning and design process are highlighted at the end of this white paper to encourage ongoing conversation and dialogue about improving multimodal access on bridges. KW - Bicycle facilities KW - Bridge design KW - Bridges KW - Case studies KW - Cyclists KW - Multimodal transportation KW - Pedestrian areas KW - Pedestrians KW - Rehabilitation (Maintenance) KW - Transportation planning UR - http://www.pedbikeinfo.org/cms/downloads/PBIC_WhitePaper_Bridges.pdf UR - https://trid.trb.org/view/1435136 ER - TY - JOUR AN - 01617468 JO - Public Roads PB - Federal Highway Administration AU - Gigliotti, Dana AU - Scurry, Karen TI - What Drives Highway Safety Improvements? PY - 2016/11 VL - 80 IS - 3 AB - Changes to FHWA's Highway Safety Improvement Program (HSIP) now require states to employ performance-based measures to assess the number and rate of fatalities and injuries. The HSIP final rule outlines three policy changes related to updates of strategic highway safety plans, the content of HSIP reports, and the subset of the fundamental data elements of the Model Inventory of Roadway Elements. The safety performance management rules establish five safety performance measures to carry out the HSIP; align the definition of serious injuries with that in the Model Minimum Uniform Crash Criteria; and institute a process for reporting safety targets. Data driven safety analysis is used to help states quantify the impact of decisions. KW - Data analysis KW - Highway safety KW - Highway Safety Improvement Program KW - Performance measurement UR - http://www.fhwa.dot.gov/publications/publicroads/16novdec/06.cfm UR - https://trid.trb.org/view/1435161 ER - TY - JOUR AN - 01617467 JO - Public Roads PB - Federal Highway Administration AU - Caniglia, Julie TI - A Crown Jewel of Bikeways PY - 2016/11 VL - 80 IS - 3 AB - The Midtown Greenway, a 5.5 mile bikeway with an east-west route through Minneapolis, sees more than one million trips per year. The mostly level bikeway runs below grade in a former railroad right of way that had become an unpleasant dumping ground. This article describes the planning and implementation of the Greenway and notes that it has spurred real estate development. KW - Bikeways KW - City planning KW - Economic development KW - History KW - Minneapolis (Minnesota) KW - Planning KW - Real estate development UR - http://www.fhwa.dot.gov/publications/publicroads/16novdec/05.cfm UR - https://trid.trb.org/view/1435160 ER - TY - JOUR AN - 01617466 JO - Public Roads PB - Federal Highway Administration AU - Davis, Norah TI - The Road Is a Park, and the Park Is a Road PY - 2016/11 VL - 80 IS - 3 AB - The Natchez Trace Parkway, established as a national park in 1938, extends almost 450 miles from Nashville, Tennessee to Natchez, Mississippi. The parkway commemorates a footpath used by Native Americans. Of 442 bridges on the parkway, of particular interest is the award-winning Double Arch Bridge at the park's northern terminus. KW - Arch bridges KW - History KW - Natchez Trace Parkway KW - National parks KW - Parkways KW - Tennessee UR - http://www.fhwa.dot.gov/publications/publicroads/16novdec/04.cfm UR - https://trid.trb.org/view/1435159 ER - TY - JOUR AN - 01617465 JO - Public Roads PB - Federal Highway Administration AU - Weingroff, Richard F AU - Hayman, Sherry TI - Wondrous Rides through Nature’s Wonders PY - 2016/11 VL - 80 IS - 3 AB - Roads made the the natural wonders of the national parks in the United States accessible to many. This article traces the history of the development National Park Service (NPS), established in 1916, and the surveying, planning, construction of roads and highways to access the national parks. It describes the NPS partnership with the Bureau of Public Roads and later FHWA to build and maintain this valuable infrastructure. KW - History KW - Intergovernmental partnerships KW - National Park Service KW - National parks KW - U.S. Bureau of Public Roads UR - http://www.fhwa.dot.gov/publications/publicroads/16novdec/03.cfm UR - https://trid.trb.org/view/1435158 ER - TY - JOUR AN - 01617464 JO - Public Roads PB - Federal Highway Administration AU - Filosa, Gina AU - Stahl, Leslie AU - Miller, Steven AU - McArthur, Katherin TI - Keeping Climate Impacts at Bay in Boston PY - 2016/11 VL - 80 IS - 3 AB - Possible future impacts from climate change have prompted the Massachusetts Department of Transportation (MassDOT) to develop a program to evaluate the vulnerability of the state's infrastructure. Boston's Central Artery/Tunnel is the subject of a data-driven project to assess its stability and evaluate future measures to increase resiliency. This article describes data collection, hydrodynamic analysis and mathematical modeling, and outlines the next steps for reviewing and implementing adaptation options. KW - Boston (Massachusetts) KW - Central Artery/Tunnel Project KW - Climate change KW - Environmental impacts KW - Massachusetts Department of Transportation KW - Sustainable development KW - Transportation planning UR - http://www.fhwa.dot.gov/publications/publicroads/16novdec/02.cfm UR - https://trid.trb.org/view/1435157 ER - TY - JOUR AN - 01617463 JO - Public Roads PB - Federal Highway Administration AU - Albee, Matthew AU - Peach, Kara AU - Shaw, Jeffrey AU - Soika, Jonathan TI - Targeting the Crosshairs PY - 2016/11 VL - 80 IS - 3 AB - With support from FHWA, many states have developed Intersection Safety Implementation Plans (ISIPs) as part of their Strategic Highway Safety Plans. ISIPs detail specific implementation plans, countermeasures, strategies, deployment and required funding. FHWA has made the Systematic Safety Project Selection Tool available to states to provide guidance on conducting systematic safety analyses. This article describes how several states are putting ISIPs into action to improve intersection safety. KW - Highway safety KW - Intersection Safety Implementation Plan KW - Intersections KW - State departments of transportation KW - Strategic Highway Safety Plan KW - Strategic planning UR - http://www.fhwa.dot.gov/publications/publicroads/16novdec/01.cfm UR - https://trid.trb.org/view/1435156 ER - TY - RPRT AN - 01616866 AU - Diefenderfer, Brian K AU - Sánchez, Miguel Díaz AU - Timm, David H AU - Bowers, Benjamin F AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Structural Study of Cold Central Plant Recycling Sections at the National Center for Asphalt Technology (NCAT) Test Track PY - 2016/11//Final Report SP - 44p AB - In 2012, the Virginia Department of Transportation (VDOT) contracted with the National Center for Asphalt Technology (NCAT) to install, instrument, and monitor three pavement test sections at the NCAT Test Track during the 2012-2014 track cycle. The work consisted of constructing, instrumenting, and trafficking the test sections with heavily loaded trucks until approximately 10 million 18-kip equivalent single axle loads (ESALs) were applied. Embedded instruments were installed to capture the temperature and pavement response from truck loading. The three test sections, having a length of 200 ft each, consisted of two different asphalt overlay thicknesses placed on top of a five-in cold central-plant recycled base. One of the three sections also contained a cement-stabilized base designed to simulate a full-depth reclaimed layer. The purpose of this study was to evaluate the performance of the three test sections constructed using cold central plant recycling (CCPR) over the initial 2-year track cycle. The performance was documented by analyzing the results of laboratory testing from collected cores, as well as deflection testing from falling weight deflectometer, temperature, pressure, and strain measurements from embedded instruments, and surface-observable deterioration of the pavement sections. The study found that none of the three sections showed any surface-observable deterioration after 10 million ESALs of loading. Throughout the cycle, the average measured strain from Section N3 (having a 6-in asphalt overlay) was 40% less at 68°F than that of Section N4 (having a 4-in asphalt overlay). The strain from Section S12 (having a 4-in asphalt overlay and a cement-stabilized foundation) was approximately 69% and 49% less than the strain levels for Sections N3 and N4, respectively, at 68°F. The structural layer coefficient of the CCPR material was estimated to range from 0.36 to 0.39 based on falling weight deflectometer testing. The temperature-normalized asphalt mixture/CCPR modulus of Section S12 was found to increase with respect to time. This indicates that the cement-stabilized foundation is increasing in strength over time, likely attributable to continued curing of the layer. The study recommends that VDOT continue to emphasize the use of pavement recycling methods for new pavement construction and pavement rehabilitation projects. To this end, VDOT will work to identify locations for future pavement recycling projects where performance data suggest that maintenance activities take place more often than the average. VDOT will also review existing memoranda with district pavement management and design staff that state pavement recycling should be considered for projects where it is a viable option. This study shows that the three pavement designs used in the three test sections constructed at the NCAT Test Track to be adequate for a minimum of 10 million ESALs and likely much longer. This report is an interim report in that the test sections are still being trafficked. A final report will be prepared upon the completion of testing. KW - Deflection tests KW - Deterioration KW - Equivalent single axle loads KW - Heavy duty trucks KW - National Center for Asphalt Technology KW - Overlays (Pavements) KW - Pavement performance KW - Recycled materials KW - Structural analysis KW - Temperature KW - Test sections UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/17-r9.pdf UR - https://trid.trb.org/view/1429119 ER - TY - RPRT AN - 01616864 AU - Sun, Carlos AU - Edara, Praveen AU - Nemmers, Charles AU - Balakrishnan, Bimal AU - Qing, Zhu AU - Zhang, Sandy AU - Hopfenblatt, James AU - Naderi, Ehsan AU - Schoelz, Michael AU - Silva, Raul AU - Metz, Jeremy AU - Shetley, Ben AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Midwest Transportation Center AU - Federal Highway Administration AU - Office of the Assistant Secretary for Research and Technology TI - Driving Simulator Study of J-Turn Acceleration/Deceleration Lane and U-Turn Spacing Configurations PY - 2016/11//Final Report SP - 72p AB - The J-turn, also known as RCUT (Restricted Crossing U-Turn) and Superstreet, is an innovative geometric design that can improve intersection safety. Even though this design has been in use in several states for many years, there is very little research-based guidance for several design parameters. A driving simulator study was conducted to analyze the parameters of lane configuration, U-turn spacing, and signage. Two lane configurations were examined: 1) acceleration/deceleration configuration where acceleration and deceleration lanes are provided and 2) deceleration only configuration where only deceleration lanes are provided. Lane configuration was found to be the most important parameter affecting J-turn safety based on speed-differentials. The only significant interaction effect among parameters was between lane configuration and U-turn spacing. The acceleration/deceleration configuration performed better than the deceleration only configuration with 66.3% fewer safety critical events. Vehicle trajectories and average lane change locations showed that U-turn spacing impacted significantly the acceleration/deceleration configuration (e.g. average merge locations changed by 96% to 101%) but not the deceleration only configuration. No strong preference was demonstrated by the study subjects for either the directional or the diagrammatic signage style. This report presented the first human factors study of the J-turn focused on developing design guidance. This human factors approach complements other traditional approaches such as crash analysis and micro-simulation. KW - Acceleration lanes KW - Deceleration lanes KW - Drivers KW - Driving simulators KW - Highway design KW - Highway safety KW - Human factors KW - Turning traffic KW - U turns KW - Vehicle trajectories UR - https://library.modot.mo.gov/RDT/reports/TR201515/cmr16-018.pdf UR - http://ntl.bts.gov/lib/60000/60400/60474/cmr16-018.pdf UR - http://ntl.bts.gov/lib/60000/60400/60474/cmr16-018_Table.pdf UR - https://trid.trb.org/view/1429211 ER - TY - RPRT AN - 01616863 AU - Boeckmann, Andrew AU - Lindsey, Eric AU - Runge, Sam AU - Loehr, J Erik AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Instrumentation and Monitoring of Rustic Road Geosynthetic Reinforced Soil (GRS) Integrated Bridge System (IBS) PY - 2016/11//Final Report SP - 76p AB - An instrumentation and monitoring system was implemented for a geosynthetic reinforced soil (GRS) integrated bridge system (IBS) constructed in Boone County, Missouri in 2014. The project location is subjected to relatively frequent flash flooding, which was a significant consideration in the design of the bridge and the design of the monitoring system. The monitoring system includes 26 surveying points on the bridge exterior to monitor external movement; settlement plates and inclinometers to monitor vertical and horizontal exterior movement, respectively; earth pressure cells to monitor total stresses within the abutment backfill; and vibrating wire piezometers to monitor pore pressures and drainage within the abutment backfill. The GRS-IBS was monitored for a period of 19 months after construction. The monitoring period included several high-water events, but none overtopped the bridge. The results indicate satisfactory performance, including negligible external and internal movements and rapid backfill drainage in response to groundwater level increases. KW - Boone County (Missouri) KW - Bridge abutments KW - Bridge construction KW - Earth pressure KW - Floods KW - Geosynthetics KW - Instrumentation KW - Mechanically stabilized earth KW - Monitoring UR - https://library.modot.mo.gov/RDT/reports/TR201417/cmr16-019_reduced.pdf UR - http://ntl.bts.gov/lib/60000/60400/60473/cmr16-019_reduced.pdf UR - https://trid.trb.org/view/1429210 ER - TY - RPRT AN - 01616862 AU - Bryce, James M AU - Katicha, Samer W AU - Diefenderfer, Brian K AU - Flintsch, Gerardo W AU - Virginia Tech Transportation Institute AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Analysis of Repeated Network-Level Testing by the Falling Weight Deflectometer on I-81 in the Virginia Department of Transportation’s Bristol District PY - 2016/11//Final Report SP - 39p AB - This study was undertaken in an effort to determine the required time between subsequent rounds of network-level pavement deflection testing using a falling weight deflectometer (FWD) on the Virginia Department of Transportation’s (VDOT’s) interstate system. Network-level deflection testing was conducted in two separate years (2006 and 2011) on Interstate 81 in VDOT’s Bristol District. The testing was conducted using the FWD at an interval of 0.2 miles in the right-hand lane (travel lane) of the interstate. The objective of this study was to analyze the results from the 2011 testing and compare them to the results obtained from the 2006 study to determine if the previously completed FWD survey of VDOT’s entire interstate network needed to be repeated. First, deflection values that were obtained from pavement segments that received treatments between the two sets of tests were identified and omitted from any comparison. Second, the two datasets were compared directly (i.e., without accounting for errors) and were modeled to account for the expected errors in the data defined as the root mean square of the difference between 2006 and 2011 measurements. The results of the 2011 testing showed lesser deflection and greater structural number values when compared to the data collected in 2006. A characterization of the errors implicit in each set of measurement showed that the errors outweigh the changes in deflection values from the two datasets. Therefore, it was not possible to quantify a recommended time between subsequent rounds of deflection testing on the pavement network. Since the literature shows significant benefits to conducting pavement deflection testing on the network, VDOT will continue this practice based on local needs and as budgetary constraints allow. KW - Analysis KW - Deflection tests KW - Falling weight deflectometers KW - Interstate highways KW - Pavement distress KW - Test procedures KW - Time intervals KW - Virginia UR - http://vtrc.virginiadot.org/PubDetails.aspx?PubNo=17-R6 UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/17-r6.pdf UR - https://trid.trb.org/view/1429195 ER - TY - RPRT AN - 01616861 AU - Lane, Leigh AU - Anolik, Allison AU - Morris, Anne AU - Louis Berger AU - Anne Morris and Associates AU - American Association of State Highway and Transportation Officials AU - Federal Highway Administration TI - Practitioners Peer Exchange Environmental Justice Roadmap PY - 2016/11 SP - 52p AB - The Center for Environmental Excellence by the Association of State Highway and Transportation Officials (AASHTO), in coordination with the Federal Highway Administration (FHWA), hosted a national peer exchange in Washington, D.C., on February 17 and 18, 2016. During this two-day event, participants reviewed the current state of the practice for integrating environmental justice (EJ) into transportation decision-making processes. The peer exchange brought together 13 State Department of Transportation (DOT) agencies from across the United States (U.S.) and representatives from 6 metropolitan planning organizations (MPOs) to share lessons learned, case studies, challenges, and opportunities for addressing EJ during the transportation planning and project development phases (includes all phases following planning). The peer exchange participants identified eight focus areas: role of EJ in transportation decision-making, peer networks, agency collaboration, inter-agency collaboration, EJ household demographics, EJ data & analysis, training, and community engagement. In addition to the peer exchange, the Center for Environmental Excellence hosted a webinar on May 18, 2016, with more than 350 participants. Through a series of poll questions, webinar participants provided further input into the current state of the practice and considerations for each focus area. KW - Case studies KW - Decision making KW - Environmental impacts KW - Environmental justice KW - Low income groups KW - Metropolitan planning organizations KW - Peer exchange KW - State departments of transportation KW - State of the practice KW - Transportation planning UR - http://environment.transportation.org/pdf/2016_environmental_justice_peer_exchange/ejrm_1_v6.pdf UR - https://trid.trb.org/view/1429265 ER - TY - ABST AN - 01616140 TI - Compliance and Surrogate Safety Measures for Uncontrolled Crosswalk Crossings in Oregon AB - This study will assess the relation between operational/geometric factors such as stopping compliance, vehicle volume/speed, crosswalk width, and pedestrian volume and the number or rate of conflicts observed at a particular crosswalk. It is not anticipated that this project will attempt to establish a relation between the number or rate of conflicts observed at a particular intersection and the actual number of crashes. That relation will be a key focus of the literature review but it will not be further evaluated under this project. The objective of this research is to analyze, as robustly as possible, the ability of field measurements and geometric data to predict the expected relative safety of an existing uncontrolled marked crosswalk. The proposed research aims to answer these questions: (1) Can field measures and geometric data be used as a reliable predictor of crosswalk safety performance? (2) Is it possible to utilize field-based surrogate safety measures as a tool to examine the need of crosswalk improvements? The research efforts will focus on uncontrolled marked crosswalks at intersections. The research will attempt to produce a model or method to collect field data and estimate the relative safety of a location. KW - Compliance KW - Crosswalks KW - Data collection KW - Intersections KW - Oregon KW - Pedestrian movement KW - Pedestrian safety KW - Unsignalized intersections UR - https://trid.trb.org/view/1429117 ER - TY - ABST AN - 01613003 TI - Optimizing the Effective Use of RAP in Local Roadways AB - The practice of utilizing reclaimed asphalt pavement (RAP) in new asphalt mixtures has increased in recent years due to their economic and environmental benefits. Although the potential benefits are high, the majority of local public agencies (LPAs) in Ohio allow using only small percentages of RAP (i.e.: less than 10%) in their roadways, if any. There have been numerous studies on the use of RAP in asphalt mixtures; however, these studies focus on interstates and highways systems only. Because local roads have different traffic types, volumes and patterns requiring the use of different types of mixtures than those typically utilized for interstates and highways, the RAP may influence the performance of local roadways in a different manner. Bus routes, tighter lane width, roadway diet, underground utilities, Americans with Disabilities Act (ADA) curb ramps, are some factors that are generally not considered for interstate and highway systems, but contribute to local road design and mixture utilization. The goal of this research is to assess the feasibility of RAP in the surface course of municipal and local roadways. The objective is to develop cost effective mix design and quality control recommendations for RAP use on local roadways in Ohio that does not adversely affect the performance or durability of the asphalt mixtures. The results of this research will provide local officials with enhanced knowledge and a field validated assessment of RAP. The findings of this research will either validate or disprove the perception that utilizing RAP in the asphalt surface course can lead to cost savings while either improving or maintaining performance. It is anticipated that the results of this research may be beneficial in terms of sustainability of local roadways as it maximizes the use of recyclable materials. This information will be of assistance to local decision makers in managing budgets and the proper utilization of RAP on their respective projects. KW - Admixtures KW - Economic benefits KW - Environmental impacts KW - Highway design KW - Local government agencies KW - Ohio KW - Reclaimed asphalt pavements KW - Traffic volume UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Pages/Project_Details.aspx?View={D7C72556-2ABC-4830-BDFF-6C02603A792B}&FilterField1=State%5Fx0020%5FJob%5Fx0020%5F%5Fx0023%5F&FilterValue1=135330 UR - https://trid.trb.org/view/1425892 ER - TY - ABST AN - 01613122 TI - Longitudinal Joint Repair Best Practices AB - The Ohio Department of Transportation (ODOT) is tasked with maintaining 49,078 lane miles. As part of this maintenance, ODOT is responsible for repairing longitudinal joints. In recent years, longitudinal joints have been experiencing premature failure at an increasing rate. ODOT has improved the construction of these joints through revisions to existing specifications; however, a significant amount of pavement remains throughout the state that was constructed using previously approved specifications. Three techniques are utilized by ODOT County Garages to repair these prematurely failing longitudinal joints on asphalt pavements. These methods include crack sealing, spray injection, and slot paving. While these repair methods appear to be working, it is estimated that their implementation is averaging 10% of the original pavement construction cost, carry considerable maintenance-of-traffic (MOT) requirements, and can place a significant burden on county work forces. In order to ensure the most appropriate repair is being performed at the optimum time to produce the greatest return-on-investment possible, research is needed. The goal of this research is to optimize ODOT's decision process when choosing the best repair tool for longitudinal joints. The objective of this study is to provide ODOT with an empirically supported methodology to determine the "best" repair for the investment. KW - Asphalt pavements KW - Best practices KW - Cracking KW - Decision making KW - Longitudinal joints KW - Ohio Department of Transportation KW - Paving KW - Repairing KW - Return on investment UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Pages/Project_Details.aspx?View={D7C72556-2ABC-4830-BDFF-6C02603A792B}&FilterField1=State%5Fx0020%5FJob%5Fx0020%5F%5Fx0023%5F&FilterValue1=135315 UR - https://trid.trb.org/view/1426338 ER - TY - RPRT AN - 01624404 AU - Ali, Ayman AU - Mehta, Yusuf AU - Rowan University AU - University Transportation Research Center AU - Office of the Assistant Secretary for Research and Technology AU - Federal Highway Administration TI - Truck Driver Fatigue Assessment Using a Virtual Reality System PY - 2016/10/17/Final Report SP - 24p AB - In this study, a fully immersive Virtual Reality (VR) based driving simulator was developed to serve as a “proof-of-concept” that VR can be utilized to assess the level of fatigue (or drowsiness) truck drivers typically experience during real-life driving conditions. This study also involved examining the impact of varying driving conditions (i.e., weather conditions and driving time (day or night)) on drivers’ fatigue measure. To fulfill these goals, four drivers (two fatigued and two unfatigued) were allowed into the developed VR-based driving simulator to drive a VR-based truck at varying driving conditions. These conditions included clear day time, rainy day time, clear night time, rainy night time, foggy day time, rainy foggy day time, foggy night time, and rainy foggy night time conditions. Two fatigue measures (sway ratio and reaction time) were introduced and computed (or measured) using the VR-based simulator for all drivers. The computed measures were analyzed using multi-factor statistical analysis (ANOVA) procedures. The simulations conducted and the results obtained showed that VR-based driving simulators are a viable alternative to traditional driving simulators when developing technologies that assess drivers’ drowsiness (or fatigue) levels. The results also showed that sway ratio and reaction time fatigue measures were successful at characterizing the fatigue levels of drivers. This is the case because these measures were capable of clearly distinguishing between the two groups of drivers. It was also found that the sway ratio fatigue measure was influenced by weather conditions (mainly rainy conditions) employed during VR-based simulations. KW - Driving simulators KW - Evaluation and assessment KW - Fatigue (Physiological condition) KW - Periods of the day KW - Reaction time KW - Statistical analysis KW - Truck drivers KW - Virtual reality KW - Weather conditions UR - http://www.utrc2.org/sites/default/files/Final-Report-Truck-Driver-Fatigue-Assessment.pdf UR - https://trid.trb.org/view/1445494 ER - TY - ABST AN - 01611242 TI - Use of Crushed Recycled Glass in the Construction of Local Roadways AB - Glass cullet is produced from crushing waste glass collected in municipal and industrial waste streams to a uniform size. Currently, it is primarily used in Ohio in new glass container manufacturing; however, only clear glass cullet can be used. As a result, colored glass cullet has a relatively low market value as color sorting can be expensive. When market prices drop too low for long periods, some of the glass is sent to landfills instead of subsequent recycling because storage space can be limited or costly. One possible solution is using crushed glass in the construction of civil infrastructures. The Ohio Department of Transportation (ODOT) does not have a specification for using glass cullet as an aggregate. This is in part due to concerns with the propensity for glass to strip in the presence of moisture resulting in issues with asphalt binder sticking in the surface course and an overall lack of a consistent supply of product. Although ODOT has chosen not to pursue the incorporation of glass cullet in interstate and highway applications, some local public agencies (LPA) are of the opinion that there may be an appropriate application of this material in the local system. The potential to mix crushed glass cullet into aggregates exists for many applications including roadway and parking lot base or leveling courses, glasphalt, pipe bedding and backfill, drainage material, fill and concrete. Using a recycled product, like crushed glass, can have environmental benefits to projects seeking Leadership in Energy and Environmental Design (LEED) or National Green Building Standard (NGBS) certification. Because local roads have different traffic types, volumes, and patterns requiring the use of different types of mixtures and aggregates than those typically utilized for interstates and highways, research is needed to analyze the application of recycled crushed glass on local transportation projects. The goal of this research is to assess the feasibility of using crushed recycled glass as an aggregate in local roadway construction. The objective is to develop recommendations for implementing the use of crushed recycled glass in local roadway applications in Ohio that do not adversely affect the performance or durability of the pavement or structure. The results of this research will provide local officials with enhanced knowledge of recycled glass cullet and its potential for use in local transportation projects. The findings of this research will either validate or disprove the perception that utilizing glass cullet as part of an aggregate mix is feasible in local roadway construction and can lead to cost savings while maintaining performance. The results of this research may also produce environmental benefits as it could maximize the use of a recyclable material and lead to a reduction in landfills and waste KW - Aggregates KW - Feasibility analysis KW - Glass KW - Ohio Department of Transportation KW - Paving materials KW - Recommendations KW - Recycled materials KW - Road construction KW - Sustainable development KW - Waste products UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Pages/Project_Details.aspx?View={D7C72556-2ABC-4830-BDFF-6C02603A792B}&FilterField1=State%5Fx0020%5FJob%5Fx0020%5F%5Fx0023%5F&FilterValue1=135329 UR - https://trid.trb.org/view/1424231 ER - TY - RPRT AN - 01618937 AU - Markiewicz, Alexandra AU - McCoy, Kevin AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - Regional Cooperation and Performance-Based Planning and Programming in Indiana: A Regional Models of Cooperation Peer Exchange Summary Report PY - 2016/10/14/Final Report SP - 21p AB - This report highlights key themes identified at the “Regional Cooperation and Performance-Based Planning and Programming in Indiana” Peer Exchange held on May 25, 2016 in Indianapolis, Indiana. The Regional Models of Cooperation Initiative, which is funded by the Federal Highway Administration (FHWA), sponsored this event. KW - Indiana KW - Multijurisdictional planning KW - Peer exchange KW - Performance based planning KW - Performance based programming KW - Regional planning KW - Transportation planning UR - http://ntl.bts.gov/lib/60000/60500/60515/peer_report_IN_2016.pdf UR - https://trid.trb.org/view/1440303 ER - TY - ABST AN - 01613120 TI - Multimodal Freight Transportation Research Roadmap AB - As outlined in the U.S. Department of Transportation (DOT)’s 30-year plan, Beyond Traffic, the nation’s ability to compete in global markets and to meet the needs and expectations of consumers and industry depends on a robust multimodal freight transportation system and agile and efficient supply chains. Rural communities, cities, and metropolitan areas rely on supply chains, and the supporting freight transportation systems, to send and receive vast amount of supplies needed by local economies. For example, freight-intensive-sectors (e.g., manufacturing, wholesale, retail, food, accommodation) – for which the production and/or consumption of supplies are an essential part of their business – represent 45% of the establishments and 50% of the employment in the United States. Inefficient supply chains will have a negative effect on all of them, hampering economic activity. Furthermore, the freight system is under serious strain, with roads, railways, and airports becoming increasingly congested and increasingly aging. Market and technological trends are impacting freight activity patterns in numerous ways, both globally and locally. International trade is increasing, global manufacturing centers are shifting, and trade routes are changing. Firms are driving down logistics costs through just-in-time shipping. Online shopping is increasing demand for home delivery of consumer products, especially in dense urban environments. Retailers, faced with new mobile computing consumer buying behavior, are experimenting with a wide range of new transportation options for last mile delivery. Intermodal freight shipped in containers via ships, trains, and trucks is continuing to grow. Surging domestic energy production is straining infrastructure in oil production regions. In the next 30 years, changes in freight demand, shipping, manufacturing, logistics, technology, and energy production are poised to transform the economics of transportation yet again. By 2045, freight volume will increase 45% from current levels. The increasing congestion in metropolitan areas is a major threat to the U.S. economy. About 80% of the freight transported in the U.S. has its origin or destination at one of the top 100 metropolitan areas, reflecting that the bulk of manufacturing is produced in metropolitan areas, and in turn, increases congestion and emissions in these areas. Taking into account the surge in Internet orders in the last several years, it is almost certain that deliveries to households now generate more freight trips than deliveries to commercial establishments. At the same time, a host of new technologies and operational practices are transforming freight transportation systems and supply chains. Smart City technologies, truck platooning, autonomous trucks, drones, 3D printing, delivery crowdsourcing, and others are already making their mark. As an example, 3D printing may lead to decentralization of manufacturing and to the development of on-demand manufacturing, resulting in unforeseen demands on road infrastructure because of the growth in small truck freight trip generation. There is a need to better understand the current and anticipated future freight trends to provide transportation agencies with the information they need to develop strategic plans. More specifically, research is needed to gain insight into how market and technological trends could impact transportation systems, safety, and the environment. Conducting research, with the collaboration of other stakeholders, that identifies, designs, pilot tests, and leads to the adoption of effective public sector freight initiatives, will help transportation agencies achieve their goals. The objective of this project is to develop a dynamic 5- to 10-year multimodal freight research roadmap. The roadmap should emphasize problem statements with a scope and budget appropriate for the National Cooperative Highway Research Program (NCHRP), but can include problem statements that are more suitable for other public, private, or academic research institutions or programs. The research roadmap should clearly define a portfolio of initiatives that will advance the knowledge and capabilities of transportation decision makers. The research roadmap should include, but not be limited to: (1) end-to-end emphasis (i.e., consider the research needs of all modes and stages of freight activity, from gateways, to corridors, to local deliveries); (2) identifying and assessing the impacts of social, technological, economic, environmental, and political trends on freight transportation systems and policies; (3) enhancing public sector decision-making capabilities (i.e., the research roadmap should lead to the development of new tools or methods and ways to gather necessary data for public agencies to make decisions that improve freight system performance); (4) expanding and deepening public sector knowledge (i.e., the research roadmap should contain projects that enhance the public sector’s understanding of the behavior of the agents involved in freight, and the best ways to influence them to improve freight system performance); and (5) addressing institutional issues (i.e., analyzing current and potential barriers to preventing improved freight transportation systems that could increase economic efficiency and productivity, foster sustainability, enhance livability, quality of life, and environmental justice). The research roadmap should include: (1) a prioritized portfolio of problem statements, most of which should address the research gaps in a format and at a level of detail suitable for submission to NCHRP; (2) a detailed description and justification of how this portfolio addresses the five objective criteria; (3) an assessment of key gaps and needs that could be addressed through research and how this portfolio addresses these gaps; and (4) a dynamic communications concept (including format, platform, frequency, distribution channels, budget, and editorial and technical content) that could be widely distributed to keep practitioners informed of emerging issues affecting freight transportation. KW - Decision making KW - Freight transportation KW - Institutional issues KW - Multimodal transportation KW - Performance measurement KW - Policy KW - Research management UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4153 UR - https://trid.trb.org/view/1426260 ER - TY - ABST AN - 01610335 TI - Protecting Piers of Overhead Structures from Degradation Due to Snow and Ice Chemical and Material Usage AB - The Ohio Department of Transportation (ODOT) is experiencing corrosive effects of road salt and snow and ice chemicals on bridge piers of overhead structures. The department is interested in determining the best method of protecting both newly constructed and previously constructed bridge piers. Currently the majority of the bridge piers are protected with an epoxy urethane coating. Over the years the epoxy urethane coating is worn off leaving the bare concrete exposed to direct exposure to snow and ice chemicals and abrasives. The Ohio Department of Transportation (ODOT) is interested in the preservation of its assets. Bridge piers are an integral component of a structure asset and must be preserved. The department wishes to maintain/protect these assets in a way that will provide longer life and shorter cycles between maintenance/repair/replacement. The objective of this research is to conduct an in depth analysis of ODOT's current bridge pier maintenance/protection for overhead structures process and provide recommendations on how to improve safety, production and cost effectiveness. KW - Bridge piers KW - Cost effectiveness KW - Life cycle analysis KW - Maintenance KW - Ohio Department of Transportation KW - Safety KW - Snow and ice control UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Pages/Project_Details.aspx?View={D7C72556-2ABC-4830-BDFF-6C02603A792B}&FilterField1=State%5Fx0020%5FJob%5Fx0020%5F%5Fx0023%5F&FilterValue1=135323 UR - https://trid.trb.org/view/1422352 ER - TY - ABST AN - 01592555 TI - Sustainable Highway Construction Practices AB - A number of state departments of transportation (DOTs) and the Federal Highway Administration are exploring how best to integrate the principles of sustainability—meeting human needs for the present and future while preserving and restoring environmental and ecological systems, fostering community health and vitality, promoting economic development and prosperity, and ensuring equity between and among population groups and over generations—into their agency missions and operations. Transportation agencies make a variety of decisions in the planning and design of highway projects to address a range of community needs, regulatory requirements and transportation goals. Progress is being made on incorporating principles of sustainability in the planning, programming, and design phases of highway construction projects, and a number of sustainability rating and scoring systems as well as reference guides have been developed to further that progress. By comparison, relatively little progress has been made on determining how sustainability can be integrated into highway construction practices specifically. The objective of this research is to identify implementable sustainable highway construction practices that a state DOT or contractor may employ during construction, and prepare a guidebook that can be used by state DOTs, other transportation agencies, consulting engineers, and construction contractors—to aid them in identifying, evaluating, and selecting sustainable construction practices. The guidebook should also provide some guidance on the costs of implementation as well as how to approximate the benefits of implementing identified sustainable construction practices, to the extent that this information is available. The National Cooperative Highway Research Program (NCHRP) is seeking the insights of proposers on how best to achieve the research objective. Proposers are expected to describe research plans that can realistically be accomplished within the constraints of available funds and contract time. Proposals must represent the proposers’ current thinking described in sufficient detail to demonstrate their understanding of the issues and the soundness of their approach in meeting the research objective. The research plan should build in appropriate checkpoints with the NCHRP project panel including, at a minimum (1) a kick-off teleconference meeting to be held within 1 month of the contract’s execution date; (2) one face-to-face interim deliverable review meeting at the conclusion of Phase 1 as well as web-enabled teleconferences tied to panel review and NCHRP approval of any other interim deliverables deemed appropriate; and (3) a final report documenting the entire project, incorporating by reference all other specified deliverable products of the research. For budgeting purposes, the proposer should assume that NCHRP will provide access to web-enabled teleconference services, and that the face-to-face meeting with the project panel will be held in Washington, DC. NCHRP will pay panel members’ travel costs for the meeting. The work proposed must be divided into at least two phases, and the phases should be divided into tasks. Proposers must describe the work proposed in each phase and task in detail, and identify specific deliverables for submission to NCHRP for review and approval. Phase 1 will require at least the following tasks and should be completed within 14 months of the contract start date: Task 1. Conduct a literature review. Task 2. Develop a detailed plan to gather information about construction practices regarded as sustainable from both domestic and international transport agencies, contractors, and other relevant industries (e.g., energy or mining). Surveys may be used but should be supplemented with other outreach activities. One peer exchange should be conducted early in the project schedule; facility costs, and travel costs of up to 30 attendees, will be paid for by NCHRP. Note: Federal Highway Administration's (FHWA’s) 2015 “Toward Sustainable Pavement Systems: A Reference Document” (Report No. FHWA-HIF-15-002, January 2015) http://www.fhwa.dot.gov/pavement/sustainability/ref_doc.cfm provides relevant background information on sustainability as it relates to highway and pavement systems. This research effort should avoid any duplication of the FHWA resource. Note: NCHRP approval of the plan developed in Task 2 is required before proceeding with subsequent tasks. Task 3. Summarize the information collected about sustainable construction practices noting innovative and new practices as appropriate, and other relevant information. Identify any gaps in the information. Document the results in a technical memorandum. Task 4. Prepare a draft annotated outline of the guidebook. Task 5. Prepare Interim Report 1 that contains the results of Tasks 1 through 4. Note: NCHRP approval of the interim report is required before proceeding with subsequent tasks. Phase 2 should include at least the following tasks: Task 6. Identify a future research agenda that identifies gaps and needs in the current state of knowledge, and prepare potential research problem statements. Task 7. Prepare the final guidebook. Task 8. Prepare and, if requested, make presentations to convey the results of the research to the American Association of State Highway and Transportation Officials (AASHTO) Standing Committee on Highways, the AASHTO Subcommittee on Construction, and the AASHTO Subcommittee on Design. Task 9. Provide a stand-alone technical memorandum titled “Implementation of Research Findings and Products.” See Special Note E for additional information. Task 10. Prepare the final deliverables that fulfill the research objective and document the conduct of the research. The final deliverables will include (1) a final report that includes an executive summary that outlines the research results, and recommendations for additional, prioritized research needs; and (2) a PowerPoint presentation describing the project background, objective, research method, findings, and conclusions. KW - Construction KW - Guidelines KW - Highways KW - State departments of transportation KW - Sustainable development UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4154 UR - https://trid.trb.org/view/1400108 ER - TY - ABST AN - 01613027 TI - Development of Course Outlines for Ahead of the Curve Training Program: Mastering the Management of Transportation Research AB - The Transportation Research Board (TRB) established a new Task Force – ABG05T: Mastering the Management of Transportation Research and Training Program – to develop and deliver a coordinated and continuing training program that enhances the knowledge, skills, and abilities of individuals involved in managing transportation research and innovation programs. The initiative was called Ahead of the Curve. Under Project 20-105, a research team identified source materials and developed detailed outlines for the four core courses, and (2) identified source materials and developed summary outlines for the twelve elective courses. The objectives of this project are (1) to fully develop the four core courses for Ahead of the Curve, and (2) to deliver the first core course at the July 2016 meeting of the American Association of State Highway and Transportation Officials (AASHTO) Research Advisory Committee. KW - American Association of State Highway and Transportation Officials KW - Curricula KW - Education and training KW - Innovation KW - Research management UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4150 UR - https://trid.trb.org/view/1425966 ER - TY - ABST AN - 01613149 TI - Ensuring Essential Capability for the Future Transportation Agency AB - The objectives of this research are to (1) describe emerging issues and societal and technological trends likely to influence the ability of departments of transportation (DOTs) and other government transportation agencies to develop and maintain the essential capabilities they need to fulfill their missions; (2) engage senior agency leadership and others in discussion of the leadership challenges these issues and trends represent; and (3) provide guidance on strategies agencies may pursue—for example through active management of their workforces and knowledge bases—to understand and meet these challenges. National Cooperative Highway Research Program (NCHRP) anticipates this research will be conducted in several phases. In Phase 1, described here, the research team will use a review of literature and interviews with organizational psychology and human resources experts to gain insights on workforce trends, capabilities building, and organization management strategies and then develop an initial capability analysis framework for characterizing and assessing transportation agency capabilities and identifying and evaluating management strategies for developing and maintaining organizational capabilities. The team will design and conduct organizational capabilities workshops to be held in conjunction with the four American Association of State Highway and Transportation Officials (AASHTO) regional meetings in the summer of 2017, to solicit comment on the initial agency capability analysis framework. The results of Phase 1 will be used to assess the potential value of guidance materials that may be prepared on trends likely to have impact on state transportation agency business activities in the future, agency organizational capabilities, and management strategies for developing and maintaining organizational capabilities; and a framework and methodologies for agency capability analysis. Subsequent NCHRP research may be undertaken to develop such guidance materials. KW - Knowledge KW - Labor force KW - Management KW - State departments of transportation KW - Strategic planning KW - Technological innovations UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3679 UR - https://trid.trb.org/view/1426379 ER - TY - ABST AN - 01613996 TI - Geotechnical Design Manual AB - The objective of this research project is to create a Geotechnical Design Manual that documents the current processes utilized by the Louisiana Department of Transportation and Development (LADOTD) Section 67, Geotechnical Design Group with explanation, hyperlinks and references to the supporting policy, design methodology, test procedures, and project development, coordination, and management. The manual will include at least the following topics: Table of Contents; Project Coordination Process; Consultant Services and Review; Subsurface Investigation Guidelines; Field and Laboratory Testing Procedures; Material Description-Classification-Logging; Geo Mechanics; Geotechnical load factor and resistance design (LFRD) Design; Geotechnical Resistance Factors; Geotechnical Performance Limits; LA Geology Seismicity; Shallow Foundations; Deep Foundations; Embankments; Earth Retaining Structures; Ground Improvement; Geosynthetic Design; Geotechnical Reports; Plan Preparation; Specifications and Special Provisions; Construction quality assurance/quality control (QA/QC); Construction Monitoring and Instrumentation; Geotechnical Software; Geotechnical Design Section Forms; mechanically stabilized earth (MSE) Walls; Reinforced Soil Slopes; Geotechnical Template Plans; and Project Specifications. KW - Design methods KW - Embankments KW - Foundations KW - Geosynthetics KW - Geotechnical engineering KW - Load factor KW - Louisiana KW - Louisiana Department of Transportation and Development KW - Manuals KW - Mechanically stabilized earth KW - Structural engineering UR - https://trid.trb.org/view/1427336 ER - TY - ABST AN - 01612999 TI - Using Environmental DNA (eDNA) to Determine Hellbender Distribution AB - Eastern Hellbenders (Cryptobranchus alleganiensis) are reclusive aquatic salamanders that are declining in population across their range, up to 80% decline in Ohio. They are currently listed as endangered by Ohio Division Natural Resources and are a candidate species for federal listing by United States Fish and Wildlife Service (USFWS). Due to their endangered status, Ohio Department of Transportation (ODOT) must perform habitat assessment and presence/absence surveys at project sites. Currently, the most effective method to assess presence involves personnel wading in water, shifting and flipping large rock slabs or log jams, and visually searching for the species. This method is dangerous to surveyors and disruptive to the species and their habitat. Recent studies have successfully identified Eastern Hellbender presence using environmental DNA (eDNA). eDNA consists of genetic material found in the environment from sources such as feces, urine, hair, feathers, sloughed skin cells, and egg tissue. Several factors affect the detection of eDNA including production, transport and degradation. Study results have varied with respect to determining the density of population, however, all studies have consistently determined the presence of Eastern Hellbenders at known sites. Using a developed eDNA procedure, entire watersheds could be studied to determine Eastern Hellbender locations in relation to ODOT project sites. This approach could develop data which would eliminate entire reaches of Ohio streams from the need for further surveys for future ODOT projects. The goal of this research is to: (1) improve documentation of Eastern Hellbender distribution throughout Ohio streams through a comprehensive map; and (2) develop an effective and inexpensive method for presence/absence sampling for Eastern Hellbenders that can be used by ODOT's Office of Environmental staff at future project sites. KW - Aquatic life KW - Degradation (Hydrology) KW - Endangered species KW - Environmental impacts KW - Fishes KW - Genetics KW - Habitat (Ecology) UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Pages/Project_Details.aspx?View={D7C72556-2ABC-4830-BDFF-6C02603A792B}&FilterField1=State%5Fx0020%5FJob%5Fx0020%5F%5Fx0023%5F&FilterValue1=135321 UR - https://trid.trb.org/view/1425825 ER - TY - RPRT AN - 01622380 AU - Swanson, James A AU - Rassati, Gian Andrea AU - Dues, Eric F AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Fracture Critical Analysis Procedures and Design and Retrofit Approaches for Pony Truss Bridges in Ohio PY - 2016/10/01/Final Report SP - 148p AB - The study outlined in this report aimed to quantify the available redundancy in pony truss bridge systems constructed using standard designs and practices in the state of Ohio. A method of conducting refined three-dimensional nonlinear finite element analyses that can be used to assess the level of redundancy in bridge pony systems was developed and used to study the performance of pony truss bridges. It was found that when they are properly detailed and constructed, deck systems in pony-truss bridge can be inherently redundant. To a lesser extent, it was also found that truss members in properly designed and constructed bridges can also be redundant. KW - Bridge decks KW - Bridge design KW - Failure analysis KW - Finite element method KW - Fracture properties KW - Ohio KW - Retrofitting KW - Truss bridges KW - Trusses UR - http://cdm16007.contentdm.oclc.org/cdm/ref/collection/p267401ccp2/id/14340 UR - https://trid.trb.org/view/1440985 ER - TY - ABST AN - 01610776 TI - Cost-effective Uses of Lightweight Aggregate Made from Dredged Material in Construction AB - It is important for Ohio Department of Transportation (ODOT) and local roadway agencies in Ohio to identify, investigate, and solve the urgent problems to maintain the transportation network in Ohio. Light Weight Aggregate (LWA) and LWA concrete have been identified as one of topics of interest by ODOT, however, the median average estimated cost of LWA in U.S. is $67.50/ton. The goal of this research is to help ODOT identify a much cheaper and readily available LWA that can potentially solve the bridge bumps and enhance the performance of high performance concrete (HPC) through internal cure (IC) and improve the durability of concrete bridge decks. The objective of the student study is to examine the engineering properties of the LWA in the lab, in order to evaluate its potential for use as a fill material and an IC agent. The research team will work closely with Ohio Environmental Protection Agency (EPA) to ensure the product meets state environmental regulations. KW - Bridge construction KW - Bridge decks KW - Concrete bridges KW - Cost effectiveness KW - Dredged materials KW - Durability KW - High performance concrete KW - Lightweight aggregates KW - Ohio Department of Transportation KW - Properties of materials UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Pages/Project_Details.aspx?View={D7C72556-2ABC-4830-BDFF-6C02603A792B}&FilterField1=State%5Fx0020%5FJob%5Fx0020%5F%5Fx0023%5F&FilterValue1=135327 UR - https://trid.trb.org/view/1423980 ER - TY - RPRT AN - 01625553 AU - Leshchinsky, Dov AU - Leshchinsky, Ora AU - Zelenko, Brian AU - Horne, John AU - Parsons Brinckerhoff AU - ADAMA Engineering, Incorporated AU - Federal Highway Administration TI - Limit Equilibrium Design Framework for MSE Structures with Extensible Reinforcement PY - 2016/10 SP - 132p AB - Current design of reinforced soil structures in the U.S. distinguishes between slopes and walls using the batter angle as a criterion. Using a unified approach in limit state design of reinforced ‘walls’ and ‘slopes’ should diminish confusion while enabling a wide and consistent usage in solving geotechnical problems such as complex geometries and soil profiles. Limit equilibrium (LE) analysis has been used successfully in the design of complex and critical structures (e.g., tall dams) for many decades. Limit state analysis, including LE, assumes that the design strength of the soil is mobilized. Presented is a LE framework, limited to extensible reinforcement, which enables the designer to find the tensile force distribution in each layer required at a limit state. This approach is restricted to Allowable Stress Design (ASD). Three example problems are presented. KW - Allowable stress design KW - Case studies KW - Geotechnical engineering KW - Limit equilibrium KW - Limit state design KW - Mechanically stabilized earth KW - Retaining walls KW - Slopes UR - http://www.fhwa.dot.gov/engineering/geotech/pubs/hif17004.pdf UR - https://trid.trb.org/view/1442077 ER - TY - RPRT AN - 01619962 AU - Newton, Diane AU - Vick, Cary AU - Raboy, Kelli AU - Pearmine, Adrian AU - Hubbard, Elliot AU - Leidos AU - DKS Associates AU - Federal Highway Administration TI - Integrated Corridor Management and the Smart Cities Revolution: Leveraging Synergies PY - 2016/10 SP - 28p AB - Because smart cities and integrated corridor management (ICM) are so fundamentally similar in terms of their requirements and objectives, this primer focuses on opportunities for co-deployment synergies and how approaches and lessons learned from one initiative can be translated to the other. The institutional relationships, operational processes, and technical methods developed as part of the successful ICM deployment may be extended across different regions and across different public service areas as part of a broader smart cities program. Both ICM and the smart cities philosophies share the same challenges inherent in coordinating among various stakeholders. This primer is intended to encourage these groups to think broadly about how to go about creating smart cities and how ICM can help achieve each stakeholder group’s goals. KW - Deployment KW - Integrated corridor management KW - Smart cities KW - Stakeholders KW - Telecommunications KW - Transportation corridors KW - Urban areas UR - http://www.ops.fhwa.dot.gov/publications/fhwahop16075/fhwahop16075.pdf UR - https://trid.trb.org/view/1440493 ER - TY - SER AN - 01619051 JO - AASHTO Practitioner's Handbook PB - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration TI - Implementing Eco-Logical: Integrating Transportation Planning and Ecological Decision Making SN - 9781560516293 PY - 2016/10 VL - 16 SP - 20p AB - This handbook is intended to introduce transportation practitioners to a method of integrating ecological interests into transportation planning to address natural resource conservation and restoration priorities at a regional scale, and to establish a more reliable and efficient delivery program for projects with partner agencies. Issues covered in this Handbook include: (1) Engaging resource and regulatory agencies as planning partners; (2) Adopting an ecological framework for planning; (3) Prioritizing resources for conservation and restoration; (4) Developing a future transportation program in partnership with agencies and stakeholders to minimize impacts and direct mitigation efforts; (5) Establishing programmatic agreements for project review, permitting, and mitigation crediting; and (6) Maintaining the framework and the partnership. KW - Conservation KW - Decision making KW - Ecology KW - Handbooks KW - Implementation KW - Project delivery KW - Stakeholders KW - Strategic Highway Research Program 2 KW - Transportation planning UR - http://www.environment.transportation.org/pdf/programs/ph16-1%20v7%20press.pdf UR - https://trid.trb.org/view/1436172 ER - TY - RPRT AN - 01618685 AU - Federal Highway Administration TI - Traffic Monitoring Guide PY - 2016/10 SP - 473p AB - This edition of the Traffic Monitoring Guide (TMG) is intended to provide the most up to date guidance to State highway agencies about the policies, standards, procedures, and equipment typically used in a traffic monitoring program. The TMG presents recommendations to help improve and advance current programs with a view toward the future of traffic monitoring and with consideration for recent transportation legislation resulting from the Moving Ahead for Progress in the 21st Century Act (MAP-21). Improvements in traffic data collection technology since the publication of the TMG in 2001 have allowed States to improve their data collection processes and to streamline quality assurance/quality control (QA/QC) procedures, thereby replacing manual procedures with automated ones. New technology also now enables States to collect data on nonmotorized travel, including bicycle and pedestrian traffic. This new capability is addressed in more detail in Chapter 4. The use of nonmotorized travel data and information supports analysis regarding the impacts to the transportation network (on volumes and safety) resulting from the use of bicycles as an alternative travel method. The new technologies and procedures for traffic monitoring presented in this Guide are supplemented (in the appendices) with practical examples from State experiences with improving traffic monitoring programs. This edition of the TMG also includes new data formats as an option for reporting traffic data. These new formats are known as the Per Vehicle Formats for reporting volume, speed, vehicle classification, and vehicle weight data. Data formats are also provided for reporting nonmotorized data for those States with capabilities to collect this type of data. This edition of the TMG has been developed with considerable input from State traffic data program managers and the vendors who design and build traffic data collection equipment. This approach has resulted in a guidance document that the Federal Highway Administration (FHWA) anticipates will continue to be beneficial to States in improving their business processes, technology, and equipment used to successfully manage their traffic monitoring programs. KW - Data collection KW - Data formats KW - Data quality KW - Equipment KW - Guidelines KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Nonmotorized transportation KW - State departments of transportation KW - Technological innovations KW - Traffic data KW - Traffic surveillance UR - http://www.fhwa.dot.gov/policyinformation/tmguide/tmg_fhwa_pl_17_003.pdf UR - https://trid.trb.org/view/1436155 ER - TY - RPRT AN - 01616898 AU - Macias, Roberto AU - Villa, Juan Carlos AU - Aldrete, Rafael Manuel AU - Manzano, David Salgado AU - Rajbhandari, Rajat AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Cross Border ITS Systems with Traffic Management Centers: Technical Report PY - 2016/10//Technical Report SP - 164p AB - The Traffic Management Centers (TMCs) in Texas play a vital role in managing traffic operations in many of major metropolitan areas. TMCs have deployed extensive detection, monitoring, and communication infrastructure to allow Texas Department of Transportation (TxDOT) operators to manage incidents and reduce collisions; provide traveler information through roadside assets; provide traffic status to broadcast media; and support work zone monitoring and construction information. Currently there is no cross-border TMC or traveler data exchange along the Texas/Mexico border to inform the traveling public of the traffic conditions on the other side of the border, so travelers do not have information on traveling conditions between border sister-cities. Researchers evaluated the current state of the practice and future plans in Mexico to advance intelligent transportation systems, and developed a framework and an action plan for TxDOT to lead the deployment of cross-border TMCs and share data to improve the traffic conditions along the Texas/Mexico border and adjacent border cities. KW - Data sharing KW - Implementation KW - Information dissemination KW - Intelligent transportation systems KW - International borders KW - State of the practice KW - Texas KW - Traffic control centers KW - Traveler information and communication systems KW - United States-Mexico Border UR - http://tti.tamu.edu/documents/0-6879-1.pdf UR - https://trid.trb.org/view/1428815 ER - TY - RPRT AN - 01616892 AU - Katicha, Samer W AU - Ercisli, Safak AU - Flintsch, Gerardo W AU - Bryce, James M AU - Diefenderfer, Brian K AU - Virginia Tech Transportation Institute AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Development of Enhanced Pavement Deterioration Curves PY - 2016/10//Final Report SP - 40p AB - This report describes the research performed by the Center for Sustainable Transportation Infrastructure (CSTI) at the Virginia Tech Transportation Institute (VTTI) to develop a pavement condition prediction model, using (negative binomial) regression, that takes into account pavement age and pavement structural condition expressed in terms of the Modified Structural Index (MSI). The MSI was found to be a significant input parameter that affects the rate of deterioration of a pavement section with the Akaike Information Criterion (AIC) suggesting that the model that includes the MSI is, at least, 50,000 times more likely to be closer to the true model than the model that does not include the MSI. For a typical pavement at 7 years of age (since the last rehabilitation), the effect of reducing the MSI from 1 to 0.6 results in reducing the critical condition index (CCI) from 79 to 70. The developed regression model predicts the average CCI of pavement sections for a given age and MSI value. In practice, the actual CCI of specific pavement sections will vary from the model-predicted condition because many (important) factors that affect deterioration are not considered in the model. Therefore an empirical Bayes (EB) method is proposed to better estimate the CCI of a specific pavement section. The EB method combines the recorded CCI of the specific section with the CCI predicted from the model using a weighted average that depends on the variability of individual pavement sections performance and the variability of CCI measurements. This approach resulted in improving the prediction of the future CCI, calculated using leave one out cross validation, by 21.6%. KW - Aging (Materials) KW - Bayes' theorem KW - Deterioration KW - Mathematical prediction KW - Pavement performance KW - Regression analysis KW - Service life KW - Structural analysis KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/17-r7.pdf UR - https://trid.trb.org/view/1429005 ER - TY - SER AN - 01616891 JO - TechBrief PB - Federal Highway Administration TI - Automated High-Performance Liquid Chromatography Saturate, Aromatic, Resin, and Asphaltene Separation PY - 2016/10 SP - 8p AB - Dividing a material into its constituent parts is necessary to define its composition. These compositional analyses are useful in binder formulation through blending, rejuvenation, and modification, as well as prediction of physical performance. Normal phase chromatographic separation methods for oils have been around for several decades. One early version of this type of analysis divides a crude oil or asphalt into saturate, aromatic, resin, and asphaltene (SARA) fractions. Asphaltene determinator (AD) is a novel automated high-performance liquid chromatography (HPLC)-based asphaltene separation process developed by Schabron and Rovani. Following an injection of 2  mg of a petroleum oil or vacuum residuum, asphaltenes precipitate onto a polytetrafluoroethylene (PTFE)-packed column in an excess of heptane. The asphaltenes are then selectively dissolved with stronger, more polar solvents to quantitatively give three fractions of asphaltenes. Using this system, coupled on the front end to separate the asphaltenes, the maltenes can then be separated into saturates, aromatics, and resins/polars (SAR) fractions, resulting in a fully automated SARA separation. The research team concluded that automated SAR-AD separation identifies real content differences between asphalt binders that allow correlations between chemical content and physical properties. More work is needed to further develop and validate these correlations. KW - Asphaltene KW - Binder content KW - Bituminous binders KW - Chromatography KW - Mechanical analysis UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/15055/15055.pdf UR - https://trid.trb.org/view/1427383 ER - TY - RPRT AN - 01616889 AU - Lyon, Craig AU - Persaud, Bhagwant AU - Scopatz, Robert AU - Himes, Scott AU - Albee, Matt AU - Lee, Thanh AU - VHB AU - Persaud Lyon, Incorporated AU - Federal Highway Administration AU - Federal Highway Administration TI - Investigating the Impact of Lack of Motorcycle Annual Average Daily Traffic Data in Crash Modeling and the Estimation of Crash Modification Factors PY - 2016/10 SP - 150p AB - The development of safety performance functions (SPFs) and crash modification factors (CMFs) requires data on traffic exposure. The analysis of motorcycle crashes can be especially challenging in this regard because few jurisdictions collect motorcycle traffic volume data systematically. To address this challenge, the project team conducted several analyses to explore (1) how much predictive power for an SPF is lost when motorcycle volumes are unknown and how this lack of information may affect the development of CMFs for motorcycle crashes, and (2) alternative methods for deriving accurate predictions of motorcycle crashes or motorcycle volumes. The results of the analyses show that when motorcycle volumes are not known, using total average annual daily traffic (AADT) on its own is sufficient for developing SPFs and CMFs. The potential bias due to missing motorcycle-specific AADT is sufficiently negligible where it exists so as not to preclude SPF and CMF development. The project team also concluded that attempting to predict motorcycle volumes is not possible using typically available roadway and county-level data. Improvement could possibly be found in trip generation type modeling at a disaggregate scale, although given the success of SPF development using total AADT, such an effort may not be worthwhile. A more significant issue in developing motorcycle crash SPFs and CMFs is working with relatively rare crash types. In the analyses undertaken, SPFs could not be developed for all motorcycle crash types or site types. More evidently, in the estimation of CMFs using simulated data, the CMF value varied significantly between simulation runs due to the low frequency of motorcycle crashes. In terms of research gaps, a database is needed that includes implemented countermeasures expected to affect motorcycle crashes along with the location, date of treatment, and treatment description. This information would aid researchers in identifying treatments that are feasible for study. The report also identifies several research gaps related to analytical methods, related gaps, and data limitations. KW - Annual average daily traffic KW - Crash data KW - Crash modification factors KW - Mathematical prediction KW - Motorcycle crashes KW - Motorcycles KW - Safety Performance Functions KW - Traffic data KW - Traffic volume UR - http://www.fhwa.dot.gov/publications/research/safety/16054/16054.pdf UR - https://trid.trb.org/view/1428237 ER - TY - SER AN - 01616886 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Jiang, Zhoutong AU - Jadaan, Khair AU - Ouyang, Yanfeng AU - University of Illinois, Urbana AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Speed Harmonization—Design Speed vs. Operating Speed PY - 2016/10//Final Report IS - 16-021 SP - 92p AB - When the actual operating speed on the roads exceeds the design speed, which is common on rural highways, the roadway design may become problematic from a safety point of view. This report presents a new methodology that summarizes the relationship between design speed and operating speed, as well as the safety impacts of various geometric elements. A comprehensive literature review and a series of interviews with Illinois county engineers were conducted to summarize the current roadway design and maintenance practices and their impacts on Illinois roadway safety. An integrated modeling framework that includes modules for (1) geometric design simulation, (2) operating speed‐profile prediction, and (3) crash rate prediction, is proposed. Based on this research, a benefit–cost analysis was also developed to quantify the economic benefits of various strategies for roadway safety improvement. All models were programmed into an Excel VBA‐based computer tool to facilitate decision making. The outcome of this project may be suitable for implementation in a wide range of application contexts. KW - Benefit cost analysis KW - Crash risk forecasting KW - Design speed KW - Geometric design KW - Geometric elements KW - Highway safety KW - Illinois KW - Literature reviews KW - Methodology KW - Operating speed KW - Rural highways KW - Simulation UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=5056 UR - http://ntl.bts.gov/lib/60000/60400/60432/getfile3.pdf UR - https://trid.trb.org/view/1428735 ER - TY - RPRT AN - 01616240 AU - Bullough, John D AU - Rea, Mark S AU - Rensselaer Polytechnic Institute AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Optimizing Work Zone Lighting PY - 2016/10//Final Report SP - 60p AB - Work zones are inherently complex and confusing visual environments, where the usual patterns of traffic flow are perturbed, and where lights used by workers for task visibility can create glare not only to workers but to nearby drivers. The use of delineation and signage, in addition to warning lights that may be flashing, can all contribute to "visual chaos." The New Jersey Department of Transportation (NJDOT) commissioned the present study to address and begin to overcome these issues. The objective of the present study was to identify the needs of workers and drivers in different work zone environments, and to review existing knowledge about ways in which lighting practices and technologies can be deployed to provide workers with sufficient illumination while minimizing glare and confusion to all individuals in and near the work zone. Following a literature review of recently published information on lighting and traffic control in work zones, and a questionnaire of safety engineers, technical analyses of illumination systems, signage and delineation materials, and warning lights were undertaken. The results of the technical analyses led to the development of several preliminary guidelines for illumination system selection/layout, application of sign and delineation devices and materials, and the use and control of warning lights to provide workers and nearby drivers with visual information in work zones. Implementation of the preliminary guidance in the present report can assist NJDOT in improving visual conditions in several different types of work zones through lighting that maintains visual performance while reducing glare and distraction from excessively bright lights. KW - Glare KW - Lighting KW - New Jersey KW - Road markings KW - Traffic signs KW - Visual performance KW - Warning lights KW - Work zone safety KW - Work zone traffic control KW - Work zones UR - http://www.state.nj.us/transportation/refdata/research/reports/NJ-2016-004.pdf UR - https://trid.trb.org/view/1429120 ER - TY - RPRT AN - 01616148 AU - Riding, Kyle A AU - Albahttiti, Mohammed T AU - Kansas State University Transportation Center AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Concrete Pavement Quality Control Testing Requirements Needed for the Super Air Meter PY - 2016/10//Final Report SP - 34p AB - Concrete freeze-thaw durability is prominently linked to the air void system within the concrete. Concrete pavements in Kansas undergo repetitive freeze-thaw cycles. Total air content measurements currently used on fresh concrete do not provide any indication of the air void size distribution. The Super Air Meter (SAM) addresses this issue by providing the air content and an additional number, the SAM number, which is claimed by the manufacturer to correlate to the concrete hardened air void spacing factor. In order to determine the variability and the frequency of testing needed for the SAM test, 16 sites across Kansas were investigated. The SAM test was performed at least once for every hour of paving. This study found that the SAM number has a 154 percent higher coefficient of variation per site than the total air content. It was also seen that there is a correlation between the air content and the SAM number. It is recommended that the Kansas Department of Transportation (KDOT) perform the SAM test at least four times per site per day. KW - Air content KW - Air voids KW - Concrete pavements KW - Freeze thaw durability KW - Kansas KW - Measuring instruments KW - Paving KW - Quality control UR - http://dmsweb.ksdot.org/AppNetProd/docpop/docpop.aspx?clienttype=html&docid=9703231 UR - https://trid.trb.org/view/1428255 ER - TY - RPRT AN - 01615655 AU - Hooker, Michael J AU - Osborn, David A AU - Chamberlain, Michael J AU - Warren, Robert J AU - Miller, Karl V AU - University of Georgia, Athens AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Efficacy of Road Underpasses for Minimizing Bear-Vehicle Collisions on the 4-Lane Section of Georgia Highway 96 – Phase I PY - 2016/10//Final Report SP - 54p AB - The Central Georgia Bear Population, the smallest of Georgia’s three populations of American black bear (Ursus americanus), is of special concern due to its size and potential isolation from other bear populations. Plans to widen Georgia State Route 96 (SR 96), which bisects the Central Georgia Bear population, has potential to negatively impact the population. Highway underpasses are being planned to mitigate these impacts. During 2012-2014, the authors used global-positioning-system (GPS)-tracking and remote, infrared trail cameras to document bear crossings along SR 96. The authors evaluated landscape characteristics associated with 212 (210 by GPS-collared bears plus two photographs) crossings using a resource selection function approach and generalized linear mixed models. Distance between SR 96 and forest edge was positively associated with bear crossings. Bear crossings were generally concentrated with 169 (79.7%) crossings generated by seven bears occurring within a 3-km segment of SR 96. Based on their research results and evaluation of habitat features, the authors recommended placing underpasses in these locations and eliminating two underpasses that had been planned at locations along SR 96 that either received very little use by our GPS-collared bears or had less suitable habitat for bears. The authors also recommended eliminating the proposed fencing design alongside the roadway because it was not likely to decrease the potential of bears accessing the roadway. Furthermore, the fencing had the potential for allowing bears to become “entrapped” within the highway right-of-way, which might increase the chance of a bear-vehicle collision if a bear was unable to easily escape the roadway because of the fencing. Rather than fencing, the authors recommended that vegetation management be used to connect underpass openings to forest edges along the highway rights-of-way. Georgia Department of Transportation adopted the authors' recommendations and saved $1.18 million on the future construction costs for this project. KW - Animal behavior KW - Animal vehicle collisions KW - Black bears KW - Georgia KW - Habitat (Ecology) KW - Highway planning KW - Underpasses KW - Vegetation control KW - Wildlife crossings UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/11-29.pdf UR - https://trid.trb.org/view/1427696 ER - TY - RPRT AN - 01614958 AU - Higgins, Christopher AU - Gillins, Daniel AU - Scott, Michael AU - Todorovic, Sinisa AU - Javadnejad, Farid AU - Varakantham, Shravya AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Image Processing, Analysis, and Management Tools for Gusset Plate Connections in Steel Truss Bridges PY - 2016/10//Final Report SP - 119p AB - This report details the research undertaken and software tools that were developed that enable digital images of gusset plates to be converted into orthophotos, establish physical dimensions, collect geometric information from them, and conduct specification-based and nonlinear finite element analyses of the connections. A software package, GussetImageProcessing.jar, was written that allows the user to process the images, remove the perspective, establish scale, identify the gusset plate boundaries, identify and group fasteners to truss members, and collect the geometric information to conduct AASHTO-LRFR connection ratings on the processed digital images. A separate software package, zGusset.tcl, uses the open-source program OpenSees as the analysis engine and is used to perform non-linear finite element analysis of a gusset plate model. To organize and query the collection of large numbers of high-fidelity quantitative images, a new approach was developed using Geographic Information System (GIS) to link images spatially across various geometric scales, temporally across inspection intervals, and to associate relevant metadata to the image view. KW - Digital images KW - Finite element method KW - Geographic information systems KW - Gusset plates KW - Image processing KW - Orthophotographs KW - Software KW - Steel bridges KW - Structural connections KW - Truss bridges UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/5259_Imaging_Tools.pdf UR - http://ntl.bts.gov/lib/60000/60200/60287/5259_Imaging_Tools.pdf UR - https://trid.trb.org/view/1427202 ER - TY - SER AN - 01613992 JO - TechBrief PB - Federal Highway Administration TI - Implementation of Remaining Service Interval Concept PY - 2016/10 SP - 6p AB - This document is a technical summary of the Federal Highway Administration (FHWA) report, "Application and Validation of RSI Framework to Pavements" (FHWA-HRT-16-053). The goal of this project was to demonstrate and to validate the application of the pavement remaining service interval (RSI) concept with real data. This TechBrief first describes the RSI concept and then addresses the following key questions: Does the RSI concept work? How can RSI benefit highway agencies? What do agencies need to do to implement RSI? KW - Asset management KW - Implementation KW - Level of service KW - Life cycle costing KW - Pavement maintenance KW - Pavement management systems KW - Pavements KW - Rehabilitation (Maintenance) KW - Remaining service interval KW - Service life UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/16066/16066.pdf UR - https://trid.trb.org/view/1426738 ER - TY - RPRT AN - 01613991 AU - Shan, Haoyin AU - Kilgore, Roger AU - Shen, Jerry AU - Kerenyi, Kornel AU - Genex Systems, LLC AU - Federal Highway Administration TI - Updating HEC-18 Pier Scour Equations for Noncohesive Soils PY - 2016/10//Laboratory Report SP - 32p AB - A dataset of 594 bridge pier scour observations from two laboratory and three field studies was compiled. The dataset served as the testing ground for evaluating potential enhancements to the pier scour tools for noncohesive soils in Hydraulic Engineering Circular 18 (HEC-18). In the current (fifth) edition of HEC-18, there are two primary equations for pier scour in noncohesive soils. One is the general equation applicable to most situations, including clear water and live bed conditions. The second is a coarse bed material equation recommended only for use under clear water conditions with coarse bed materials. The objective of this research was to determine if the coarse bed materials equation could be used for conditions beyond those under which it is currently limited. A framework for evaluating the two equations was developed using qualitative and quantitative tools. The coarse bed equation is referred to as the Hager number/gradation coefficient (HN/GC) equation because it references the use of both in the equation formulation. After adjusting the HN/GC equation to a target reliability index of 2.0, it was evaluated on its ability to predict scour for a wide range of conditions in noncohesive soils. Partitioned subsets of the data based on key conditions—including the HEC-18 coarse bed criteria, clear water versus live bed transport conditions, gradation, and median grain size—were used for the evaluation. The equation performed reasonably consistently in all partitioned datasets, leading to the conclusion that it may be used for a broader range of conditions. A subgroup of pier group scour observations was assessed to determine if the equation could also be used for pier groups. The equation performed better for single piers but offered a basis for predicting local scour at pier groups. Considering these findings, the modified HN/GC equation is recommended for use on a broader range of noncohesive soil conditions for pier scour. Recommended limits for application of the equation are as follows: (1) clear water or live bed conditions (V sub 1/V sub c,50 < 5.2), (2) sands, gravels, and cobbles (0.0079 inches (0.2 mm) < D₅₀ < 5 inches (127 mm)), (3) gradation coefficients (σ) less than 7.5, (4) Froude number less than 1.7, and (5) single piers. KW - Bridge piers KW - Data files KW - Equations KW - Granular soils KW - Mathematical prediction KW - Scour UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/bridge/16045/16045.pdf UR - https://trid.trb.org/view/1426739 ER - TY - RPRT AN - 01613988 AU - Rada, Gonzalo R AU - Visintine, Beth A AU - Bryce, James AU - Thyagarajan, Senthil AU - Elkins, Gary E AU - Amec Foster Wheeler Environment & Infrastructure, Incorporated AU - Federal Highway Administration TI - Application and Validation of Remaining Service Interval Framework for Pavements PY - 2016/10//Draft Final Report SP - 118p AB - The pavement remaining service interval (RSI) terminology was developed to remove confusion caused by the multitude of meanings assigned to the various forms of pavement remaining service life (RSL). The RSI concept considers the complete maintenance and rehabilitation (M&R) activity of the pavement system and does not simply consider the end of life as promulgated by the RSL philosophy. The goal of this project was to demonstrate and further develop the application of the pavement RSI concept using real data from two State pavement management systems and the Highway Performance Monitoring System 2010+ dataset. Project-level analysis addressed gaps in the network- and strategic-level analyses. The results from the validation efforts support the conclusion that the RSI represents a valid approach to determining and communicating future M&R needs of a pavement instead of defining pavement life using a single number as in RSL. Those results also show that RSL is essentially not related to the time until the next pavement treatment in an optimal strategy. KW - Data files KW - Highway Performance Monitoring System KW - Optimization KW - Pavement maintenance KW - Pavement management systems KW - Pavements KW - Rehabilitation (Maintenance) KW - Remaining service interval KW - Service life UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/16053/16053.pdf UR - https://trid.trb.org/view/1426737 ER - TY - RPRT AN - 01613987 AU - Wilmot, Chester AU - Greensword, Marlon AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Investigation into Legislative Action Needed to Accommodate the Future Safe Operation of Autonomous Vehicles in the State of Louisiana PY - 2016/10//Final Report SP - 133p AB - This report addresses the matter of autonomous vehicles and the regulation of their operation in the state of Louisiana. It was prepared in response to a request from the Louisiana State Legislature to study the subject of autonomous vehicles and provide recommendations on legislative and regulatory action to best accommodate this emerging technology. The methodology employed included reviewing the state of the art as published in the literature and other media, noting practice in other states, considering agencies involved and the role they have, and identifying the main issues facing the development of autonomous vehicles today. What was found is that there is an exponential growth in interest in the subject, both officially and among the public at large, that some unrealistic expectations as to what autonomous vehicles will be able to accomplish is beginning to be challenged, and that two paths in the development of autonomous vehicles are being followed: one involving incremental growth toward full automation and the other an attempt to produce a fully autonomous vehicle directly. The general consensus is to place as little restriction and regulation on the development of autonomous vehicles as possible at the moment so that innovation is inhibited as little as possible. At the same time, the potential benefits of uniformity or standardization among states is recognized but any proposals in this regard are limited to suggestions at the moment. KW - Autonomous vehicles KW - Intelligent vehicles KW - Legislation KW - Louisiana KW - Regulation KW - State laws UR - http://www.ltrc.lsu.edu/pdf/2016/FR%20571.pdf UR - https://trid.trb.org/view/1426521 ER - TY - RPRT AN - 01603678 AU - Loftus-Otway, Lisa AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - NEPA Assignment Training Powerpoints and Quizzes PY - 2016/10 SP - 221p AB - The objective of these training materials is to provide National Environmental Policy Act (NEPA) Assignment information to all professionals involved in the NEPA process. Texas Department of Transportation (TxDOT) staff helped identify six groups to receive the training: consultants, engineers, environmental specialists, local government staff, elected officials, and management. Six PowerPoints were developed specifically for these groups. The PowerPoints contain sections that outline an introductory review of NEPA and an explanation of how NEPA Assignment has changed the general responsibilities held by these six groups. An overview of what to expect and develop for different project classifications lays the foundation for project delivery of Categorical Exclusions (CEs), Environmental Assessments (EAs), and Environmental Impact Statement (EISs). Major aspects of implementing the NEPA process across all project classifications are outlined, such as project initiation and quality assurance and control. Finally, real-world examples are used to illustrate how important each person’s role is to the larger NEPA process under assignment, and to provide examples of where and how mistakes can take place. Also provided here are five quizzes (for all but the elected official group), which similarly use examples from practice to assess the user’s understanding of the material. KW - Environmental impact statements KW - Implementation KW - National Environmental Policy Act KW - Project delivery KW - Quality assurance KW - Quality control KW - Texas KW - Training UR - http://library.ctr.utexas.edu/ctr-publications/0-6866-P1.pdf UR - https://trid.trb.org/view/1411139 ER - TY - RPRT AN - 01625808 AU - Zeilinger, Chris AU - Community Transportation Association of America AU - Federal Highway Administration TI - Developing and Advancing Effective Public Involvement and Environmental Justice Strategies for Rural and Small Communities PY - 2016/09/30/Research Report SP - 42p AB - The objective of this research was to help transportation planners, practitioners and other decision makers in rural areas and other smaller communities develop effective, locally appropriate, replicable strategies for public involvement in transportation planning and programming, especially to engage environmental justice communities in working with transportation planners to co-create strategies that will mitigate or avoid prospective environmental justice issues. Working initially with six competitively selected planning organizations in rural and urban areas of less than 200,000 population, the research found that effective practices for public involvement in transportation planning required as diverse a set of strategies in smaller metropolitan areas as in those with much larger populations, but smaller areas’ planning agencies have correspondingly smaller staffs, and must be selective in their use of various public involvement strategies. KW - Environmental justice KW - Public participation KW - Rural areas KW - Small towns KW - Strategic planning KW - Transportation planning UR - http://www.fhwa.dot.gov/planning/public_involvement/publications/effective_strategies/fhwahep17023.pdf UR - https://trid.trb.org/view/1442743 ER - TY - RPRT AN - 01624429 AU - Bechtel, Andrew AU - College of New Jersey AU - University Transportation Research Center AU - Office of the Assistant Secretary for Research and Technology AU - Federal Highway Administration TI - Effect of Implementing Lean-on Bracing in Skewed Steel I-Girder Bridges PY - 2016/09/30/Final Report SP - 23p AB - Skew of the supports in steel I-girder bridges cause undesirable torsional effects, increase cross-frame forces, and generally increase the difficulty of designing and constructing a bridge. The girders experience differential deflections due to the skewed supports, and undesirable effects arise when the girders are linked transversely. Before the placement of the deck, the main method of linking the girders transversely is through the use of cross-frames. The cross-frames are designed to provide stability during construction and distribute transverse loads through the bridge girders; this is their primary role. Cross-frames also help control differential displacement during deck placement and distribute vertical loads in the bridge’s elastic and inelastic ranges. The cross-frames are not specifically designed for these tasks; these are the secondary roles of the cross-frames. Lean-On bracing has been proposed to reduce skew effects caused by traditional cross-frames. While having been shown to improve skew effects, the alternative cross-frame designs have not been evaluated on the effect they have on the cross-frames’ secondary roles. This paper describes a study of the effects Lean-On bracing has on the secondary roles of cross-frames. Three-dimensional Finite Element Models were used to perform a study involving changes in skew angle and cross-frame design. The rotation of the girders, maximum cross-frame stresses, load distribution, and differential displacement between the girders were used to characterize the behavior of the bridges. For the bridge type studied, the only major difference in performance was that the maximum cross-frame stresses were reduced for the bridges modeled with Lean-On bracing. KW - Bracing KW - Bridge design KW - Bridge members KW - Deflection KW - Finite element method KW - Frames KW - Girder bridges KW - Girders KW - Skew bridges KW - Steel bridges UR - http://www.utrc2.org/sites/default/files/Final-Report-Effect-of-Implementing-Lean-On-Bracing.pdf UR - https://trid.trb.org/view/1445501 ER - TY - RPRT AN - 01614961 AU - Magalotti, Mark AU - Hu, Yuan AU - Bariyeh, Halima AU - University of Pittsburgh AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Identifying Impediments and Solutions to Sidewalk Project Implementation in Pennsylvania PY - 2016/09/30/Final Report SP - 77p AB - The purpose of this research project was to evaluate the implementation issues of sidewalk projects that are funded through various federal programs administrated by the Pennsylvania Department of Transportation (PennDOT). This evaluation has identified specific problems through a review of past and current projects in the Safe Routes to School (SRTS), Transportation Enhancements (TE), Pennsylvania Community Transportation Initiative (PCTI) programs and the Transportation Alternatives Program (TAP) as well as surveys of other departments of transportation and case studies. Recommendations to address identified implementation issues to assist PennDOT and project sponsors with completion of sidewalks projects were made in the areas of project programming and funding applications; project implementation process improvements; and state and local government coordination. KW - Case studies KW - Coordination KW - Financing KW - Implementation KW - Local government KW - Pennsylvania KW - Programming (Planning) KW - Safe Routes to School (Program) KW - Sidewalks KW - State departments of transportation KW - State government KW - Surveys UR - http://www.dot7.state.pa.us/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Planning/Identifying_Impediments_and_Solutions_to_Sidewalk_Project_Implementation_In_PA.pdf UR - http://ntl.bts.gov/lib/60000/60200/60288/Identifying_Impediments_and_Solutions_to_Sidewalk_Project_Implementation_In_PA.pdf UR - http://ntl.bts.gov/lib/60000/60300/60356/Identifying_Impediments_and_Solutions_to_Sidewalk_Project_Implementation_In_PA.pdf UR - https://trid.trb.org/view/1427115 ER - TY - RPRT AN - 01614945 AU - Bandara, Nishantha AU - Jensen, Elin AU - Holt, Frank AU - Lawrence Technological University AU - Michigan Department of Transportation AU - Federal Highway Administration TI - Evaluating the Use of Tow Plows in Michigan PY - 2016/09/30/Final Report SP - 227p AB - The main objective of this project is to identify the cost-benefit of Tow Plow usage on different routes in order to determine where Tow Plows can be included in the snow maintenance fleet in a safe and economical manner. During this study, state-of-the-practice information on Tow Plows was gathered through a comprehensive literature review and Tow Plow usage survey. The survey was conducted among highway agencies in the snowy regions of the United States and Canada. A field evaluation of the Tow Plow was performed on several different types of snow routes during a few winter storms with varying severity. The field evaluation included gathering data related to visual condition of the pavement behind the Tow Plow and regular plow, operating speed of the snow plows, friction level of the pavement behind the different types of plows, and the traffic condition behind the snow plows. Based on the collected data, conclusions indicate that there is no statistically significant difference in friction levels behind the different types of plows and operating speeds were also compatible between snow plows. Although, the traffic conditions behind a Tow Plow were severe during winter maintenance operations, overall travel delay during the winter storms was significantly less as verified by analyzing traffic speed data collected during winter storms. The cost-benefit of using the Tow Plow and the most cost effective equipment combination were determined by using winter maintenance cost data reported by Michigan Department of Transportation (MDOT) personnel and traffic delay data computed by using observed traffic speed during winter storms. A training video for Tow Plow operators was also developed as part of this research project. KW - Benefit cost analysis KW - Evaluation KW - Field studies KW - Friction KW - Literature reviews KW - Michigan KW - Operating speed KW - Snow removal KW - Snowplows KW - State of the practice KW - Surveys KW - Towing vehicles KW - Traffic delays KW - Training KW - Transportation departments UR - http://www.michigan.gov/documents/mdot/SPR1623_TowPlows_537649_7.pdf UR - http://ntl.bts.gov/lib/60000/60400/60484/SPR1623_TowPlows_537649_7.pdf UR - https://trid.trb.org/view/1426355 ER - TY - ABST AN - 01612627 TI - Transportation System Resilience: Research Roadmap and White Papers AB - The objectives of this project are to develop a research roadmap and three white papers for senior executives on transportation resilience. Together with the resilience Chief Executive Officer (CEO) primer and engagement activities developed under National Cooperative Highway Research Program (NCHRP) Project 20-59(55), this series of products and activities will lead into and inform the research in NCHRP Project 20-59(117) that will culminate in a national summit and peer exchange on transportation resiliency to be held in late 2018. Accomplishment of the project objectives will require at least the following tasks. For the purposes of this project’s construct, “functions” refers to the assignments, tasks, and positions in a state departments of transportation (DOT) that are critical to the performance of continued transportation service through any hazard or disruption; “assets” refers to the infrastructure, equipment, resources, tools, vehicles, hardware, roadways, tunnels, and facilities owned and operated by a state DOT to ensure the continued safe transport of goods and people through any hazard or disruption; “networks” refers to the relationships maintained by a state DOT with local municipalities, contractors, the private sector, and other branches of local, state and federal government to ensure continuity of transportation operations through any hazard or disruption; “systems” refers to the variety of critical technology platforms and applications, including all software utilities and electronic forms of data, utilized by state DOT personnel to operate assets and infrastructure, support functional continuity, and enable network communication and reliability through any hazard or disruption; “people” refers to the inherently necessary human resources and personnel needed by a state DOT to ensure transportation service is provided through any hazard or disruption. KW - Asset management KW - Disasters and emergency operations KW - Hazards KW - Resilience (Materials) KW - Service disruption KW - State departments of transportation KW - Weather conditions UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4259 UR - https://trid.trb.org/view/1424952 ER - TY - ABST AN - 01612534 TI - Compendium of Successful Practices, Strategies, and Resources in the FHWA Disadvantaged Business Enterprise (DBE) Program AB - The U.S. Department of Transportation Federal Highway Administration (FHWA) Disadvantaged Business Enterprise (DBE) program provides small businesses, owned and controlled by socially and economically disadvantaged persons, with opportunities to participate--both as prime and subcontractors--on federally assisted highway contracts. DBEs include both construction contractors and professional services consultants. DBEs participate as subcontractors primarily as a result of a prime contractor’s obligation to meet a DBE contract goal, i.e., subcontract a certain percentage of the contract to certified DBEs. As a requirement of receiving federal highway funds, state departments of transportation (state DOTs) are obligated to administer a DBE program. FHWA provides oversight of the state DOTs’ DBE programs to ensure they are implemented in conformance with the governing federal regulations. In addition to its oversight responsibilities, FHWA has statutory authority to allocate up to $10 million annually to provide supportive services to DBEs. The $10 million is allocated among the state DOTs by formula, and FHWA requires each state to submit a qualified statement of work prior to allocation. As of 2015, FHWA requires state DOTs accepting DBE Supportive Services funds to administer business development programs for certified DBEs. These programs are designed to evaluate participating DBEs and create programs tailored to specific firms’ strengths and weaknesses. The program goal is to increase a DBE’s ability to compete on federally assisted contracts by building capacity and successful business practices. The U.S. General Accounting Office (GAO) found that FHWA, through the state DOTs, has successfully provided opportunities for DBEs to compete for contracts in the federal-aid highway program. Of the thousands of firms that participate in the DBE program nationally, there are a significant number of successes. A certified DBE “graduates” from the program if its owner exceeds the regulatory personal net worth cap or if the business’s annual gross receipts exceed the regulatory small business size cap. Although it may be a good indicator, graduation from the program does not necessarily determine whether a firm will be able to successfully compete for contracts outside of the DBE program. Information is needed on the business practices and experiences of successful DBE firms that have either graduated from the program or actively participate in the program, and the role of the DBE program and/or DBE Supportive Services in contributing to that success. Additionally, there is a need to better understand: (1) good practices to promote success and create self-sufficiency within and outside of the DBE program; (2) characteristics, business practices, and behaviors of DBEs that graduate from the program; (3) whether graduates of the DBE program are able to survive on their own, without the program benefits; and (4) specific practices of state DOTs in administering the program that have contributed to a DBE’s participation in the program and ultimate success. The objective of this research is to develop a compendium of practices that have been most beneficial to those firms that have graduated from the DBE program or have successfully competed within the program, both through the state DOTs’ implementation of the program requirements and through participating in Supportive Services such as business development programs. This research is looking for specific strategies, experiences, and resources that can be used by DBE firms; state DOTs, with the support of FHWA; and service providers in implementing a successful DBE program. This compendium will (1) document business practices and experiences of successful DBE firms and assess their potential for broad application, (2) present matrices that illustrate key features of state DOT DBE programs that contribute to the success of DBE firms, and (3) provide case studies that feature application to real-world challenges and successes in the participation and administration of DBE programs. KW - Business practices KW - Case studies KW - Contracting KW - Disadvantaged business enterprises KW - Financing KW - Implementation KW - Regulations KW - Resource development KW - Small business KW - State departments of transportation KW - Strategic planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4261 UR - https://trid.trb.org/view/1424906 ER - TY - RPRT AN - 01619053 AU - Haghshenas, Hamzeh AU - Nabizadeh, Hesamaddin AU - Kim, Yong-Rak AU - Santosh, Kommidi AU - University of Nebraska, Lincoln AU - Mid-America Transportation Center AU - Nebraska Department of Roads AU - Federal Highway Administration AU - Federal Transit Administration TI - Research on High-RAP Asphalt Mixtures with Rejuvenators and WMA Additives PY - 2016/09/27/Final Report SP - 76p AB - This study is to evaluate the mechanical and chemical properties of the asphalt concrete (AC) mixture, fine aggregate matrix (FAM), and binder modified by three different rejuvenators and warm mix asphalt (WMA) additive. In this regard, for testing of AC mixtures, the dynamic modulus, dynamic creep, and semicircular bending (SCB) fracture tests were conducted. For testing of FAM mixtures, three types of strain-controlled torsional oscillatory shear tests (i.e., strain sweep, frequency sweep, and time sweep) and the static creep-recovery tests were employed for comparative purposes. For binders, the Fourier transform infrared (FTIR) spectroscopy, saturates-aromatics-resins-asphaltenes (SARA) analysis, dynamic shear rheometer (DSR), and atomic force microscopy (AFM) were used to characterize the physicochemical and mechanical aspects of the asphalt binders. Based on test and analysis results, the rejuvenators can soften the materials, increase the rutting potential and may mitigate moisture damage resistance, while improving cracking and fatigue resistance of the asphaltic mixtures. A comparison between AC mixtures and corresponding FAM mixtures revealed the interrelationships between the two length scales. From the binder tests, it appears that the rejuvenators decrease either carbonyl or sulfoxide or both indices. Addition of rejuvenators to the mixture of recycled asphalt binder and virgin binder led to a decrease in the amount of asphaltenes. Furthermore, rejuvenators improved colloidal instability index (CII), which implies that the aged binder has become more stable due to rejuvenation. The AFM phase images of binders indicated that the softening effect of rejuvenators corresponds to the mechanical test results from DSR. KW - Additives KW - Asphalt mixtures KW - Bituminous binders KW - Cracking KW - Fine aggregates KW - Laboratory tests KW - Mechanical tests KW - Mix design KW - Moisture damage KW - Pavement performance KW - Reclaimed asphalt pavements KW - Warm mix paving mixtures UR - http://roads.nebraska.gov/media/6708/finalreportm016.pdf UR - http://www.roads.nebraska.gov/media/6708/finalreportm016.pdf UR - http://ntl.bts.gov/lib/60000/60500/60501/finalreportm016.pdf UR - https://trid.trb.org/view/1435434 ER - TY - RPRT AN - 01618834 AU - Zinke, Scott AU - Mahoney, James AU - University of Connecticut, Storrs AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Reviewing the Testing Protocol for Density Cores Collected from CTDOT during the 2012 and 2013 Construction Seasons PY - 2016/09/27/Final Report SP - 37p AB - Density of cores that are cut from the roadway following compaction on new pavements in Connecticut is used as a quality indicator. This density needs to be determined accurately as it impacts payment. Cores need to contain material from the placed surface without mix adhering to underlying layers in order to be determined accurately. In addition, when cut cores do not have a smooth bottom surface, density may not be able to be determined accurately. More than 1,100 cores from the 2012 and 2013 construction season were collected and analyzed to determine what level of surface relief (or texture depth) would affect accurate measurement, and thus require saw cutting. It was determined that when more than 4.5 mm of surface relief exists on the bottom of a core it should be saw cut to a planar condition to avoid density measurement errors. A gauge was developed at the University of Connecticut to measure texture depth when it is not readily evident that it is greater than 4.5 mm. Recommendations include saw cutting core bottoms to remove underlying material attached to the pavement to be tested, as well as when surface relief is in excess of 4.5 mm. It is further recommended that cores containing less than 4.5 mm of surface relief and having no underlying material attached be measured in their existing condition because there is no benefit gained when saw cutting these cores. KW - Accuracy KW - Asphalt pavements KW - Connecticut KW - Cores (Specimens) KW - Density KW - Paving KW - Quality control KW - Saw cutting KW - Testing protocol UR - http://www.ct.gov/dot/lib/dot/documents/dresearch/CT-2281-F-15-8.pdf UR - http://ntl.bts.gov/lib/60000/60500/60555/CT-2281-F-15-8.pdf UR - https://trid.trb.org/view/1439970 ER - TY - ABST AN - 01615479 TI - Strategies to Reduce Burro-Vehicle Collisions in the Lake Pleasant Area AB - A large and growing population of wild burros lives in the vicinity of Lake Pleasant north of Phoenix, Arizona. Included in this region is the Lake Pleasant Herd Management Area (HMA). The burros are under the guardianship of the U.S. Bureau of Land Management (BLM), as established by the Wild Horse and Burro Act of 1971 (Public Law 92-195). BLM estimated the HMA’s burro population at 54 animals in 1974 and 366 in 2014. The HMA encompasses an area in the vicinity of Lake Pleasant. Burros are widely distributed in the region and affect portions of the state highway system (Interstate 17, State Route 74, and State Loop 303) and roads under the jurisdiction of Maricopa County, Phoenix, and Peoria. Burros enter roadways for reasons that are presently unclear. A partial and anecdotal explanation is that existing animal barriers are being compromised by human recreational users of public lands (fences are cut, gates are left open). The BLM reports that 85 burro-vehicular incidents occurred on the state highway system in the region in 2013 through 2015, resulting in the deaths of 41 burros and significant property damage, but no human fatalities. Nevertheless, the risk exists for burro-vehicle collisions, human injuries, and fatalities to occur. A complete understanding of burro movements has not been established. No studies on burro movements relevant to roads or vehicular collisions have been conducted. This research is proposed by the Arizona Game and Fish Department (AGFD) in cooperation with BLM. If approved, research tasks will be managed by the Arizona Department of Transportation (ADOT) and performed by AGFD; additional tasks, such as burro collaring and capture, would be performed by BLM. The research team will: (1) document and analyze burro-vehicle collisions in the study area; (2) collect and document other relevant data, including ADOT’s fencing inventory; (3) identify and analyze burro movement, distribution, and road permeability in the Lake Pleasant HMA; (4) identify burros’ points of access to roadways and high-crossing locations; and (5) recommend data-driven strategies that ADOT can implement to restrict burros from the roadways and prevent collisions with vehicles. KW - Animals KW - Bureau of Land Management KW - Crashes KW - Fences KW - Horses KW - Phoenix (Arizona) KW - Wildlife UR - https://trid.trb.org/view/1428160 ER - TY - ABST AN - 01613004 TI - Condition Evaluation of In-Service Chemically Stabilized Subgrades in a High Sulfate Environment AB - Ohio Department of Transportation's (ODOTs) Office of Pavement Engineering adopted a practice of reducing the pavement design thickness where chemical stabilization is performed (i.e., a pavement design credit). The ODOT districts are very motivated to take advantage of this to improve chemical stabilization, and to save money on pavement costs. The issue is that sulfates are not discovered during design; they are discovered during construction, which forces a decision on how to proceed using one of the following options: (a) chemically stabilize, build the thinner pavement, and hope no adverse conditions develop; or (b) do not chemically stabilize and somehow change the pavement build-up in construction. This decision making is happening in real time, without data to guide the decision one way or another. This project will evaluate the chemically stabilized subgrade at recently constructed projects with both low and high sulfate levels to identify the physical and mineral properties of the chemically stabilized subgrade, which will determine if any adverse conditions have developed. The conclusions of this research should allow for ODOT to make better informed decisions with regards to performance/non-performance of chemical stabilization. KW - Construction KW - Costs KW - Decision making KW - Pavement design KW - Real time information KW - Stabilized materials KW - Subgrade (Pavements) KW - Thickness UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Pages/Project_Details.aspx?View={D7C72556-2ABC-4830-BDFF-6C02603A792B}&FilterField1=State%5Fx0020%5FJob%5Fx0020%5F%5Fx0023%5F&FilterValue1=135443 UR - https://trid.trb.org/view/1425893 ER - TY - ABST AN - 01611895 TI - Evaluation of Asphalt Base Course Construction and Acceptance Requirements AB - The Ohio Department of Transportation (ODOT) currently accepts asphalt base material (301 and 302) utilizing plant data, method based compaction techniques specifying roller types, weights, and coverage requirements. Reduction in staffing and observed premature base failures cause concern with these current construction process requirements. This research will evaluate the effectiveness of ODOT's current methods and investigate whether additional testing (at the mix plant, in-place, mix design, etc.) of asphalt base materials are warranted. The goal of this research is to improve ODOT's current acceptance methods, which will improve the quality of asphalt base pavement construction. The research team will review other states pavement design, mix design, and acceptance methods for asphalt base courses to identify best practices and potentially improve ODOT processes. The research team will evaluate whether ODOT's current state of practice for acceptance of asphalt base courses is adequate and provides repeatable and uniform pavement courses. If not, the research team will identify improvement opportunities for construction and acceptance procedures for asphalt base courses (Phase 1). The principle investigator (PI) will provide suggestions for modifications to ODOT's current acceptance methods to improve the quality of asphalt base pavement construction (Phase 1). KW - Asphalt pavements KW - Base course (Pavements) KW - Best practices KW - Evaluation KW - Methodology KW - Mix design KW - Ohio KW - Ohio Department of Transportation KW - Pavement design KW - Paving KW - Paving materials KW - Quality assurance KW - State departments of transportation UR - https://trid.trb.org/view/1424316 ER - TY - ABST AN - 01611914 TI - Improving the Quality of Highway Profile Measurement AB - The objectives of this project are to: (1) deliver sample procurement specification, maintenance guidelines; (2) direct and support development and maintenance of pavement profile analysis software: (3) establish criteria for profile verification and assist with development of validation sites; (4) develop and deploy pavement profile reference device(s) and a traceable verification process; and (5) provide technical support for the Road Profile Users' Group and conduct annual face-to-face meetings in conjunction with the group. KW - Guidelines KW - Highway maintenance KW - Pavements KW - Procurement KW - Profilometers KW - Quality control KW - Smoothness KW - Specifications KW - Validation UR - http://www.pooledfund.org/Details/Study/605 UR - https://trid.trb.org/view/1424080 ER - TY - ABST AN - 01611913 TI - Enhancement to the Intelligent Construction Data Management System (Veta) and Implementation AB - Using ICDM-Veda as a tool/platform, the objectives of this effort are to incorporate features and enhancements such as the following: (1) Analysis platforms; (2) Filtering, computations, modeling, etc.; (3) Management of database and project files; (4) Enhancements and additions to existing logic and coding to facilitate efficiency and added features; (5) Mapping; (6) Mapping performance, print feature; (7) Correlation analyses; (8) Correlations between different data sets (intelligent compaction, thermal profiling, ground penetrating radar (GPR), pavement smoothness, falling weight deflectometer (FWD), density, etc.; (9) Spot tests; (10) Management of conventional spot test data (import, filtering, mapping, correlations); (11) Data import and mapping; (12) Import data sets from ProVAL, ground penetrating radar, and delimited text data; (13) Contract administration; (14) Automated items needed to administer geo-spatial technologies during construction for quality control/quality assurance (QC/QA)); - Data import/mapping, acceptance, basis of measurement and documentation of quantities; (15) Asset management; and (16) Mapping of final project QC/QA data collection for use as a supplement Pavement Management Systems. KW - Asset management KW - Construction KW - Correlation analysis KW - Data analysis KW - Data files KW - Data management KW - Intelligent agents KW - Mapping KW - Pavement management systems KW - Software UR - http://www.pooledfund.org/Details/Study/583 UR - https://trid.trb.org/view/1424087 ER - TY - ABST AN - 01612646 TI - Last Mile Commercial Package Delivery as a Revenue Generation Tool for Rural Public Transportation Systems in Wyoming AB - According to the United States Postal Service’s 2014 White Paper— Package Services: Get Ready, Set, Grow!, consumers and businesses in the United States spent more than $68 billion to ship packages domestically in 2013. Amazon alone paid more than $6.6 billion to deliver goods of online retailer in 2013 including books, clothing, electronics, jewelry, and shoes (USPS 2014). The package delivery market of online products is experiencing continuous change in order to make it more efficient and cost effective. Commercial companies are investigating various practices that can replace traditional last mile delivery systems. Since public transportation systems have emerged as a viable solution for the last mile package delivery market, these public transportation systems and state departments of transportation should research this opportunity to obtain new revenue. This revenue could help rural transit systems obtain critically needed local match. Finally, package delivery through a transit system could help improve the efficiency,effectiveness, visibility of rural transit systems, and provide another venue to connect transit systems with the general public. KW - Amazon.com KW - Cost effectiveness KW - Delivery service KW - Package and mail service KW - Public passenger vehicles KW - Revenues KW - Rural transit UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/RS10216%20Last%20Mile%20Package%20Delivery-WTI%20Proposal.pdf UR - https://trid.trb.org/view/1425016 ER - TY - RPRT AN - 01614861 AU - Williams, Billy M AU - Rouphail, Nagui M AU - Kim, Sangkey AU - Song, Tai Jin AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Incident Management Assistance Patrols – Assessment of Benefits/Costs, Route Selection, and Prioritization PY - 2016/09/21/Final Report SP - 176p AB - The North Carolina Department of Transportation's (NCDOT’s) Incident Management Assistance Patrol (IMAP) program provides a critically important service to North Carolina’s traveling public. The highly trained and well-equipped IMAP operators protect motorist safety while minimizing congestion and improving system reliability. While the costs of deploying IMAP routes are not trivial, the benefits are tangible and significant for locations where the patrols are truly needed. Therefore, it is essential that the NCDOT have appropriate and effective tools and methodologies for evaluating the costs and benefits of existing and potential IMAP deployments and for prioritizing route expansion alternatives. The NCDOT has operated a highly successful and expanding IMAP program over the last two decades. Demand for continued system expansion is coming up against trends in budget tightening and workforce downsizing. The trends are nationwide and have fueled a parallel trend toward private operation of freeway service patrols. These trends in service patrol deployment and service delivery have been accompanied by a sustained national and international research thrusts providing important implementable findings in transportation system modeling and experimental knowledge in the safety and efficiency improvements that can be achieved through the provision of freeway service patrols. Therefore, in pursuing this research project, NCDOT desired a synthesis of lessons learned and best practices as well as development of a methodology to incorporate this knowledge, along with applicable recent research findings, into a process that will enable criteria-based selection and prioritization of future IMAP system expansion. The project outcomes have addressed these needs. KW - Benefit cost analysis KW - Best practices KW - Evaluation and assessment KW - Freeway service patrols KW - Incident management KW - Methodology KW - North Carolina KW - Route choice KW - Strategic planning UR - https://connect.ncdot.gov/projects/planning/RNAProjDocs/2014-12Final%20Report.pdf UR - https://trid.trb.org/view/1426172 ER - TY - ABST AN - 01610782 TI - Surfact Transportation Security Research. Task 55. Transportation System Resilience: CEO Primer & Engagement AB - The transportation community is focused on a new challenge facing the nation’s transportation systems. That challenge has become known as “resilience”: the nexus of preparing for the impacts of climate change (e.g., sea level rise, severe/extreme weather events) while responding to the catalog of system vulnerabilities and emergencies. Transportation agencies and others have slowly been developing a new appreciation for the challenges inherent in reconciling the similarities and distinctions among four inter-related topics: (1) Critical Infrastructure; (2) System Risk Management; (3) Protection; and (4) All Hazards Response. The development of a new strategy based on resilience includes a much broader range of options to help manage risks and recover from system disruptions. In this new paradigm, resilience does not replace the four concepts, but offers an overarching strategy that includes system risk management, protection, and preparedness as complementary strategies to prevent attacks and ward off threats, and adaptation, recovery, and other post-disruption strategies to restore normal transportation services. At the same time, transportation resilience can effectively support community resilience when transportation organizations plan for and accommodate unforeseen financial and economic conditions affecting system sustainability and regional economic conditions. System resiliency is ultimately a matter of context and connectedness and, much like safety, affects every major business function within a transportation agency including planning, project delivery, operations, and business management. The following table provides an example comparison among some of the more affected faces. Although cooperative research projects and others have produced a wealth of resilience-related studies, products, guidelines, and effective practices over the past two decades, there is still much that remains to be done prior to the 2018 National Summit on Transportation Resilience. The Summit will be a significant component of National Cooperative Highway Research Project (NCHRP) 20-117, which will organize a national summit and peer exchange on transportation resilience to be held in 2018 and co-sponsored by the Transportation Research Board (TRB), American Association of State Highway and Transportation Officials (AASHTO) (including the Special Committee on Transportation Security and Emergency Management, the Standing Committee on the Environment, and Resilient and Sustainable Transportation Systems), Federal Highway Administration (FHWA), Federal Emergency Management Agency, Department of Homeland Security, and other interested parties. The objectives of this project are to develop a primer and a series of briefings for state Department of Transportation (DOT) chief executive officers (CEOs) and senior executives on transportation resilience. Together with the resilience research roadmap and resilience white papers currently being developed under NCHRP Project 20-59(54), this series of products and activities will lead into and inform the research in NCHRP Project 20-59(117) that will culminate in a national summit and peer exchange on transportation resilience to be held in late 2018. Accomplishment of the project objectives will require at least the following tasks. Task descriptions are intended to provide a framework for conducting the research. The NCHRP is seeking the insights of proposers on how best to achieve the research objectives. Proposers are expected to describe research plans that can realistically be accomplished within the constraints of available funds and contract time. Proposals must present the proposers' current thinking in sufficient detail to demonstrate their understanding of the issues and the soundness of their approach to meeting the research objectives. Task 1. Prepare an executive-level primer on transportation resilience--a concise and easy-to-follow report to explain the implications and dimensions of the emerging focus on resilience in transportation and the potential impact on agency programs. Task 2. Develop briefing materials on transportation resilience and provide a series of engagement forums (briefings) to senior transportation executives prior to the 2018 National Summit on Transportation Resilience. These forums will also serve to gauge interest in and garner support for resilience-related activities including the Summit, the resilience research roadmap, and local resilience-focused initiatives. The briefings are to inform the CEOs, get feedback from the CEOs on the briefings, and determine how best to structure the Summit so that it is meaningful and effective. Proposers are expected to provide detailed research plans with additional tasks described that will lead to the desired objectives. At a minimum, the research plans must include an amplified work plan, an interim report and associated in-person meeting with the project panel, draft final deliverables, and revised final deliverables. Systems interdependencies and lifelines should figure prominently in the primer and briefings developed under NCHRP 20-59(55). See Special Note G. Contractors for NCHRP 20-59(55) are strongly encouraged to employ a construct adapted from the 2006 National Infrastructure Protection Plan (NIPP) Risk Management Framework, which calls on each sector to identify those functions, assets, networks, systems, and people (FANSP) that make up the nation’s critical infrastructure and key resources (CI/KR). That construct was further elaborated on in the May 2007 Transportation Systems: Critical Infrastructure and Key Resources Sector-Specific Plan as Input to the National Infrastructure Protection Plan. Each resiliency topic in the primer should explore interdependencies associated with the functions, assets, networks, systems, and people at a DOT that are impacted by actions or inactions taken to build resiliency around the subject area. See Special Note H. The American Association of State Highway and Transportation Officials will assist with outreach to state DOT CEOs for the primer and engagement forums; ballot the draft primer; upon approval, publish and distribute the primer; and assist with arranging the presentation of findings to appropriate audiences (e.g., by providing up-to-date contact information, time on agendas, etc.). It is anticipated that development of the primer and briefings will be iterative, with the final version of the primer revised at the conclusion of the 2018 National Summit on Transportation Resilience. Proposers are encouraged to detail how they propose to engage CEOs: (a) in person, by webinars, or phone calls; (b) all CEOs together, in small groups, one CEO at a time; and/or (c) at the CEOs location. KW - Climate change KW - Disaster preparedness KW - Emergency management KW - Executives KW - Guidelines KW - Infrastructure KW - Resilience (Materials) KW - Risk management KW - Security KW - Service disruption KW - State departments of transportation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4260 UR - https://trid.trb.org/view/1423995 ER - TY - ABST AN - 01609820 TI - Effective and Economical Cleaning of Pipes and Underdrains AB - The Ohio Department of Transportation (ODOT) has embarked on a Transportation Asset Management Program (TAMP) that focuses on system preservation. Part of the focus points of this program is the cleaning of underdrains. This cleaning is important for the preservation of the pavement to extend its life as long as possible. Currently, ODOT uses a self-propelled "Vactor-Jet" for clearing and cleaning Small diameter pipes and underdrains. This piece of equipment is large and requires lane/shoulder closures to use. It cannot be driven off the pavement due to its weight. It is also expensive, which prohibits purchase of more than one or two. This limits the use due to mobilization and need to share. The "Vactor-Jet" type of equipment also has vacuum ability which is not always needed. With a recent emphasis on underdrain maintenance as well as population growth, ODOT has a growing need to clear and clean pipes and underdrains. Underdrain maintenance is vital to extend pavement life and sub base condition. Clearing and cleaning pipes along the road as well as under the road also aids in the system preservation. The purpose of this research is to conduct an in depth analysis of ODOT's current practice of clearing and cleaning of pipe and underdrains and provide recommendations on how to improve safety, production and cost effectiveness. KW - Asset management KW - Cleaning KW - Drains KW - Highway maintenance KW - Lane closure KW - Ohio KW - Pipe KW - Service life UR - https://trid.trb.org/view/1421361 ER - TY - ABST AN - 01612989 TI - Support for TRB Symposium on Transformational Technologies Affecting Transportation AB - The objective of this research is to support a Transportation Research Board (TRB) Symposium on Transformational Technologies Affecting Transportation. Specific duties will include assisting in planning the event, identifying potential participants, preparing white papers and presentation materials on the transformational technologies, facilitating the event, and summarizing the event. Task 1. Meet with the National Cooperative Highway Research Program (NCHRP) Project Panel on July 18, 2016 in San Francisco to begin planning the event. Two weeks prior to this meeting, the contractor will deliver a concept plan for the event, including event objectives and themes and a schedule of milestones leading up to the event as well as follow-on activities to summarize the proceedings. In consultation with TRB staff, the contractor will also prepare an agenda for the kick-off meeting. Upon completion of the meeting, the contractor will prepare notes reflecting the discussion and revise the concept plan. Task 2. In collaboration with the Project Panel, articulate the value proposition for the public and private sectors and academia in participating in the event. Contact high priority organizations to make the organization aware of the event and to convey basic information on participation. The contractor will keep TRB staff up-to-date on those organizations that have been contacted and the degree of interest they have shown in participating in the event. Task 3. In consultation with the Project Panel, TRB staff, and local hosts, develop a detailed agenda for a 1.5 day event. The agenda will address the following transformational technologies: Connected Vehicles (CV), Automated Vehicles (AV), Shared Use Services (SUS), Alternative Fuels, Smart Cities, Big Data, Cybersecurity, Internet-of-Things (IoT), Unmanned Aerial Systems (UAS), NextGen, and 3-D Printing. Preparatory activities may include surveys of potential participants, discussions with relevant TRB Committee Chairs, preparation of technology roadmap concepts, and preparation of discussion points for research and deployment. Such discussion points would include deployment scenarios and use cases for discussion among industry, government, and academic participants. The event agenda will include discussion of a high-level future mobility scenario (circa 2030), as well as multiple scenarios for technology deployment. Breakout groups will discuss these scenarios and consider potential use cases and research questions. Panels including new industry stakeholders, new government stakeholders, and cutting-edge research organizations will discuss barriers to deployment and means of accelerating learning. The contractor will identify and recommend people to fill key roles (e.g., speakers, moderators, panel members) during the event. Breakout groups will be selected to incorporate the key elements of the CAV ecosystem as well as added elements representing the selected hot topics. The contractor should propose scopes for the breakout groups for the Project Panel’s consideration. The event program and breakout discussions will explore collaborative options among the private sector, public sector, and academia; identify new participants in these potential collaborations; and identify research needs of public agencies related to these transformational technologies. This will include the introduction of an accelerated research program with two essential components: (1) Research prospectuses that describe high-priority research and deployment themes, key research questions, and actionable problem statements; and (2) Studies that model deployment plans for specific functionalities to be deployed in certain environments and to be developed more generally. Task 4. Prepare presentation and handout materials for use at the event, including: (1) A white paper summarizing the state of the transformational technologies and including a 2030 mobility technology roadmap; and (2) Plenary PowerPoint® presentation for use at the event. Task 5. Work closely with the Project Panel, TRB staff, and host organization staff for the effective conduct of the meeting. Task 6. Prepare a summary of the symposium. The summary will include: (1) Roadmap of potential future research efforts related to the transformational technologies. The roadmap will describe individual research efforts (including title, objective, funds required) and show how these research efforts may interrelate. The roadmap developed for CV and AV in NCHRP Project 20-24(98) could be used as a template and that roadmap is expected to be updated based on the discussions at the planning event. (2) Options for pursuing collaborations among industry, government, and academia to conduct and share research needed by public agencies to prepare for, and perhaps influence, the development and deployment of transformational technologies that will affect transportation. (3) Other activities that may be useful to public agencies in managing or reacting to the deployment of these transformational technologies. KW - Alternate fuels KW - Automated vehicle control KW - Drone aircraft KW - Ecosystems KW - Intelligent vehicles KW - Internet of Things (IOT) KW - Technological innovations KW - Vehicle sharing UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4263 UR - https://trid.trb.org/view/1425484 ER - TY - RPRT AN - 01618686 AU - Gransberg, Douglas AU - Kovel, Jacob AU - Pines, David AU - Stahl, Jane AU - Zhou, Bin (Brenda) AU - Connecticut Academy of Science and Engineering AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Strategies for Improving Transportation Project Delivery Performance PY - 2016/09/14/Final Report SP - 204p AB - The objective of this study was to identity practices for improving transportation project delivery performance for the various contracting methods that are applicable for the Connecticut Department of Transportation's (CTDOT’s) use. The report is structured in two parts. Part A covers overall project deliverability and Part B is focused on environmental review processes and permitting. An overview of the study’s recommendations is as follows: CTDOT leadership should articulate the department’s vision and objectives for project delivery performance and continue to foster and improve internal relations to instill a shared production culture and team orientation among designers, engineers, environmental regulators, and associated construction entities; to achieve the goals as set forth in the state’s transportation capital program plans, it is expected that CTDOT and the Connecticut Department of Energy and Environmental Protection will require additional staffing and flexibility to engage consultants to fill staffing gaps, especially to meet short-term needs; key project delivery performance measures should be established to monitor processes using data-driven analysis to identify areas for improvement, and justify needed funding and staffing levels; a useful strategy for improving constructability and ensuring the success of all projects, regardless of the project delivery method used, is early and continuous contractor and regulator involvement to enable design and constructability to be considered concurrently; to enhance environmental benefits and minimize environmental impacts of a project, a holistic design approach should be used that includes early and collaborative discussions between designers, construction managers, and environmental regulators, and the practice of sequential design reviews for environmental considerations should be replaced with over-the-shoulder reviews where environmental considerations are integrated into overall project design; CTDOT should use the project delivery method and contractor selection method that best fits a project’s challenges and objectives to achieve potential benefits; a consultant should be engaged to guide the development and implementation of alternative contracting methods (ACMs) processes, and for training CTDOT staff in all aspects of scoping, procurement and contracting, and managing the relationships between CTDOT and design and construction project teams in the use of ACMs. KW - Alternatives analysis KW - Connecticut Department of Transportation KW - Constructability KW - Consultants KW - Contracting KW - Holistic approach KW - Infrastructure KW - Project delivery KW - Strategic planning KW - Transportation projects UR - http://www.ct.gov/dot/lib/dot/documents/dresearch/CT-2298-F-16-1.pdf UR - http://ntl.bts.gov/lib/60000/60400/60492/CT-2298-F-16-1.pdf UR - https://trid.trb.org/view/1436157 ER - TY - ABST AN - 01612647 TI - Effectiveness of Nighttime Speed Limit Reduction in Reducing Wildlife-Vehicle Collisions AB - The overarching objective of this project is to provide transportation planners with scientifically defensible and robust information about whether reducing nighttime speed limits is an effective means of reducing vehicle collisions with wildlife. Doing so will help to justify future management decisions, either to implement reduced nighttime speed limits in multiple locations or to pursue other ways of reducing wildlife-vehicle collisions. This information will help increase the cost effectiveness of Wyoming Department of Transportation's Wildlife Vehicle Collision (WYDOT’s WVC) mitigation measures and will be vital to reducing the rising problem of wildlife-vehicle collisions while maintaining and enhancing landscape connectivity for wildlife in Wyoming. KW - Crash analysis KW - Nighttime crashes KW - Speed limits KW - Transportation planning KW - Wildlife KW - Wildlife Accident Reporting System KW - Wildlife crossings KW - Wyoming UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/RS11216%20Speed%20limit%20and%20WVC.pdf UR - https://trid.trb.org/view/1425019 ER - TY - ABST AN - 01612645 TI - Design and Performance Evaluation of a SemiFlexible Snow Barrier for Avalanche Protection AB - This project will provide valuable information on the design and performance of a lightweight, easily constructible snow supporting structure for avalanche starting zones, to be used for the purpose of avalanche risk reduction near transportation facilities within the State of Wyoming. For many decades, the Wyoming Department of Transportation (WYDOT) has managed the danger to motorists traveling on roadways adjacent to known avalanche paths using active defense measures. These measures typically require winter maintenance staff to forecast potential for avalanche activity and when the probability of slides becomes significant, enact road closures and use artillery or explosives to artificially release avalanches. If crews are successful in triggering a slide, snow-moving equipment is brought in to clear the debris before the road is reopened. This approach requires immense personnel resources and carries the inherent risk involved with detonation of artillery/explosives. The alternative to active control is passive, avalanche starting zone constructed defense that operates stand-alone with no need for WYDOT staff during winter, and that virtually eliminates danger to the traveling public in mountainous areas. KW - Avalanches KW - Explosives KW - Forecasting KW - Risk assessment KW - Safety factors KW - Snow fences KW - Winter maintenance KW - Wyoming UR - https://trid.trb.org/view/1425014 ER - TY - ABST AN - 01610334 TI - Moored Aerostat Systems (MAS) for Transportation, Incident Management, and Infrastructure Assessment AB - A common problem with existing remote sensing tools for highway operations is line-of-sight, coverage area, and availability and access in remote locations. That is, the Ohio Department of Transportation (ODOT) lacks effective and efficient capability for the deployment of mobile sensors capable of short suspense response for monitoring transportation infrastructure during project planning, construction monitoring, system and highway incident management. An efficient means to meet these needs is a low cost, Moored Aerostat Systems (MAS). Fixed towers and ground based sensors are height limited, immobile and only provide limited range coverage. Aircraft are expensive to operate, maintain, have higher liability and have limited endurance. Recent advances in sensor technologies have been driven by high-speed and low-cost electronics, advanced software operations, novel signal processing methods, and advanced manufacturing technologies. New developments in these fields provide promising technical solutions especially for their use in incident management, condition assessments and inventory collection. Aerostats have the ability to provide coverage in remote and inaccessible locations over large areas compared to aircraft, but with persistence of days or weeks instead of minutes and hours. The project are proposing the study of novel and advanced sensors applications on board a MAS to improve business processes in infrastructure assessment and inventory as well as advance interagency policy and procedures that support Incident Awareness and Assessment (IAA) for Quick Clear and incident response operations. In addition to uses of the MAS for ODOT related applications, MASs can be utilized as a shared asset amongst other State of Ohio Agencies further leveraging the state's investment. Discovery or identification of these potential applications need to be realized as well as their most effective implementation strategies. The goal of this research is to study the differing types of available advanced sensors on a Moored Aerostat System (MAS) for incident management and infrastructure assessment, as well as program development for the implementation of MAS systems for statewide employment. KW - Aerostatics KW - Incident management KW - Monitoring KW - Planning KW - Remote sensing KW - Sensors UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Pages/Project_Details.aspx?View={D7C72556-2ABC-4830-BDFF-6C02603A792B}&FilterField1=State%5Fx0020%5FJob%5Fx0020%5F%5Fx0023%5F&FilterValue1=135310 UR - https://trid.trb.org/view/1422309 ER - TY - ABST AN - 01609817 TI - Re-Rounding of Deflected Thermoplastic Conduit AB - Ohio Department of Transportation (ODOT) Construction and Material Specification (CMS) 611 requires a post installation inspection of thermoplastic conduit. The inspection includes visual observation for structural distress and a vertical deflection check via a mandrel or a laser profiler. Conduit exhibiting a vertical deflection exceeding 7.5% of the nominal diameter requires repair or replacement. The industry standard repair method for highly deflected thermoplastic conduit is to utilize a re-rounder to remove the vertical deflection of the conduit. The re-rounder restores the shape of the conduit by vibrating the backfill into consolidation. While the shape may be re-established by removal of the vertical deflection, the impact to the longevity, material properties, embankment above the conduit, and the conduit physical properties is unknown. The goal of this research is to validate the use or non-use of re-rounding conduit as an option in the ODOT toolbox. Objectives of this research should focus on the effects re-rounding has on the pipe to: (1) determine if re-rounding is a viable option to repair conduit deflection; and (2) determine the maximum deflection at which this technique can and should be used. KW - Backfilling KW - Conduits KW - Deflection KW - Distress KW - Embankments KW - Properties of materials KW - Thermoplastic materials UR - https://trid.trb.org/view/1421316 ER - TY - ABST AN - 01609815 TI - Effects of Tree Canopy on Pavement Condition, Safety and Maintenance AB - It has been long thought at Ohio Department of Transportation (ODOT) that tree canopy shading of pavement accelerates pavement deterioration by slowing the evaporation of water from the pavement surface. Damage occurs to the pavement during the winter months when water enters small cracks in the pavement, freezes and expands. Canopy shading also reduces the effectiveness of deicers by reducing the amount of solar energy able to reach the pavement. Solar energy enhances the melting effectiveness of deicers. The canopy also presents a safety issue for the traveling public as limbs may fall onto the roadway and in the path of motorists. ODOT's current practice is to remove the tree canopy from the roadway where practical. This practice has been questioned by critics who claim any negative effects from the tree canopy on the pavement are unfounded and have not been properly researched. This research project aims to determine whether or not ODOT's current practice of removing the tree canopy from the roadway is necessary. The research should also document the positive and negative effects of canopy on the roadway pavement, safety and maintenance practices. The goal of Phase 1 of this research is to develop a field monitoring plan (to take place in Phase 2) that will: (1) Determine the effects of the tree canopy on the pavement, from pavement condition, maintenance and safety perspectives. (2) Document and evaluate the year round effects that tree canopy has on pavement. KW - Condition surveys KW - Deicing chemicals KW - Deterioration KW - Ohio KW - Pavement distress KW - Trees KW - Winter maintenance UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Pages/Project_Details.aspx?View={D7C72556-2ABC-4830-BDFF-6C02603A792B}&FilterField1=State%5Fx0020%5FJob%5Fx0020%5F%5Fx0023%5F&FilterValue1=135320 UR - https://trid.trb.org/view/1421315 ER - TY - ABST AN - 01609463 TI - Evaluation of Partial Depth Pavement Repairs on Routes Heavily Traveled by Amish Horse and Buggies AB - As part of preserving pavement infrastructure and providing safe roads to the traveling public, the Ohio Department of Transportation (ODOT) performs pavement maintenance. Areas in the state with heavy horse and buggy traffic see frequent partial depth repairs because of the pavement distress. The frequent repairs are believed to be caused by the impact of the horse shoes on the pavement. In Holmes County the problem is compounded by an estimated additional four million tourists that visit the area each year. With the advent of the Transportation Asset Management Program (TAMP) ODOT is refining the business process to be more "proactive" than "reactive" with a "Preservation Strategy". This research will help the ODOT determine the most cost effective solution for construction and maintenance of routes with horse and buggy traffic. Additionally, this research will investigate alternate materials that may be adopted by communities using horse and buggy transportation to minimize damage. The purpose of this research is to conduct an in depth analysis of ODOT's current practice of partial depth repairs on roads that experience substantial horse and buggy traffic in order to increase longevity and decrease costs. KW - Amish KW - Cost effectiveness KW - Horse drawn vehicles KW - Maintenance KW - Pavement distress KW - Repairing KW - Traffic UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Pages/Project_Details.aspx?View={D7C72556-2ABC-4830-BDFF-6C02603A792B}&FilterField1=State%5Fx0020%5FJob%5Fx0020%5F%5Fx0023%5F&FilterValue1=135316 UR - https://trid.trb.org/view/1421303 ER - TY - ABST AN - 01617674 TI - Development of Next Generation Liquefaction (NGL) Database for Liquefaction-Induced Lateral Spread AB - The primary outcome of this research is a vetted and community database of seismic, topographical, geotechnical and horizontal displacement measurements pertaining to case histories of liquefaction-induced lateral spread for further research and model development by other researchers and investigators under the auspices of the Pacific Earthquake Engineering Research (PEER) Center (http://peer.berkeley.edu/). Secondary outcomes will be web host and publishing required to house and disseminate this database and its supporting information. This project has the following research objectives: (1) develop peer-reviewed and consistent methodology for data documentation and archiving of lateral spread case histories, (2) develop quality assurance protocols for assessing and documenting data quality, (3) develop methods and/or protocols to quantify uncertainties associated with the collected data, (4) populate the case history database with well-documented examples of liquefaction-induced lateral spread, (5) review screening criterion used in evaluating lateral spread potential, (6) disseminate the database for general use using web-based software tools. KW - Databases KW - Deformation KW - Geological activities and processes KW - Liquefaction KW - Quality assurance KW - Technological forecasting UR - http://www.pooledfund.org/Details/Study/601 UR - https://trid.trb.org/view/1435355 ER - TY - ABST AN - 01616136 TI - A Method to Estimate Annual Average Daily Traffic for Minor Facilities for MAP-21 Reporting and Statewide Safety Analysis AB - Accurately determining Annual Average Daily Traffic (AADT) is critical to many transportation planning, operational, and design decisions. AADT is a key input to geometric design of highways, design of pavements, safety analysis, emissions and air quality studies, and validation of traffic forecasting models. . The most accurate way to determine AADT is from long term traffic counts obtained from Automatic Traffic Recorders (ATR) which count traffic volumes throughout the year. The state of Oregon has 177 ATR sites. The AADT at other roadway segments is estimated from short term traffic counts which are then scaled up using daily, weekly, or monthly adjustment factors. Traffic counts are expensive and labor intensive; extending short-term counts to cover all highway links will not be economical or practical. KW - Air quality management KW - Annual average daily traffic KW - Highway design KW - Oregon KW - Traffic counting KW - Traffic forecasting KW - Traffic volume UR - https://trid.trb.org/view/1429100 ER - TY - ABST AN - 01609431 TI - Evaluation of Maintenance Procedures for Bridge Spalling on Parapet Walls AB - Ohio Department of Transportation (ODOT) county maintenance forces are responsible for removing unsound concrete (spalling) on parapet walls and deck edges from bridges over traffic. The work entails setting up extensive traffic control zones followed by removing the unsound concrete with small pneumatic jack hammers. Once the unsound concrete has been removed a new surface area has been created that is left unprotected from the deicing materials used during the snow and ice season. The purpose of this research is to determine if there is a better way to remove the unsound concrete in lieu of pneumatic tools, the extent of removing unsound concrete before jeopardizing the safety of the bridge and the best method to seal/protect the newly exposed concrete surface to prevent further deterioration. The purpose of this research is to conduct an in depth analysis of ODOT's current process for repairing spalling on bridge parapets and deck edges and provide recommendations on how to improve safety, production and cost effectiveness. KW - Bridge decks KW - Concrete bridges KW - Deicing chemicals KW - Ohio KW - Parapets KW - Spalling KW - Traffic safety KW - Work zone traffic control UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Pages/Project_Details.aspx?View={D7C72556-2ABC-4830-BDFF-6C02603A792B}&FilterField1=State%5Fx0020%5FJob%5Fx0020%5F%5Fx0023%5F&FilterValue1=135319 UR - https://trid.trb.org/view/1421264 ER - TY - ABST AN - 01609430 TI - Evaluation of Trench and Slotted Drain Maintenance and Cleaning AB - Several problems exist when performing maintenance on trench or slotted drains used on highways. Trench and slotted drains are commonly installed in roadway depressions along the shoulder or in gore areas. They are typically installed in these locations as a result of shallow pavement cross slopes that cannot be drained into a ditch or catch basin. The installation locations are a great collection point for storm water but they are also areas where road grit and trash collect. Trench/Slotted drains are effective at removing storm water from the roadway and preventing vehicles from hydroplaning. They are also effective at collecting road grit and trash and supporting vegetation growth. With the increased use of trench/slotted drains on highway reconstruction projects and the reduction of available man hours necessary for maintenance the drains are not being maintained. Without routine maintenance the road grit accumulates in the bottom of the drain and quickly gets root bound by noxious weeds and other vegetation. Once this happens it becomes very labor intensive to clean and reestablish flow. Even when annual maintenance is performed on these drains it is labor intensive and inefficient due to the accessibility of the drain and cleanout locations. The recommended cleaning procedure is to flush with water. This method is effective on drains that do not accumulate an abundance of road grit. However those locations that do accumulate road grit this method is ineffective and slow. The purpose of this research is to conduct an in depth analysis of Ohio Department of Transportation's (ODOT's) current process for maintaining trench/slot drains and provide recommendations on how to improve safety, production and cost effectiveness. KW - Cleaning KW - Debris flows KW - Drains KW - Highway maintenance KW - Hydroplaning KW - Ohio KW - Runoff KW - Trenches UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Pages/Project_Details.aspx?View={D7C72556-2ABC-4830-BDFF-6C02603A792B}&FilterField1=State%5Fx0020%5FJob%5Fx0020%5F%5Fx0023%5F&FilterValue1=135319 UR - https://trid.trb.org/view/1421262 ER - TY - ABST AN - 01609827 TI - Street Intersection Characteristics and Their Impacts on Perceived Bicycling Safety AB - This research originates from concerns on transportation safety with a specific focus on bicycling, which is in alignment with the Ohio Department of Transportation's (ODOT's) third strategic focus area, Transportation Safety. The goal of this research is to identify the impacts of multiple intersection characteristics on people's perception of bicycling safety. The objective of this research is to develop a Perceived Bicycling Intersection Safety (PBIS) Model that will help decision makers make effective decisions to evaluate and increase bicycling safety perceptions at intersections. The documentation of the findings and the model will be applicable to ODOT and other state agencies, and the methodology will be transferable to other communities, locally and nationally, beyond the State of Ohio. KW - Bicycling KW - Decision making KW - Intersections KW - Ohio KW - Perception KW - Strategic planning KW - Transportation safety UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Pages/Project_Details.aspx?View={D7C72556-2ABC-4830-BDFF-6C02603A792B}&FilterField1=State%5Fx0020%5FJob%5Fx0020%5F%5Fx0023%5F&FilterValue1=135328 UR - https://trid.trb.org/view/1421510 ER - TY - ABST AN - 01608043 TI - Evaluation of Post Flooding Shoulder Reconditioning AB - Maintenance crews with Ohio Department of Transportation (ODOT) in Holmes County currently repair berm with additional aggregate when flooding occurs. The problem with this method is the aggregate simply washes away the next time the same area floods. Roads are crowned so water will run off the road from the center line, which causes water to flow to the side, and washes away the aggregate. The Ohio Department of Transportation (ODOT) wants to find a permanent solution to this issue. Holmes County is looking for an answer on how to contain/keep the aggregate in place. Currently, heavy rains cause this issue several times a year. This area contains both hilly and curvy highway routes. The purpose of this research is to look at ODOT's current process(s) for reconditioning berms, and to determine if there is any existing or new processes that could be incorporated that would provide longevity to the areas that experience flooding and wash out. KW - Aggregates KW - Evaluation and assessment KW - Floods KW - Maintenance practices KW - Runoff KW - Shoulder UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Pages/Project_Details.aspx?View={D7C72556-2ABC-4830-BDFF-6C02603A792B}&FilterField1=State%5Fx0020%5FJob%5Fx0020%5F%5Fx0023%5F&FilterValue1=135317 UR - https://trid.trb.org/view/1421003 ER - TY - ABST AN - 01616175 TI - Synthesis of Information Related to Highway Practices. Topic 48-09. Integration of Roadway Safety Data from State and Local Sources AB - The Moving Ahead for Progress in the 21st Century (MAP-21) transportation legislation strongly supports the view that quality data provides the foundation for making important decisions regarding the design, operation, and safety of roadways. MAP-21 emphasizes the importance of safety data for all public roads and requires that states must have safety data systems with the ability to perform safety problem identification and countermeasure analysis. In this context, safety data is defined as roadway, traffic, and crash data. MAP-21 includes requirements for the collection of roadway data based on the Model Inventory of Roadway Elements (MIRE) and use of a linear referencing system. Specifically, MAP-21 requires the collection of a subset of MIRE called MIRE Fundamental Data Elements (MIRE FDEs) that focus on roadway segment, roadway intersection, and roadway ramp data elements. In 2015, President Obama and Congress passed transportation legislation called the Fixing America’s Surface Transportation (FAST) Act that continues the emphasis on high quality safety data to support sound transportation decision making. To satisfy the requirement to collect data on all public roadways, state transportation agencies are reaching out to local agencies in an effort to obtain data that is available at the local level and avoid duplication of data collection activities. Facilitating access to and integration of data from a multitude of information systems from sources outside of an agency is a challenge for transportation agencies around the nation. Several recent NCHRP synthesis projects have provided understanding of data integration issues that should provide a foundation for the research into data integration for roadway inventory data. For example, National Cooperative Highway Research Program (NCHRP) Synthesis 460, Sharing Operations Data among Agencies, published in 2014, provides insight on data sharing issues and best practices for traffic operations data that may apply to some degree to roadway data. Similarly, the 2013 NCHRP Synthesis 446, Use of Advanced Geospatial Data, Tools, Technologies, and Information in Department of Transportation (DOT) Projects, is not directly related to the issue of roadway data integration but collected information about use of geospatial technologies and personnel that could be useful for further research into roadway data integration based on linear referencing systems. Additionally, NCHRP Synthesis 458, Roadway Safety Data Interoperability Between Local and State Agencies, summarized the exploratory issues on this topic. NCHRP Synthesis 47-05, Data Maintenance Practices, started in 2015 could provide additional input into the issue of roadway data integration. The objective of this study is to document the ways in which transportation agencies are collaborating with local agencies to integrate and maintain data. While crash data is a consideration, the focus of this effort is centered on the collection and integration of MIRE FDE from state agencies and other sources. KW - Countermeasures KW - Crash data KW - Data collection KW - Intersections KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Safety KW - State departments of transportation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4171 UR - https://trid.trb.org/view/1429234 ER - TY - RPRT AN - 01625548 AU - Petek, Kathryn AU - Mitchell, Robert AU - Ellis, Hollie AU - Shannon and Wilson, Incorporated AU - Federal Highway Administration TI - FHWA Deep Foundation Load Test Database Version 2.0 User Manual PY - 2016/09 SP - 77p AB - The Federal Highway Administration (FHWA) began the development of the first version of the Deep Foundation Load Test Database (DFLTD) in the 1980s. Over 1,500 load tests were collected and stored for various types of piles and drilled shafts in different soil conditions. As part of a new FHWA research study initiated in 2014 to investigate and update FHWA technical references for the design of large diameter open-end piles (LDOEPs) using the load and resistance factor design (LRFD) framework, load tests on LDOEPs had to be collected. As part of this task, an updated version of the FHWA Deep Foundation Load Test Database (DFLTD v.2) was created, bringing in all of the existing data as well as the new data collected during this study. This DFLTD v.2 user manual provides an overview and instruction and the use of the new deep foundation load test database developed for the project. The document describes database installation procedures and the DeepFoundationView module. This user manual also describes the database query tools along with the process for data retrieval, data entry, and data visualization. KW - Bridge foundations KW - Computer program documentation KW - Databases KW - Deep foundations KW - Drilled shafts KW - Large diameter open-end piles KW - Load and resistance factor design KW - Load tests KW - Piles (Supports) KW - Software KW - Soil conditions UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/bridge/dfltd/17034.pdf UR - https://trid.trb.org/view/1442726 ER - TY - RPRT AN - 01622387 AU - Wennink, Audrey AU - Denbow, Rich AU - Wemple, Beth AU - Cambridge Systematics AU - Federal Highway Administration TI - MPO Guidebook for Using Safety as a Project Prioritization Factor PY - 2016/09//Final Report SP - 62p AB - This Guidebook provides options for Metropolitan Planning Organizations (MPOs) in use of safety as a project prioritization factor. The guidebook includes six types of approaches and details potential criteria, analysis methods, pros, cons, data, and resource needs, for implementing these approaches at basic, intermediate and advanced levels. The project included a literature review, interviews with MPOs, and definitions of recommended approaches. The research team reviewed Metropolitan Transportation Plans (MTP) and Transportation Improvement Programs (TIP) for 52 MPOs identified as potentially employing good practices in project prioritization and consideration of safety. The research team conducted interviews with nine MPOs identified as having a well-defined project prioritization process that explicitly considers safety. KW - Handbooks KW - Implementation KW - Literature reviews KW - Metropolitan planning organizations KW - Performance measurement KW - Safety KW - State of the practice KW - Transportation planning UR - http://www.fhwa.dot.gov/planning/transportation_safety_planning/publications/mpo_guidebook/fhwahep16090.pdf UR - https://trid.trb.org/view/1441070 ER - TY - RPRT AN - 01619964 AU - Vavrik, William AU - Raghunathan, Deepak AU - Sadasivam, Suri AU - Schierholz, Jeanna AU - Applied Research Associates, Incorporated AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Sharing Work Zone Effective Practices for Design-Build Projects PY - 2016/09//Final Report SP - 136p AB - Design-build projects are becoming more prevalent as agencies seek to speed up projects to leverage resources through growing use of public-private partnerships, accelerated project timelines, and contracting out design work. There is a need, however, to explore differences between design-build processes and traditional design-bid-build processes and to produce additional best practices and guidance for agencies, owners, and stakeholders in design-build projects. This project constitutes the second phase of previous work to develop these resources. The specific objectives of this project are to identify and share best practices and guidance on work zone management, quality assurance, and transportation management plan (TMP) development for design-build projects. This information is packaged within this report as a series of lessons learned, best practices, tools for developing TMPs, and sample checklists. This material is presented in five chapters briefly summarized as follows: “Chapter 2: Lessons Learned and Best Practices in Design-Build Projects” presents bulleted lists of lessons learned and best practices in design-build projects, organized around a variety of pertinent issues and subjects in design-build processes; “Chapter 3: Transportation Management Plan Development Tools for Design-Build Projects” presents development tools for the development of TMPs in general as well as for the development of TMP components including Temporary Traffic Control Plans, Traffic Incident Management Plans, and Public Information and Outreach Plans; “Chapter 4: Quality Assurance Tips for Work Zones in Design-Build Projects” presents a concise, bulleted tip list for managing work zones in design-build projects; “Chapter 5: Quality Assurance Checklists for Work Zones in Design-Build Projects” presents a series of sample inspection checklists to aid design-builders and owners/agencies in conducting quality assurance (QA) for work zones in various phases of design-build projects; and “Chapter 6: Additional Checklists to Support Design-Builders and Owners/Agencies” presents an additional series of sample checklists to support design-builders and owners/agencies in various processes of design-build projects. KW - Best practices KW - Design build KW - Lessons learned KW - Quality assurance KW - Transportation management plans KW - Work zone traffic control UR - http://www.ops.fhwa.dot.gov/publications/fhwahop16049/fhwahop16049.pdf UR - https://trid.trb.org/view/1440495 ER - TY - RPRT AN - 01619963 AU - Dowling, R AU - Jenior, P AU - Nevers, B AU - Neudorff, L AU - Kittelson and Associates, Incorporated AU - Federal Highway Administration TI - Applying Performance Based Practical Design Methods to Complete Streets - A Primer on Employing Performance-Based Practical Design and Transportation Systems Management and Operations to Enhance the Design of Complete Streets PY - 2016/09//Technical Report SP - 48p AB - This Primer explains how the application of performance-based practical design (PBPD) principles combined with transportation system management and operations strategies (Operations strategies) can promote the consideration and application of Complete Street design principles to a wider range of contexts. Complete Streets often involve a reduction or re-purposing of the number of motor vehicle travel lanes on the street. This frees up space for safety and operational improvements benefiting more users of the street: auto drivers, truck drivers, transit passengers, bicyclists, and pedestrians. PBPD, combined with operations strategies, enables the designer to consider applying Complete Street design concepts to a wider range of contexts. The result is a street system that cost-effectively meets the needs of the diverse users of the streets and the objectives of the agency. KW - Complete streets KW - Highway design KW - Highway operations KW - Operational improvements KW - Performance based design KW - Safety improvement KW - Strategic planning KW - Transportation system management KW - Urban highways UR - http://www.ops.fhwa.dot.gov/publications/fhwahop16059/fhwahop16059.pdf UR - https://trid.trb.org/view/1440494 ER - TY - RPRT AN - 01619054 AU - Worth, Monica AU - Guerrero, Sebastian AU - Meyers, Alan AU - Leidos AU - Federal Highway Administration TI - 2016 Freight Quick Facts Report PY - 2016/09 SP - 48p AB - The U.S. freight transportation system consists of a vast network of roads, railways, navigable channels, and pipelines that connect hundreds of seaports, airports, and intermodal facilities in the movement of raw materials and finished products throughout the country. This report provides practitioners and the public at large with a user-friendly source of information about this vital system, focusing on answering a wide-range of freight-related questions, particularly about how the sector has changed over the past several years. Chapter 1 provides an overview of the extent and usage of freight infrastructure in the United States. Chapter 2 discusses the impacts of this freight transportation system on the economy, environment, and society. Chapter 3 concludes by summarizing key freight trends and providing an overview of policy and funding issues in the sector. KW - Commodity flow KW - Economic impacts KW - Environmental impacts KW - Financing KW - Freight traffic KW - Freight transportation KW - Infrastructure KW - Policy KW - Social impacts KW - Trend (Statistics) KW - United States UR - http://www.ops.fhwa.dot.gov/publications/fhwahop16083/fhwahop16083.pdf UR - https://trid.trb.org/view/1435482 ER - TY - SER AN - 01618818 JO - TechBrief PB - Federal Highway Administration AU - Hein, David K AU - Rao, Shreenath AU - Lee, Hyung TI - Bases and Subbases for Concrete Pavements PY - 2016/09 SP - 11p AB - This Tech Brief presents an overview of best practices for the design and construction of bases and subbases for concrete pavements and their effects on performance. Section headings are as follows: Background; Rigid Pavement Layer Configuration; Design Considerations for Base/Subbase; Design of Base/Subbase for Rigid Pavements; Materials for Base and Subbase; Construction of Base and Subbase; Cost Considerations; European Practices - A Brief Summary; and Summary and Conclusions. KW - Aggregates KW - Base course (Pavements) KW - Concrete pavements KW - Costs KW - Europe KW - Granular bases KW - Pavement design KW - Recycled materials KW - Rigid pavements KW - Road construction KW - Subbase (Pavements) KW - Subbase materials KW - United States UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif16005.pdf UR - https://trid.trb.org/view/1437078 ER - TY - RPRT AN - 01618817 AU - Tia, Mang AU - Lawrence, Adrian AU - Do, Tu Anh AU - Verdugo, David AU - Han, Sangyoung AU - Almarshoud, Mohammed AU - Ferrante, Brandon AU - Markandeya, Ananya AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - Maximum Heat of Mass Concrete – Phase 2 PY - 2016/09//Final Report SP - 416p AB - The main findings and recommendations from this study are as follows: (1) The database of adiabatic temperature rise tables which was developed in this study can be used in the DIANA software for the modeling of mass concrete structures. (2) Classification of segmental bridge sections should be based on local volume-to-area ratio (V/A), which excludes extremities, when it is used to identify if a certain segmental bridge section is considered as a mass concrete structure. (3) Recommended values for thermal properties of various insulating materials and soils to be used in thermal analysis of mass concrete structures are given. (4) The results of thermal analysis indicate that a typical drilled shaft with a diameter of over 4 feet would have a maximum temperature differential that exceeded the limit of 35 °F (19.4 °C) set by the Florida Department of Transportation (FDOT). However, the four drilled shafts placed in this study did not show any visible cracks in spite of the high temperature differential, both calculated and measured. It is recommended that further investigation be undertaken to determine if the criterion for mass concrete could be relaxed for drilled shafts. (5) Prediction equations for estimating 28-day compressive strength from compressive strength at other curing times for ternary blend mixes were recommended. It is recommended a more extensive testing program be conducted to verify and refine the developed equations. (6) It is recommended that the developed interface software DIANA Input File Generator (DIFG) be used by FDOT personnel for quick thermal analysis of rectangular concrete footings and cylindrical concrete drilled shafts. KW - Compressive strength KW - Concrete bridges KW - Concrete structures KW - DIANA (Software) KW - Drilled shafts KW - Equations KW - Florida KW - Florida Department of Transportation KW - Mass concrete KW - Rectangular footings KW - Thermal analysis UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT-BDV31-977-07-rpt.pdf UR - http://ntl.bts.gov/lib/60000/60500/60543/FDOT-BDV31-977-07-rpt.pdf UR - https://trid.trb.org/view/1437077 ER - TY - RPRT AN - 01618155 AU - Hannigan, Patrick J AU - Rausche, Frank AU - Likins, Garland E AU - Robinson, Brent R AU - Becker, Matthew L AU - Ryan R. Berg & Associates, Incorporated AU - National Highway Institute AU - Federal Highway Administration TI - Geotechnical Engineering Circular No. 12 Design and Construction of Driven Pile Foundations - Comprehensive Design Examples PY - 2016/09//Final Report SP - 299p AB - This document presents comprehensive design examples for driven pile foundations on highway structures. The worked design examples supplement the material presented in FHWA-NHI-16-009 and FHWA-NHI-16-010, the primary Federal Highway Administration (FHWA) guidance documents on driven pile foundations. The worked Load and Resistance Factor Design (LRFD) design examples address strength, service and extreme limit state considerations for a two span bridge structure in highly variable subsurface conditions. Pile foundation design examples in cohesionless, cohesive, and layered soil profiles are presented as well as pile design on hard rock. The worked examples follow the step by step design and construction process outlined in Chapter 2 of FHWA-NHI-16-009 (Geotechnical Engineering Circular No. 12 – Volume I Design and Construction of Driven Pile Foundations). . KW - Construction KW - Design KW - Geotechnical engineering KW - Highway bridges KW - Load and resistance factor design KW - Load limits KW - Pile driving KW - Pile foundations KW - Soil profiles UR - http://www.fhwa.dot.gov/engineering/geotech/pubs/gec12/nhi16009_v3.pdf UR - https://trid.trb.org/view/1434994 ER - TY - RPRT AN - 01618154 AU - Hannigan, Patrick J AU - Rausche, Frank AU - Likins, Garland E AU - Robinson, Brent R AU - Becker, Matthew L AU - Ryan R Berg and Associates, Incorporated AU - National Highway Institute AU - Federal Highway Administration TI - Geotechnical Engineering Circular No. 12 – Volume II Design and Construction of Driven Pile Foundations PY - 2016/09//Final Report SP - 573p AB - This document presents information on the analysis, design, and construction of driven pile foundations for highway structures. This document updates and replaces FHWA NHI-05-042 and FHWA NHI-05-043 as the primary Federal Highway Administration (FHWA) guidance and reference document on driven pile foundations. The manual addresses design aspects including subsurface exploration, laboratory testing, pile selection, aspects of geotechnical and structural limit states, as well as technical specifications. Construction aspects including static load tests, dynamic tests, rapid load tests, wave equation analyses, dynamic formulas and development of driving criteria, as well as pile driving equipment, pile driving accessories, and monitoring of pile installation inspection are also covered. Step by step procedures are included for most analysis procedures and design examples. This volume addresses static load tests, dynamic testing and signal matching, rapid load testing, wave equation analysis, dynamic formulas, contract documents, pile driving equipment, pile accessories, driving criteria, and construction monitoring. KW - Analysis KW - Construction KW - Construction equipment KW - Contracts KW - Design KW - Geotechnical engineering KW - Load tests KW - Manuals KW - Pile driving KW - Pile foundations UR - http://www.fhwa.dot.gov/engineering/geotech/pubs/gec12/nhi16009_v2.pdf UR - https://trid.trb.org/view/1434993 ER - TY - RPRT AN - 01618153 AU - Hannigan, Patrick J AU - Rausche, Frank AU - Likins, Garland E AU - Robinson, Brent R AU - Becker, Matthew L AU - Ryan R. Berg & Associates, Incorporated AU - National Highway Institute AU - Federal Highway Administration TI - Geotechnical Engineering Circular No. 12 – Volume I Design and Construction of Driven Pile Foundations PY - 2016/09//Final Report SP - 559p AB - This document presents information on the analysis, design, and construction of driven pile foundations for highway structures. This document updates and replaces FHWA NHI-05-042 and FHWA NHI-05-043 as the primary Federal Highway Administration (FHWA) guidance and reference document on driven pile foundations. The manual addresses design aspects including subsurface exploration, laboratory testing, pile selection, aspects of geotechnical and structural limit states, as well as technical specifications. Construction aspects including static load tests, dynamic tests, rapid load tests, wave equation analyses, dynamic formulas and development of driving criteria, as well as pile driving equipment, pile driving accessories, and monitoring of pile installation inspection are also covered. Step by step procedures are included for most analysis procedures and design examples. This volume covers the foundation selection process, site characterization, geotechnical design parameters and reporting, selection of pile type, geotechnical aspects of limit state design, and structural aspects of limits state design. KW - Construction KW - Design KW - Geotechnical engineering KW - Manuals KW - Materials selection KW - Pile driving KW - Pile foundations KW - Surveying KW - Ultimate load design UR - http://www.fhwa.dot.gov/engineering/geotech/pubs/gec12/nhi16009_v1.pdf UR - https://trid.trb.org/view/1434992 ER - TY - RPRT AN - 01616909 AU - Bauer, Jocelyn AU - Platman, Deena AU - Grant, Michael AU - Smith, Michael AU - Hurtado, Renee AU - Martin, Lindsay AU - Su, Peng AU - Ma, Jiaqi AU - Leidos AU - DKS Associates AU - ICF International AU - Federal Highway Administration TI - Planning for Transportation Systems Management and Operations within Corridors – A Desk Reference PY - 2016/09 SP - 140p AB - This Desk Reference is designed to equip State, regional, and local transportation operations and planning professionals with the knowledge and tools necessary to effectively plan for and implement transportation systems management and operations (TSMO) within a corridor. Its purpose is to support transportation planners and operations staff to plan for and apply TSMO activities within corridors to achieve a more reliable, efficient, and livable outcome from their existing and planned transportation infrastructure. This document highlights a planning for operations approach at a corridor level to focus on issues, such as mobility, reliability, and safety, from a multimodal perspective and provides a variety of tools to advance TSMO within corridors. KW - Implementation KW - Mobility KW - Multimodal transportation KW - Reliability KW - Safety KW - Transportation corridors KW - Transportation operations KW - Transportation planning KW - Transportation system management UR - http://www.ops.fhwa.dot.gov/publications/fhwahop16037/fhwahop16037.pdf UR - https://trid.trb.org/view/1428888 ER - TY - RPRT AN - 01616908 AU - Wilson, Bryan AU - Seo, Ah Young AU - Sakhaeifar, Maryam AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Performance Evaluation and Specification of Trackless Tack PY - 2016/09//Technical Report SP - 142p AB - Several trackless tack products have come to market in Texas; however, there are currently no specifications to ensure the products have trackless properties and adequate bond strength. The objectives of this project were to (1) evaluate the tracking resistance of different trackless tacks, (2) evaluate bond strength and other construction parameters of different trackless tacks, (3) construct test sections in the field to evaluate performance, and (4) develop test procedures and specifications for trackless tack. For tracking resistance, a track-free time test and a dynamic shear rheometer (DSR) tackiness test both distinguished between trackless tack and conventional tack. The DSR test further distinguished among stiff-residue and soft-residue trackless tacks. For bond strength of laboratory samples, all samples had acceptable bonding, but stiff-residue trackless tack had the highest bond energy, followed by soft-residue trackless tack, conventional tack, and then no tack. Higher ambient and hot mix asphalt (HMA) compaction temperatures improved bonding. Bonded trackless tack samples were resistant to fatigue cracking and cold temperature delamination. Bond strengths from field samples were considerably lower (15–95 psi) than for lab-molded samples (100–200 psi) and varied among different overlay projects. This was likely due to different project conditions (e.g., pavement surfaces, HMA overlay designs, compaction temperatures). In most cases tack rate did not affect the bond strength. The researchers recommend adopting the DSR tackiness test and track-free time test to qualify trackless tack materials. The researchers also recommend adopting the shear bond strength test. Draft test methods and a trackless tack material specification are provided. KW - Bond strength (Materials) KW - Delamination KW - Evaluation KW - Fatigue cracking KW - Pavement performance KW - Shear tests KW - Specifications KW - Tack coats KW - Test procedures KW - Test sections KW - Texas UR - http://tti.tamu.edu/documents/0-6814-1.pdf UR - https://trid.trb.org/view/1428816 ER - TY - RPRT AN - 01614875 AU - Anderson, Keith AU - Littleton, Kevin AU - Weston, Jim AU - Uhlmeyer, Jeff S AU - Johnson, Brett AU - Dunham, Scott AU - Van De Bogert, Stephen A AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Use of a Double Chip Seal to Correct a Flushing Hot Mix Asphalt Pavement in Washington State - Final Report PY - 2016/09//Final Report Experimental Feature 10-01 SP - 56p AB - A double chip seal was applied to an existing hot mix asphalt (HMA) pavement to mitigate severe flushing that existed throughout the project. Special care was taken to adjust the amount of binder used to account for the degree of flushing in the existing pavement. The double chip seal was effective for approximately two years before flushing began to appear through the seal. After five years the flushing extended throughout the project in the wheel paths of both lanes. The origin of the flushing in the double seal was judged to be from the underlying HMA and not the double seal. For this particular HMA pavement a double chip seal was not the long term solution. The double seal and underlying HMA pavement will be removed by grinding and replaced with a new HMA pavement. KW - Bituminous binders KW - Bleeding (Pavements) KW - Chip seals KW - Hot mix asphalt KW - Pavement maintenance KW - Washington (State) UR - https://www.wsdot.wa.gov/research/reports/fullreports/760.2.pdf UR - https://trid.trb.org/view/1426240 ER - TY - RPRT AN - 01614867 AU - Kamga, Camille AU - Aslam, Nadia AU - Thorson, Ellen AU - University Transportation Research Center AU - New York State Department of Transportation AU - Federal Highway Administration TI - NYSDOT Research Peer Exchange: Creating an Effective SPR Research Program PY - 2016/09//Final Report SP - 38p AB - This report summarizes the results of the New York State Department of Transportation (NYSDOT) State Planning and Research (SPR) research peer exchange held in Albany, New York, on September 23-24, 2015. Managers and staff from NYSDOT’s Transportation Research and Development Bureau (TRDB) of the Engineering Division and the Research and Policy Studies Section (RPSS) of the Policy and Planning Division hosted this peer exchange, which focused on the skills, training, experience and expertise needed to create and manage an effective SPR research program to effectively deliver research, development, and technology transfer (RD&T) projects and activities. Representatives from three State DOTs (the Massachusetts Department of Transportation, New Jersey Department of Transportation, and Pennsylvania Department of Transportation), the Office of the Assistant Secretary for Research and Technology, United States Department of Transportation (OST-R/USDOT), and the New York State Energy Research and Development Authority (NYSERDA) joined representatives from NYSDOT and Federal Highway Administration (FHWA)-New York Division to exchange ideas, share experiences, best practices and lessons learned in RD&T program management. KW - Best practices KW - Massachusetts Department of Transportation KW - New Jersey Department of Transportation KW - New York State Department of Transportation KW - Peer exchange KW - Pennsylvania Department of Transportation KW - Research management KW - State departments of transportation KW - Technology transfer UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-14-06%20NYSDOT%20Research%20Peer%20Exchange%20Final%20Report_Sept%202016.pdf UR - https://trid.trb.org/view/1426279 ER - TY - SER AN - 01614866 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Vavrik, William R AU - Dwyer, Carmine E AU - Brink, Wouter C AU - Larson, Gregg AU - Applied Research Associates, Incorporated AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of Software Simulation of Road Weather Information System PY - 2016/09 IS - 16-020 SP - 46p AB - A road weather information system (RWIS) is a combination of technologies that collects, transmits, models, and disseminates weather and road condition information. Sensors measure a range of weather‐related conditions, including pavement temperature and status (wet, dry, snow), subsurface pavement temperature, wind speed and direction, precipitation, water level conditions, humidity, and visibility. These data are transmitted to automated warning systems, traffic operations centers, emergency operations centers, and road maintenance facilities for decision support. The Enhanced Integrated Climatic Model (EICM) is a computerized heat and moisture flow model that simulates changes in pavement and subgrade properties. It has evolved over the past 40 years and is a key module in the American Association of State Highway and Transportation Officials (AASHTO) Pavement ME Design software. Using the EICM as a software‐based RWIS can “virtualize” the data that would be gathered by conventional RWIS hardware and software systems. The software‐based RWIS stations would provide current conditions as well as pavement temperature forecasts to supplement or replace hardware in the RWIS network. The objective of this study was to evaluate the use of the EICM to determine pavement surface temperature for winter maintenance operations. Detailed pavement information at Illinois Department of Transportation, Illinois Tollway, and McHenry County RWIS locations was collected and used to model pavement surface temperatures with the EICM. The modeled pavement surface temperatures were compared with the measured pavement surface temperatures from the RWIS sensors. Data analysis showed that, when the pavement materials are used at the correct thickness and recommended default values are used for material types, a reasonable pavement surface temperature prediction can be obtained. Using these recommended default values for thermal conductivity, heat capacity, and shortwave absorptivity results in a reasonable modeled pavement temperature that can be used for understanding future snow and ice potential from forecast weather data. KW - Data analysis KW - Enhanced Integrated Climatic Model KW - Evaluation KW - Illinois KW - Pavements KW - Road weather information systems KW - Sensors KW - Simulation KW - Software KW - Surface temperature KW - Thermal properties KW - Winter maintenance UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=5037 UR - http://ntl.bts.gov/lib/60000/60400/60428/getfile.pdf UR - https://trid.trb.org/view/1425883 ER - TY - RPRT AN - 01614863 AU - Guin, Angshuman AU - Rodgers, Michael O AU - Gbologah, Franklin AU - Purcell, Roger AU - Georgia Tech Research Corporation AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Evaluation of the Cost-Effectiveness of Illumination as a Safety Treatment at Rural Intersections PY - 2016/09//Final Report SP - 110p AB - This research study seeks to improve current understanding of the relationship between rural intersection safety and different illumination levels. It uses three parallel studies: a survey of rural intersection illumination practices among US state departments of transportation (DOTs), a safety analysis of rural intersection illumination, and a benefit-to-cost analysis of rural intersection illumination. These parallel studies indicate the following: (1) Most DOTs do not consider cost-effectiveness in rural intersection illumination projects; (2) There is little or no benefit to rural intersection illumination beyond a threshold of 12 lux; (3) Illuminance levels lower than the minimum recommended value or 8 lux could provide significant safety benefit; and (4) Any rural intersection that does not require electrification would be cost-effective for illuminances not exceeding 12 lux. The cost-effectiveness of other intersections must be determined based on overall costs, annual average daily traffic (AADT), crash rate, and a target benefit-to-cost ratio that signifies the DOT’s required level of cost-effectiveness. This research study provides a companion benefit-to-cost spreadsheet model to facilitate tradeoff analysis by DOTs. KW - Benefit cost analysis KW - Crash rates KW - Georgia KW - Highway safety KW - Intersections KW - Lighting KW - Luminance KW - Rural highways KW - State departments of transportation KW - Surveys UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/14-32.pdf UR - http://ntl.bts.gov/lib/60000/60200/60225/14-32.pdf UR - https://trid.trb.org/view/1425900 ER - TY - RPRT AN - 01614860 AU - Tarefder, Rafiqul A AU - Rahman, A S M Asifur AU - University of New Mexico, Albuquerque AU - SOLARIS University Transportation Center AU - Office of the Assistant Secretary for Research and Technology AU - Nevada Department of Transportation AU - Federal Highway Administration TI - Interconversion of Dynamic Modulus to Creep Compliance and Relaxation Modulus: Numerical Modeling and Laboratory Validation - Final Report PY - 2016/09//Final Report SP - 61p AB - Viscoelastic material functions such as time domain functions, such as, relaxation modulus and creep compliance, or frequency domain function, such as, complex modulus can be used to characterize the linear viscoelastic behavior of asphalt concrete in modeling and analysis of pavement structure. Among these, the complex modulus has been adopted in the recent pavement Mechanistic-Empirical (M-E) design software AASHTOWare-ME. However, for advanced analysis of pavement, such as, use of finite element method requires that the complex modulus function to be converted into relaxation modulus or creep compliance functions. There are a number of exact or approximate methods available in the literature to convert complex modulus function to relaxation modulus or creep compliance functions. All these methods (i.e. exact or approximate methods) are applicable for any linear viscoelastic material up to a certain level of accuracy. However, the applicability and accuracy of these interconversion methods for asphalt concrete material were not studied very much in the past and thus question arises if these methods are even applicable in case of asphalt concrete, and if so, what is the precision level of the interconversion method being used. Therefore, to investigate these facts, this study was undertaken in an effort to validate a numerical interconversion technique by conducting representative laboratory tests. Cylindrical specimens of asphalt concrete were prepared in the laboratory for conducting complex modulus, relaxation modulus, and creep compliance tests at different test temperatures and loading rates. The time-temperature superposition principle was applied to develop broadband linear viscoelastic material functions. A numerical interconversion technique was used to convert complex modulus function to relaxation modulus and creep compliance functions, and hence, the converted relaxation modulus and creep compliance are compared to the laboratory tested relaxation modulus and creep compliance functions. The comparison showed good agreement with the laboratory test data. Toward the end, a statistical evaluation was conducted to determine if the interconverted material functions are similar to the laboratory tested material functions. KW - Asphalt concrete KW - Asphalt concrete pavements KW - Creep KW - Dynamic modulus of elasticity KW - Laboratory tests KW - Numerical analysis KW - Relaxation (Mechanics) KW - Validation KW - Viscoelasticity UR - http://www.unr.edu/Documents/engineering/solaris/Tarefder%20Final_Report_SOLARIS_Numerical_Interconversion.pdf UR - https://trid.trb.org/view/1426350 ER - TY - RPRT AN - 01613840 AU - Rupnow, Tyson AU - Collier, Zachary AU - Raghavendra, Amar AU - Icenogle, Patrick AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Evaluation of Portland Cement Concrete with Internal Curing Capabilities PY - 2016/09//Final Report SP - 56p AB - Proper curing is a key to durable and sustainable concrete structures. When a concrete mixture is designed, delivered, poured, and consolidated, curing is the last and the most critical part for a quality final product. Insufficient curing of concrete will cause cracking in the concrete and in turn leads to a non-durable and nonsustainable concrete structure. The centrifuge test method for determining aggregate free moisture is superior to the paper towel test method in terms of expediency and repeatability of results. The laboratory results showed that the fresh concrete properties are unaffected by the use of lightweight fine aggregate for internal curing purposes. The compressive strength and modulus of elasticity results were determined to be the same or slightly higher when using lightweight fine aggregate for internal curing purposes. Flexural strength of concrete containing large amounts of lightweight fine aggregate was shown to be reduced slightly compared to the control. The surface resistivity values of the internally cured concrete (ICC) were shown to increase indicating better hydration of the concrete mixture. Field trial placements showed that the ICC performs well. The West Congress project showed reduced cracking at one year over the control sections and the Ada project showed significantly less cracking over the control about nine months after placement of the ICC sections. The section placed without curing compound has yet to crack for the 150 pcy ICC mixture placement, and this is the worst case scenario. The reduced cracking will lead to longer service life and a more durable structure. In both cases, the contractor noted easier finishability characteristics and that, “ICC is just like normal concrete.” Based upon the laboratory and field results, a standard lightweight fine aggregate replacement rate between 225 and 275 pcy is suggested for implementation. KW - Compressive strength KW - Concrete curing KW - Cracking KW - Durability KW - Evaluation KW - Field tests KW - Fine aggregates KW - Flexural strength KW - Laboratory studies KW - Portland cement concrete UR - http://www.ltrc.lsu.edu/pdf/2016/FR_569.pdf UR - https://trid.trb.org/view/1424585 ER - TY - RPRT AN - 01613813 AU - Chun, PilJin AU - Fontaine, Michael D AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Evaluation of the Impact of the I-66 Active Traffic Management System PY - 2016/09//Final Report SP - 70p AB - Construction of a Virginia Department of Transportation project to install an Active Traffic Management (ATM) system on Interstate-66 (I-66) from U.S. 29 in Centreville to the Capital Beltway (I-495) was completed in September 2015. The project was constructed to improve safety and operations on I-66 through better management of existing roadway capacity. The main components of the ATM system were advisory variable speed limits (AVSL), queue warning systems (QWS), lane use control signs (LUCS), and hard shoulder running (HSR). Since ATM is still a relatively new approach in the United States, there was a need to analyze the effects of the I-66 ATM. Thus, a before-and-after study was conducted to quantify its effectiveness. The study used “after” data from October 2015-February 2016 (21 weeks) for the operations analysis and data from October 2015-December 2015 (13 weeks) for the safety analysis. Operations and safety evaluations were performed using limited data, so the results should be considered preliminary. The operational measures of effectiveness (MOEs) included ATM utilization rate, average travel time, travel time reliability, and total travel time delay. The safety MOEs included crash rates by type and severity and incident frequency. These MOEs were analyzed using INRIX travel time data, limited traffic volume point sensor data, police crash reports, and iPeMS traffic incident data. Segment-level analysis was performed to determine the segments that benefitted the most from ATM implementation. From this segment-level analysis, it was determined that HSR was the ATM component that led to most of the improvements on I-66. The results of the study indicate that the ATM produced positive operational and safety benefits across multiple MOEs. The ATM generally had limited operational and safety impacts during the weekday peak periods and some impacts during the midday and off-peak weekday periods. Average weekday travel times during the midday period in the off-peak direction typically improved by 2% to 6%. However, weekday peak period travel times and travel time reliability in the peak direction continued to degrade after ATM installation. This was not surprising given that HSR was already in use during the weekday peak periods before ATM activation and there has been a historic trend of increased travel times on the corridor. There were large operational benefits on weekends, with average travel times and travel time reliability improving by approximately 10% during the weekend peak periods. The weekend improvements were most likely due to the activation of HSR, which had not been active during weekends before ATM implementation, so the additional capacity served to alleviate congestion after activation. The safety analysis showed promising results for weekends, but no solid conclusions could be formed because of the limited data available for the safety analysis. A planning-level benefit-cost ratio was calculated based on the initial operational and safety benefits. The ATM had a benefit-cost ratio of 1.54 based on conservative assumptions that used only weekend operational improvements. This indicates that the I-66 ATM was a cost-efficient solution for improving operations and safety on I-66. The study recommends expansion of ATM in Virginia and further study. KW - Advanced traffic management systems KW - Before and after studies KW - Benefit cost analysis KW - Crash rates KW - Crash severity KW - Evaluation KW - Highway capacity KW - Highway operations KW - Highway safety KW - Paved shoulders KW - Time periods KW - Travel time KW - Variable speed limits KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/17-r5.pdf UR - https://trid.trb.org/view/1425725 ER - TY - RPRT AN - 01613806 AU - Sheppard, D Max AU - Dompe, Philip E AU - Gosselin, Mark S AU - Demir, Hȕseyin AU - INTERA Incorporated AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Development of Wave and Surge Atlas for the Design and Protection of Coastal Bridges in South Louisiana – Phase 2 PY - 2016/09//Final Report SP - 167p AB - This report summarizes the work performed by INTERA Incorporated (INTERA), for the Louisiana Department of Transportation and Development (DOTD) on Phase 2 of LTRC project No. 10-4ST, “Development of Wave and Surge Atlas for the Design Protection of Coastal Bridges in South Louisiana.” In Phase 1 (Louisiana Transportation Research Center (LTRC) project No. 10-4ST, Final Report 528), a Level III storm surge/wave analysis provided the design water level and wave parameters needed to compute wave loads. This analysis entailed (1) hindcasting 50 of the most severe tropical storms and hurricanes that have affected Louisiana coastal waters over the past 160 years including hindcasting alternative paths for a select number of those storms resulting in a total of 124 hindcasts, and (2) performing extreme value analyses on water elevation and wave heights throughout the area covered by the model to obtain 100-year design meteorological /oceanographic (met/ocean) conditions. The results from the extreme value analyses provided the data for the Wave and Surge Atlas. The atlas is presented in a geographic information system (GIS) database for ease of access and use. Those data provided the input to determine the vulnerability of selected DOTD coastal bridges to design storm surge and wave loads. This phase includes (1) developing parameters for additional return periods (5-, 10-, 25-, and 50-year) from the results of the hindcasted storms in Phase 1; (2) develop a Surge/Wave Atlas for maximum values of the actual hurricane/tropical storm-induced water elevation, wave height and peak period and wind speed for the study area over the past 160 years; (3) developing a Surge/Wave Atlas for maximum values of the actual + path shifted hurricane/tropical storm-induced water elevation, wave height and peak period, and wind speed for the study area over the past 160 years; (4) Developing an American Association of State Highway and Transportation Officials (AASHTO) Wave Load Calculation Program (Visual Basic Program) based on the AASHTO Guide Specifications [1]; (5) providing a training session for DOTD employees so that DOTD will be able to update or modify the program as needed for future code changes; and (6) computing the forces and moments on the remaining spans on the bridges determined to be vulnerable and generate PDF files of the bridge information and the forces and moments along the entire bridge, and adding PDF pop-ups to the locations of all bridges determined to be vulnerable. KW - Analysis KW - Atlases KW - Bridges KW - Coasts KW - Databases KW - Geographic information systems KW - Hurricanes KW - Louisiana KW - Risk assessment KW - Storm surges KW - Water waves KW - Wave height UR - http://www.ltrc.lsu.edu/pdf/2016/FR_568.pdf UR - https://trid.trb.org/view/1424584 ER - TY - RPRT AN - 01613797 AU - McCann, Katie AU - Fontaine, Michael D AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Investigation of Driver Speed Choice and Crash Characteristics During Low Visibility Events PY - 2016/09//Final Report SP - 58p AB - In Virginia, sections of Interstate-77 (I-77) and I-64 in mountainous parts of the state have significant recurring fog events. These locations have also been the sites of several chain reaction crashes involving more than 50 vehicles during fog. These crashes were typically caused by drivers traveling too fast for the visibility conditions. To improve safety on the I-77 corridor, the Virginia Department of Transportation constructed a variable speed limit (VSL) system that posts dynamic speed limits based on the visibility condition. As of April 2016, the system was undergoing pre-deployment testing. Before the system was activated, it was important to understand existing driver speed choice behavior during low visibility conditions. It was possible that posting a VSL speed based only on the stopping sight distance (SSD) could create significant speed variance and decrease safety if drivers were driving much faster than conditions would warrant. In this study, crash, speed, and visibility data were examined at several locations on I-64 and I-77 where there were recurring fog events. The crash history for I-77 revealed that crashes during low visibility conditions were more likely to be severe and involve more than two vehicles than crashes during clear conditions. Mean speed analysis found that observed mean speeds exceeded safe speeds for all low visibility conditions and at all sites. In the worst visibility conditions, drivers often exceeded the safe speed by more than 20 mph. Standard deviation analysis found that speed variance did not increase as visibility decreased on I-77, but for several locations on I-64, the standard deviation was different during low visibility when compared to clear conditions. Models were developed to allow a better understanding of the relationship between speed and visibility. The models showed that although motorists reduce their speeds in low visibility, there is still a significant differential between observed speeds and the safe speed calculated using the SSD. The models showed that speeds for I-64 were much less sensitive to changes in visibility compared to I-77. A possible explanation for this difference is the presence of illuminated in-pavement markers on I-64. The improved delineation provided by these markers during foggy conditions may cause drivers to perceive less of a need to reduce speed during limited visibility. It is also possible that mean speeds in low visibility conditions are higher on I-64 because of the regular commuters who may be more comfortable driving during foggy conditions. The observed driver behavior from this study is being used as a basis for the VSL control algorithm that is being implemented in the field. A primary concern of the operators of the VSL system is that it will not be heeded by all motorists and thus will result in increased speed variance in foggy conditions. The developed model was used to create a VSL control algorithm to help bridge the gap between current driver behavior and safe speed. It is recommended that future VSL system deployments reflect existing driver behavior in the initial algorithms as well. After VSL activation, speed and crash data for I-77 should be analyzed to determine the operational and safety effects of the system. If the system on I-77 reduces the frequency and severity of crashes, improves speed limit compliance, and reduces speed variance, a similar system should be developed for I-64 using the current driver behavior models from this study as part of the initial algorithm. KW - Algorithms KW - Behavior KW - Crash data KW - Drivers KW - Fog KW - Operating speed KW - Standard deviation KW - Variable speed limits KW - Virginia KW - Visibility UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/17-r4.pdf UR - https://trid.trb.org/view/1424724 ER - TY - RPRT AN - 01613778 AU - Rupnow, Tyson AU - Raghavendra, Amar AU - Collier, Zachary AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Evaluation of Cores from Jefferson Highway Near Airline Highway PY - 2016/09//Technical Assistance SP - 114p AB - This technical assistance report documents the investigation conducted by the Louisiana Transportation Research Center (LTRC) of the cored concrete from Westbound Jefferson Highway near Airline Highway in Baton Rouge, LA. The petrographic analysis showed that the cause of cracking was primarily due to Alkali-Carbonate Reaction (ACR). Possible remedies for this section include continued patching efforts and full-depth replacement of the section since ACR cannot be mitigated with an overlay, KW - Alkali carbonate reactions KW - Baton Rouge (Louisiana) KW - Concrete pavements KW - Cores (Specimens) KW - Cracking KW - Evaluation UR - http://www.ltrc.lsu.edu/pdf/2016/16-03TA-C_print%20ready.pdf UR - https://trid.trb.org/view/1424766 ER - TY - RPRT AN - 01613745 AU - Twaddell, Hannah AU - Martin, Lindsay AU - Dill, Jennifer AU - McNeil, Nathan AU - Petritsch, Theodore AU - McLeod, Peyton AU - Dickman, Dana AU - Gilpin, Joe AU - ICF International AU - Portland State University AU - Sprinkle Consulting Inc AU - Alta Planning + Design AU - Federal Highway Administration TI - Strategic Agenda for Pedestrian and Bicycle Transportation PY - 2016/09 SP - 62p AB - This Strategic Agenda will inform the Federal Highway Administration's (FHWA) pedestrian and bicycle activities in the next 3 to 5 years and is being organized around four goals: (1) Networks, (2) Safety, (3) Equity, and (4) Trips. Each goal includes actions relating to (a) Capacity Building, (b) Policy, (c) Data, and (d) Research. The Strategic Agenda will inform future investments, policies, and partnerships and serves as the update to the Department of Transportation's (DOT’s) 1994 National Bicycling and Walking Study. KW - Bicycling KW - Data collection KW - Equity (Justice) KW - Networks KW - Pedestrian safety KW - Policy KW - Research projects KW - Strategic planning KW - Transportation planning KW - Travel KW - Trend (Statistics) KW - Walking UR - http://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/strategic_agenda/fhwahep16086.pdf UR - https://trid.trb.org/view/1424205 ER - TY - RPRT AN - 01612308 AU - Rada, Gonzalo R AU - Nazarian, Soheil AU - Visintine, Beth A AU - Siddharthan, Raj AU - Thyagarajan, Senthil AU - Amec Foster Wheeler Environment & Infrastructure, Incorporated AU - University of Texas, El Paso AU - University of Nevada, Reno AU - Federal Highway Administration TI - Pavement Structural Evaluation at the Network Level: Final Report PY - 2016/09//Final Report SP - 286p AB - As State transportation departments consider structural adequacy as part of their routine pavement management system (PMS) activities by incorporating deflection testing, it is important to advance their practices from measuring deflection using falling weight deflectometers, which involves a slow, stop-and-go operation and requires lane closures, to a more viable alternative for network-level pavement management applications. The development of moving deflection testing devices that can measure pavement responses at traffic speeds represents this more viable alternative. The modern versions of the moving deflection testing devices that are actively used today include the Traffic Speed Deflectometer (TSD) and a Rolling Wheel Deflectometer (RWD). The goal of this project was to establish a reliable measure of the structural condition of bound pavement layers above the unbound base layer as it deteriorates over time under traffic and environmental loading based on moving pavement deflection technology measuring at traffic speeds. Moreover, this measure needed to be robust enough in capturing the structural condition or deterioration of the pavement layer notwithstanding the seasonal and spatial variation in base and subgrade layers. As part of the project, a literature review was conducted, and questionnaires were developed for device manufacturers, owners, and users, which were then followed up by interviews. Both the TSD and RWD were found to be potentially viable devices. Based on this finding, a work plan was developed and implemented to evaluate if the two devices met a minimum set of specifications related to the structural evaluation of pavements at the network level including accuracy and precision of deflection measurements, monitoring applied load, operating speed, and distance between deflection measurements. Field evaluations and validation analyses were completed in accordance with the work plan. Ultimately, analysis methodologies and processes were developed for incorporating pavement structural information within highway agencies’ PMS applications. KW - Accuracy KW - Deflection tests KW - Deflectometers KW - Evaluation KW - Field studies KW - Literature reviews KW - Live loads KW - Pavement layers KW - Pavement management systems KW - Structural analysis KW - Testing equipment KW - Validation UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/15074/15074.pdf UR - https://trid.trb.org/view/1423461 ER - TY - JOUR AN - 01612145 JO - Public Roads PB - Federal Highway Administration AU - Visintine, Beth AU - Rada, Gonzalo R AU - Bryce, James M AU - Thyagarajan, Senthil AU - Sivaneswaran, Nadarajah TI - How to Make Better Decisions on Addressing Pavement Needs PY - 2016/09 VL - 80 IS - 2 AB - New research argues that focusing on the remaining service interval is a more effective pavement management strategy than fixing the worst first or threshold-driven approaches. Monitoring the pavement network condition and forecasting its performance is necessary to plan effectively for future construction actions but multiple ambiguities are associated with commonly used terminology. Researchers working with the Federal Highway Administration are exploring an alternative terminology based on the concept of remaining service interval. The key difference between the two concepts is that while remaining service life computes the time until a pavement reaches a predefined terminal condition, remaining service interval computes the time until any treatment is applied to achieve and sustain a desired level of service over the life cycle of the assets at the minimum practicable cost. This article discusses the two concepts, implications for asset management, and validation at the project and network level. KW - Asset management KW - Definitions KW - Life cycle analysis KW - Network analysis (Planning) KW - Pavement management systems KW - Project management KW - Remaining service interval KW - Service life UR - http://www.fhwa.dot.gov/publications/publicroads/16sepoct/05.cfm UR - https://trid.trb.org/view/1424399 ER - TY - JOUR AN - 01612140 JO - Public Roads PB - Federal Highway Administration AU - Sewall, Ashley A Stafford AU - Perez, William A AU - Yang, C Y David TI - Where Were You Looking? PY - 2016/09 VL - 80 IS - 2 AB - The Federal Highway Administration has equipped a test vehicle to gather eye-tracking data to better understand how drivers perceive, process and respond to changing elements in the driving environment. To measure the overall performance of this new field research vehicle and eye-tracking system, the FHWA team designed a study to collect data from a variety of drivers on various roadways. The study enabled the researchers to discover and resolve potential problems encountered while using the vehicle and provided a look at the eye-tracking and video data that could be obtained using the new vehicle. KW - Drivers KW - Eye fixations KW - Eye location KW - Test vehicles UR - http://www.fhwa.dot.gov/publications/publicroads/16sepoct/07.cfm UR - https://trid.trb.org/view/1424436 ER - TY - JOUR AN - 01612137 JO - Public Roads PB - Federal Highway Administration AU - Weingroff, Richard F TI - A Great Day in America: USDOT’s 50th Anniversary PY - 2016/09 VL - 80 IS - 2 AB - The United States Department of Transportation was established in 1966 to address the diverse problems of a complex, multimodal transportation system. On the occasion of the agency's 50th anniversary, this article traces the history of the policy, economic and other considerations that lead to the establishment of the USDOT. KW - Department of Transportation Act (1966) KW - History KW - Policy, legislation and regulation KW - Transportation policy KW - U.S. Department of Transportation UR - http://www.fhwa.dot.gov/publications/publicroads/16sepoct/04.cfm UR - https://trid.trb.org/view/1424398 ER - TY - JOUR AN - 01612134 JO - Public Roads PB - Federal Highway Administration AU - Nadeau, Gregory G TI - Building a Culture of Innovation PY - 2016/09 VL - 80 IS - 2 AB - Since 2009, the Federal Highway Administration has collaborated with States and other public and private stakeholders to encourage widespread use of proven, market-ready solutions to further innovation. The Every Day Counts (EDC) partnership advances innovations that speed project delivery and save lives, time, and money. Every two years, FHWA works with stakeholders to identify a new set of innovations that merit widespread deployment. This article describes how states are embracing innovation and looks ahead to the fourth round of innovations under EDC. KW - Culture (Social sciences) KW - Every Day Counts KW - Highway operations KW - Highway safety KW - Project delivery KW - State departments of transportation KW - Technological innovations KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/16sepoct/01.cfm UR - https://trid.trb.org/view/1424391 ER - TY - JOUR AN - 01612132 JO - Public Roads PB - Federal Highway Administration AU - Kuehn, David TI - Harnessing Technology to Ease the Way PY - 2016/09 VL - 80 IS - 2 AB - For the two million adults in the United States with vision loss, independent travel and interactions with the surrounding environment present significant daily challenges. The Federal Highway Administration’s Exploratory Advanced Research (EAR) Program funded three projects to examine new technological solutions for wayfinding and navigation guidance for people with vision impairment. This article describes demonstrations of situation awareness and assistive navigation technologies. KW - Assistive technology KW - Barrier free design KW - Technological innovations KW - U.S. Federal Highway Administration KW - Visually impaired persons UR - http://www.fhwa.dot.gov/publications/publicroads/16sepoct/03.cfm UR - https://trid.trb.org/view/1424397 ER - TY - JOUR AN - 01612128 JO - Public Roads PB - Federal Highway Administration AU - Yousuf, Mohammed AU - Garfield, Kristine TI - The Power of Inclusion PY - 2016/09 VL - 80 IS - 2 AB - For people with visual, hearing, cognitive, and mobility disabilities, inadequate access to transportation options can adversely affect their quality of life. The Federal Highway Administration's Accessible Transportation Technologies Research Initiative (ATTRI) leads efforts to research, develop, and implement transformative solutions, applications, and systems. ATTRI focuses on four applications: smart wayfinding and navigation; pre-trip planning and visualization; shared use, automation and robotics; and, safe intersection crossings. This article describes the program and how FHWA is partnering with other agencies, research institutions and other organizations to develop and deliver solutions. KW - Accessibility KW - Automobiles for the physically disabled KW - Design KW - Persons with disabilities KW - Stakeholders KW - Technological innovations UR - http://www.fhwa.dot.gov/publications/publicroads/16sepoct/02.cfm UR - https://trid.trb.org/view/1424396 ER - TY - JOUR AN - 01612123 JO - Public Roads PB - Federal Highway Administration AU - Tang, Tianjia AU - McHale, Gene TI - Big Data PY - 2016/09 VL - 80 IS - 2 AB - Increases in the amount and availability of data mean the transportation community has new opportunities to track travel and understand issues in a timelier manner at both the micro and macro levels. This increase in data enables a more in-depth understanding of highway safety issues, travel behavior, and mobility, but it also demands significant technological resources and human capital investment to maintain. This article reviews a wide range of Federal Highway Administration initiatives in financial management, program administration, and transportation planning and operations involving data-driven and fact-based decision making and management. KW - Big data KW - Data collection KW - Data management KW - Decision making KW - Performance measurement KW - Security KW - Traffic data UR - http://www.fhwa.dot.gov/publications/publicroads/16sepoct/06.cfm UR - https://trid.trb.org/view/1424401 ER - TY - RPRT AN - 01611967 AU - Distlehorst, Jennifer AU - Jenkins, Andrew AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Laboratory Investigation of the Use of Volcanic Ash in Concrete PY - 2016/09//Final Report SP - 58p AB - Supplementary cementitious materials (SCMs) are commonly used in Kansas Department of Transportation (KDOT) concrete pavements and bridge decks to improve strength and permeability characteristics. The supplementary cementitious materials allowed under current KDOT specifications are all by-products of industrial processes. Volcanic ash is a natural product that has been used as a mineral admixture in concrete. The purpose of this study was to evaluate Kansas sources of volcanic ash for use in concrete as an SCM. This report will discuss all three stages of the study: material testing of the volcanic ash, testing the cementitious properties of Kansas volcanic ash, and evaluating the effects of volcanic ash on the properties of concrete such as strength and permeability. Based on the results and the subsequent analysis, it has been determined that Kansas sources of volcanic ash are not suitable for use as SCMs in concrete. Testing indicated that Kansas volcanic ash has few cementitious properties and as a result, when added to concrete, it has several possible negative effects, including increased bleed, increased set time, negative effect on strength, permeability, and finishing. The few benefits that the use of volcanic ash may provide (controlling alkali–silica reaction [ASR] and reducing shrinkage, although more testing would be necessary to completely determine the validity and extent of those benefits) are not significant enough to overcome the detrimental effects of the volcanic ash. KW - Admixtures KW - Bleeding (Pavements) KW - Durability KW - Evaluation KW - Kansas KW - Laboratory tests KW - Materials tests KW - Permeability KW - Volcanic ash UR - http://dmsweb.ksdot.org/AppNetProd/docpop/docpop.aspx?clienttype=html&docid=9671300 UR - https://trid.trb.org/view/1423513 ER - TY - RPRT AN - 01610894 AU - Jenkins, Andrew AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Implementation of ASTM C157: Testing of Length Change of Hardened Concrete PY - 2016/09//Final Report SP - 31p AB - The Kansas Department of Transportation (KDOT) has a history of using tests such as concrete strength, permeability, and air void structure as design and acceptance criteria on concrete paving and bridge deck projects. In 2012, the KDOT Concrete Research group concluded a study on testing the length change of hardened concrete according to ASTM C157 (2008), commonly referred to as free shrinkage. This free shrinkage test was reviewed as a possible design or acceptance test for construction projects, primarily relating to bridge decks where even minimal cracking is detrimental. ASTM C157 has been successfully implemented at KDOT’s central testing laboratory should future testing be required. However, the equipment required and the conditions under which this test is conducted would indicate that this test would have to be conducted by private laboratories and not by Kansas contractors. This may preclude this test from being incorporated as a design or acceptance requirement. KW - Acceptance tests KW - ASTM C157 KW - Bridge decks KW - Concrete tests KW - Implementation KW - Kansas Department of Transportation KW - Mix design KW - Shrinkage UR - http://dmsweb.ksdot.org/AppNetProd/docpop/docpop.aspx?clienttype=html&docid=9661486 UR - https://trid.trb.org/view/1422776 ER - TY - RPRT AN - 01613757 AU - Zhang, Guohui AU - Tarefder, Rafiqul AU - Chen, Cong AU - Wu, Qiong AU - University of New Mexico, Albuquerque AU - SOLARIS University Transportation Center AU - Office of the Assistant Secretary for Research and Technology AU - Federal Highway Administration TI - Safety Performance Enhancement Analysis of Rumble Stripes with Elements: A Case Study on Rural Highway US 285 in New Mexico PY - 2016/08/31/Final Report SP - 136p AB - U.S. 285 is a major highway that runs through Colorado, New Mexico, and Texas with a large portion acting as a crucial corridor for the eastern portion of New Mexico, and also carries a significant portion of overturn crashes. Shoulder rumble strips are applied on both edges but these rumble strips are gradually deteriorated due to aging, traffic loading, and the change of weather. In order to reduce the potential and injury severities of overturn crashes, New Mexico Department of Transportation (NMDOT) District Two initiated a project and applied retroreflective rumble stripes with elements on existing rumble strips along U.S. 285 within NMDOT District Two jurisdiction to increase their visibility. In this project, retroreflective rumble stripes were applied by using high-durable acrylic traffic paint on existing rumble strips and then placing double drop dry elements to enhance the visual representation of edge line location as well as the angles associated with a rumble strip. With this project, this research is conducted to evaluate the safety performance of the newly implemented retroreflective rumble stripes in overturn crash occurrence prevention. In this study, a field survey was conducted to collect road users’ knowledge and opinion rumble strip and the implemented retroreflective rumble stripes regarding their safety effects, and 225 valid survey responses were collected for analysis. An empirical Bayes (EB) Before-after analysis was then conducted based on historical overturn crash data on U.S. 285 before and after the retroreflective rumble stripes were implemented. A safety performance function was trained based on crash and Annual Average Daily Traffic (AADT) data of U.S. 285. It is shown in the results that, on average, there is a 28.5% reduction in crash occurrences after the implementation of the retroreflective rumble stripes, indicating the effectiveness of this countermeasure in rural traffic safety improvement. KW - Before and after studies KW - Case studies KW - Countermeasures KW - Crash data KW - Evaluation KW - Field studies KW - Highway safety KW - New Mexico KW - Retroreflectivity KW - Rumble strips KW - Rural areas KW - Surveys UR - http://www.unr.edu/Documents/engineering/solaris/Zhang%20Final%20Report_August_31_2016.pdf UR - https://trid.trb.org/view/1424726 ER - TY - RPRT AN - 01613844 AU - Weber, Joey A AU - O'Keefe, Joy M AU - Walters, Brianne L AU - Arndt, Robert J AU - Indiana State University, Terre Haute AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Ecology of Virginia big-eared bats in North Carolina and Tennessee PY - 2016/08/24 SP - 60p AB - The researchers conducted a study of the springtime ecology of an isolated North Carolina-Tennessee population of the Virginia big-eared bat (Corynorhinus townsendii virginianus), a federally endangered species. With limited data on the whereabouts of this population during the maternity season, the researchers could not adequately predict the impacts of transportation improvement projects (TIPs) such as the proposed widening of NC 105 (R-2566), which is ~3.3 km from the population's hibernacula on Grandfather Mountain, NC. The three objectives of the study were: 1) document seasonal movements and assess foraging habitat selection, 2) locate and describe springtime roosts and assess landscape-scale selection of roosting habitat, and 3) describe winter bat activity at the population's main hibernaculum. The researchers radio-tagged 44 adult bats (42 female, 2 male), located 35 roost sites (25 rock and 10 building roosts), and delineated foraging home range polygons for 10 bats. The researchers found the first known maternity roost sites for this species in NC, including a primary maternity roost on private land 14.4 km north-northwest from the hibernacula (≥ 359 bats used this roost), and the researchers found the first known roosts for Tennessee. Bats moved across NC 105, NC 194, and other roads while commuting the short distance to the primary maternity roost, but generally did not cross major roads during nighttime foraging bouts. Bats moved relatively short distances between the hibernacula and springtime roost sites (0.1-24.1 km), but covered a relatively large area while foraging (~330 ha on average) mainly over forested lands. Most bats used a primary maternity roost and ≥ 1 secondary roosts; primary roosts were larger, with cooler and more stable temperatures. The researchers detected winter bat activity at the hibernaculum, even on very cold days, and suggest further surveys to monitor the hibernating population. It is essential that the NC population of Virginia big-eared bats is able to cross NC 105 and NC 194 as they commute between their winter and summer habitats, but the researchers do not have sufficient data to adequately predict how Virginia big-eared bats will respond to widening or increased traffic. Widening NC 105 could have a negative effect on this Virginia big-eared bat population if these bats are vulnerable to collisions or the barrier effect of a larger road, or if road development and associated projects degrades the foraging and roosting habitats of this population. The researchers make recommendations for potential approaches to R-2566 that might minimize impacts to Virginia big-eared bats, as well as suggestions for future research that could lead to the development of safer crossing points over roads for this and other bat species. KW - Bats KW - Endangered species KW - Environmental impacts KW - Habitat (Ecology) KW - Highways KW - North Carolina KW - Pavement widening KW - Recommendations KW - Seasons KW - Tennessee KW - Wildlife crossings UR - https://connect.ncdot.gov/projects/planning/RNAProjDocs/2013-35%20Appendices.pdf UR - https://connect.ncdot.gov/projects/planning/RNAProjDocs/2013-35%20Final%20Report.pdf UR - https://trid.trb.org/view/1424934 ER - TY - ABST AN - 01607613 TI - Impacts of Connected Vehicles and Automated Vehicles on State and Local Transportation Agencies--Task-Order Support. Task 10. Cybersecurity Implications of CV/AV Technologies on State and Local Transportation Agencies AB - Connected vehicle technologies and applications have significant security requirements, not only for the applications themselves, but also as potential access points that could enable attackers to get inside an agency’s broader network and operations. Safety-critical messaging between vehicles and infrastructure (and vice versa) needs to be trusted as being from a valid source and not spoofed by a hacker or malevolent agency. These cybersecurity requirements and technologies exceed the experience levels of most current department of transportation (DOT) and local agency staff responsible for intelligent transportation equipment, as well as being more complex than most existing security schemes for commonly used services, such as online banking. Agencies need to understand the implications of these technologies on the design of their communications networks, networking equipment configuration, field device security, and operations best practices. Automated vehicle (AV) technologies have similar vulnerabilities to hacking that could result in liability and public safety exposure to public agency owner/operators. While a proof of concept for the Security Credential Management System (SCMS) has been demonstrated in the Safety Pilot and will be further evaluated in the DOT connected vehicle (CV) pilot deployment programs, the ultimate scalability of the security approach(es) will still need to be determined as the market penetration levels increase dramatically. The role of American Association of State Highway and Transportation Officials (AASHTO) and state and local agencies in the development of security standards and certification for AV/CV operation in a locality needs to be clearly identified. The objective of the research is to develop a primer on cybersecurity and related privacy issues in state DOT and local agency environments, based on experience gained in other domains where security and privacy issues are currently being managed (such as financial services). The report will focus initially on recommendations for best practices on a general level and then describe techniques that will support the agency in planning for the security environment and practices necessary for safety-critical CV applications, including the SCMS. The primer will provide recommendations for best practices and explore the development of standard requirements and testing and certification protocols for protecting the liability and burden of the protection of public safety for agencies when CV/AV technologies are in widespread deployment. KW - American Association of State Highway and Transportation Officials KW - Best practices KW - Computer security KW - Intelligent vehicles KW - Local government agencies KW - Privacy KW - Recommendations KW - Safety and security KW - State departments of transportation KW - Vehicle to vehicle communications UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4254 UR - https://trid.trb.org/view/1419898 ER - TY - ABST AN - 01607612 TI - (Impacts of Connected Vehicles and Automated Vehicles on State and Local Transportation Agencies--Task-Order Support). Task 11. Summary of Existing Studies on the Effects of CV/AV on Travel Demand AB - As planning agencies begin to model different scenarios associated with the deployment of automated vehicles and connected vehicles, information on the likely impacts on trip making is a critical need. Many studies are currently underway internationally (including the proposals for the Smart City Challenge) and this task will bring their assumptions and any findings together into a concise format that will be useful to planners in scenario development. KW - Deployment KW - Forecasting KW - Intelligent vehicles KW - Mobile communication systems KW - Travel demand UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4255 UR - https://trid.trb.org/view/1419897 ER - TY - ABST AN - 01607611 TI - Impacts of Connected Vehicles and Automated Vehicles on State and Local Transportation Agencies--Task-Order Support. Task 12. Business Models to Facilitate Deployment of CV Infrastructure to Support AV Operations AB - Connected vehicle (CV) technology will be essential to support the operation of automated vehicles in ways that will generate societal benefits rather than disbenefits. Different jurisdictions will have varying levels of interest in deploying CV infrastructure, based on varying perceptions of the benefits that they will gain from CV systems. Limited availability of CV infrastructure will seriously impede the ability of automated vehicles (AVs) to operate everywhere and is likely to deter growth of the market for AVs. How should this problem be addressed, to provide policy frameworks and/or business models that can facilitate widespread deployment of the needed CV infrastructure? The objective of the research is to provide guidance for agency decision-makers to use in evaluating possible business models for their CV investment and policy decisions. The project needs to start from a basis of solid analysis showing the importance of CV technology to enable AV systems to produce societal benefits, and then explore how to deploy the needed CV infrastructure. Task 1. Review and summarize existing authoritative research results to show the differences in traffic flow dynamics (and hence congestion, energy use, and pollutant emissions) associated with AV versus CV automation systems at various levels of automation. Based on these results, estimate the net difference in societal benefits of AV implementation with and without CV capabilities for a variety of representative deployment environments (large and small metropolitan regions, intercity corridors with different traffic volumes, etc.). Assess these separately for infrastructure-to-vehicle (I2V) and vehicle-to-vehicle (V2V) cooperative automation (for which the infrastructure requirements are likely to be substantially different). For cases in which the existing literature does not provide sufficient information about the differences, perform additional modeling studies to produce refined estimates. Note: The U.S. Department of Transportation (DOT) is developing a benefits assessment tool that could be foundational to this effort. Task 2. Define how the requirements for CV systems to support AV operations could potentially be more stringent than they would be for other ITS applications, in ways such as: (a) limited tolerance of holes in communication coverage when driving from one jurisdiction to the next; (b) greater availability requirements based on safety and productivity implications of the loss of communications by the AV applications; (c) need for additional data elements beyond the minimum required basic safety message (BSM) Part I data elements that will be required for cooperative collision warnings under National Highway Traffic Safety Administration (NHTSA) regulations; and (d) enhanced cyber security needs. Based on considerations such as these, identify the extent to which AV usage could impact the costs of deploying and/or operating the infrastructure elements of both I2V and V2V cooperative systems. Task 3. Define potential business models for deployment of the CV infrastructure needed to support AV use of CV technology, accounting for public agencies sensitivity about providing others with access to their traffic signaling infrastructure. These could include: (a) combinations of designing, building, owning, operating, and maintaining the CV systems by the public agencies themselves; (b) franchising or contracting out to third parties; (c) offering right-of-way access to third parties in exchange for them providing the CV infrastructure; (d) other forms of public-private partnerships in which the AV industry or AV operators would finance the CV infrastructure costs based on their own direct benefits; (e) relying on cellular infrastructure as available rather than deploying dedicated short range communications (DSRC), considering the potential differences in communication capabilities and system performance as well as costs and responsibilities for the public agencies. Task 4. Based on the findings from the previous tasks, develop recommendations for what actions states should take regarding implementation of both I2V and V2V connectivity infrastructure to support AV operations, addressing topics such as: (a) criteria states should use to prioritize locations for I2V and V2V CV infrastructure deployment and (b) how the CV deployments should be financed (what business models for what operating environments) based on the levels of implementation costs and of societal benefits relative to direct private user benefits. KW - Automation KW - Decision making KW - Deployment KW - Infrastructure KW - Intelligent vehicles KW - Mobile communication systems KW - Transportation departments KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4256 UR - https://trid.trb.org/view/1419896 ER - TY - ABST AN - 01607610 TI - Impacts of Connected Vehicles and Automated Vehicles on State and Local Transportation Agencies--Task-Order Support. Task 13. Planning Data Needs and Collection Techniques for CV/AV Applications AB - As owners and operators of transportation infrastructure, state and local agencies maintain databases of relevant information. Currently, this includes travel survey records, traffic counts, crash records, design “as built” plan sets, construction schedules, and many more. Connected vehicle/autonomous vehicle (CV/AV) applications need certain information about the environment and infrastructure in a variety of time scales, and information about the potential impact of CV/AV on future transportation. Household travel surveys are administered on a regular basis in many metropolitan planning organizations (MPOs), and in several states. However, no information about the potential impact that CV/AV would have on future travel is available from these surveys, and no consensus exists about standards to collect information in this area. Similarly, some AV developers are currently storing detailed digital 3-D maps for reference during automated driving. Perhaps such an asset of a public agency could be valuable to many applications, but this requires maintenance. Some agencies provide access to various sets of information electronically, others are available through records requests, and yet others are not available at all. Agencies vary widely in their ability to provide access to certain information now and in the future. There is a need to identify the information that is necessary for agencies to maintain to plan, enable, and enhance CV/AV applications; develop standard formats and standard systems where they would be helpful and do not already exist; and provide guidance for agencies on how to implement strategies for collecting, updating, maintaining, and disseminating the information. Similarly, a variety of information about travel conditions can be collected by CV/AV enabled vehicles and can be shared with agencies to enhance their operations. Agencies currently struggle to collect good information about origin-destination flows, traffic volumes, travel delays, pavement surface quality, crash and anomaly location, and location of work zones, among others. There is a need to identify standards for collection of this information, how it is communicated to agencies, stored, maintained, updated, and eventually used to enhance transportation planning, operations, and maintenance. The Safety Pilot Model Deployment and the upcoming additional CV pilot deployments will continue to contribute valuable information on the design and implementation of management systems for dissemination of agency-owned data and ingestion of CV/AV generated information for agency operations. The scalability of these systems needs to be estimated in this research as the penetration level of CV/AV technology advances from several thousand vehicles to several millions. Similarly, each CV pilot deployment will only deploy a small subset of the 50+ envisioned applications. Scalability of the back-end system to eventually accommodate up to 50 applications will also need to be explored in this research. The objective of this research is to develop guidance on data collection and management strategies for the planning needs of typical agencies. This research will be coordinated with Task 14 that is looking at the operational realm. The research team will define the data sensitive to the deployment of CVs and AVs that is needed by transportation planning organizations across the spectrum of planning applications. The team will describe promising approaches to forecasting that data and likely sources for the data underlying those forecasting approaches. Useful private sector sources of the underlying data will be described as well as obstacles to their use. A catalog of recommended stated preference questions and collection methods will be developed to allow market acceptance of these technologies to be charted over time and over different regions. Scenarios for typical agencies at state, regional, and local levels will be developed as examples for data management recommendations (including ingesting, storing, and using this data). The team will (a) review existing standards, formats, and commonly used technologies and (b) develop recommendations for harmonizing standards, developing dissemination and data collection systems or approaches, and ways of maintaining the information that is disseminated and using the data that is collected over time. Maintenance of the information over time is the critical component of the research and the recommendations. These tasks also should identify data availability policies and methods to address privacy and security concerns while not compromising the value of the information collected from CV/AV enabled vehicles. KW - Data collection KW - Data management KW - Intelligent vehicles KW - Metropolitan planning organizations KW - Mobile communication systems KW - Standards UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4257 UR - https://trid.trb.org/view/1419895 ER - TY - ABST AN - 01607609 TI - Impacts of Connected Vehicles and Automated Vehicles on State and Local Transportation Agencies--Task-Order Support. Task 14. Data Management Strategies for CV/AV Applications for Operations AB - As owners and operators of transportation infrastructure, state and local agencies maintain databases of relevant information. Currently, this includes crash records, design “as built” plan sets, traffic signal timing parameters, construction schedules, and many more. Connected vehicle/autonomous vehicle (CV/AV) applications need certain information about the environment and infrastructure in a variety of time scales. Signal timing status is obviously needed in real time, traffic sign placements might be updated daily, and the next month’s construction projects might be updated weekly. Some AV developers are currently storing detailed digital 3-D maps for reference during automated driving. Perhaps such an asset of a public agency could be valuable to many applications, but this requires maintenance. Some agencies provide access to various sets of information electronically, others are available through records requests, and yet others are not available at all. Agencies vary widely in their ability to provide access to certain information now and in the future. There is a need to identify the information that is necessary for agencies to maintain to plan, enable, and enhance CV/AV applications; develop standard formats and standard systems where they would be helpful and do not already exist; and provide guidance for agencies on how to implement strategies for collecting, updating, maintaining, and disseminating the information. Similarly, a variety of information about travel conditions can be collected by CV/AV enabled vehicles and can be shared with agencies to enhance their operations. Agencies currently struggle to collect good information about origin-destination flows, traffic volumes, travel delays, pavement surface quality, crash and anomaly location, and location of work zones, among others. There is a need to identify standards for collection of this information, how it is communicated to agencies, stored, maintained, updated, and eventually used to enhance transportation planning, operations, and maintenance. The Safety Pilot Model Deployment and the upcoming additional CV pilot deployments will continue to contribute valuable information on the design and implementation of management systems for dissemination of agency-owned data and ingestion of CV/AV generated information for agency operations. The scalability of these systems needs to be estimated in this research as the penetration level of CV/AV technology advances from several thousand vehicles to several millions. Similarly, each CV pilot deployment will only deploy a small subset of the 50+ envisioned applications. Scalability of the back-end system to eventually accommodate up to 50 applications will also need to be explored in this research. The objective of this research is to develop guidance on operational data management strategies for typical agencies. This research will be coordinated with Task 13 that is looking at the planning realm. The research team will summarize CV and AV applications that require information from public agencies at various time scales and develop recommended strategies for agencies to update, maintain, and make this information available to CV/AV applications. The research team will review previous work such as the CV Pooled Fund Study report on impacts of CV data on TMCs. Similarly, the research team will summarize CV and AV applications that can provide important information to public agencies at various time scales and develop recommended strategies for agencies to ingest, store, and use this data. Scenarios for typical agencies at state, regional, and local levels will be developed as examples for data management recommendations. A public sector task force will be established to provide feedback on project direction. The team will review existing standards, formats, and commonly used technologies and develop recommendations for harmonizing standards; developing dissemination and data collection systems or approaches; and approaches to maintaining the information that is disseminated and using the data that is collected over time. Maintenance of the information over time is the critical component of the research and the recommendations. These tasks should also identify data availability policies and methods to address privacy and security concerns while not compromising the value of the information collected from CV/AV enabled vehicles. KW - Data collection KW - Data management KW - Information dissemination KW - Intelligent vehicles KW - Mobile communication systems KW - Operations KW - Standards UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4258 UR - https://trid.trb.org/view/1419894 ER - TY - RPRT AN - 01619056 AU - Agaiby, Shehab S AU - Mayne, Paul W AU - Georgia Institute of Technology, Atlanta AU - Georgia Tech Research Corporation AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Geotechnical LFRD Calculations of Settlement and Bearing Capacity of GDOT Shallow Bridge Foundations and Retaining Walls PY - 2016/08/09/Final Report SP - 160p AB - The American Association of State Highway and Transportation Officials (AASHTO) codes for Load Resistance Factored Design (LRFD) regarding shallow bridge foundations and walls have been implemented into a set of spreadsheet algorithms to facilitate the calculations of bearing capacity and footing settlements on natural soils in the State of Georgia. Specifically, the approach applies to soils exhibiting drained behavior during loading, including clean to silty and clayey sands and granular soils of the Atlantic Coastal Plain and residual silty sands to sandy silts of the Appalachian Piedmont and Blue Ridge geologies. The methodology permits the sizing of foundations based on site-specific data input for a given project, using in-situ field data obtained from either: (a) standard penetration tests (SPT), (b) cone penetration tests (CPT), and/or (c) flat plate dilatometer tests (DMT). This report provides the background information concerning the equations, calculation procedures, and reference sources that are used. Specifically, the technical review covers the calculations of bearing capacity from limit plasticity theory, settlement predictions using elastic continuum solutions, and geoparameter evaluations from SPT, CPT, and DMT, as well as examples for each of these tests. KW - Algorithms KW - American Association of State Highway and Transportation Officials KW - Bearing capacity KW - Bridge foundations KW - Georgia KW - Geotechnical engineering KW - Load and resistance factor design KW - Methodology KW - Retaining walls KW - Settlement (Structures) KW - Specifications UR - http://ntl.bts.gov/lib/60000/60200/60232/14-26.pdf UR - https://trid.trb.org/view/1436221 ER - TY - RPRT AN - 01613040 AU - Agaiby, Shehab S AU - Mayne, Paul W AU - Georgia Tech Research Corporation AU - Georgia Institute of Technology, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Geotechnical LRFD Calculations of Settlement and Bearing Capacity of GDOT Shallow Bridge Foundations and Retaining Walls PY - 2016/08/09/Final Report SP - 160p AB - The AASHTO codes for Load Resistance Factored Design (LRFD) regarding shallow bridge foundations and walls have been implemented into a set of spreadsheet algorithms to facilitate the calculations of bearing capacity and footing settlements on natural soils in the State of Georgia. Specifically, the approach applies to soils exhibiting drained behavior during loading, including clean to silty and clayey sands and granular soils of the Atlantic Coastal Plain and residual silty sands to sandy silts of the Appalachian Piedmont and Blue Ridge geologies. The methodology permits the sizing of foundations based on site-specific data input for a given project, using in-situ field data obtained from either: (a) standard penetration tests (SPT), (b) cone penetration tests (CPT), and/or (c) flat plate dilatometer tests (DMT). This report provides the background information concerning the equations, calculation procedures, and reference sources that are used. Specifically, the technical review covers the calculations of bearing capacity from limit plasticity theory, settlement predictions using elastic continuum solutions, and geoparameter evaluations from SPT, CPT, and DMT, as well as examples for each of these tests. KW - Bearing capacity KW - Bridge foundations KW - Cone penetrometers KW - Dilatometers KW - Footings KW - Georgia KW - Geotechnical engineering KW - Load and resistance factor design KW - Retaining walls KW - Settlement (Structures) KW - Shallow foundations KW - Soil penetration test UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/14-26.pdf UR - https://trid.trb.org/view/1425036 ER - TY - ABST AN - 01626287 TI - Icefall Hazard Evaluation and Mitigation Study Phase II AB - Phase I of this research project included a Literature Review and evaluation of Alaska Department of Transportation and Public Facilities (DOT&PF) management and operations (M&O) data, as-builts, and recommendations for Phase II analysis approach. Phase II includes specialized technical assistance relative to location-specific icefall hazard evaluation and mitigation. Tasks include preliminary site-specific icefall hazard evaluations (minimum 2 field visits- 1 summer and 1 winter), followed by subsequent assessment and presentation of potential mitigation options, hazard rating index for sites, guidebook for M&O response, recommendations and final report. KW - Alaska KW - Alaska Department of Transportation and Public Facilities KW - Hazard evaluation KW - Hazard mitigation KW - Hazards KW - Ice UR - https://trid.trb.org/view/1456879 ER - TY - ABST AN - 01604628 TI - Verification and Implementation of Set-up Empirical Models in Pile Design AB - The primary objectives of this research project are to perform static and dynamic load tests on new instrumented test piles to deeply understand the set-up mechanism for individual soil layers, verify and recalibrate the developed empirical set-up models for piles driven in soft cohesive soils for use during design phase and construction phase, and develop an analytical model or methodology to estimate the duration of main-set-up due to consolidation and thixotropy effects. In addition to the aforementioned primary objectives the minor objectives that will be addressed will be to develop an analytical model to predict spatial distribution of excess pore water pressure in the remolded zone due to pile driving, establish a relationship between the vertical shaft displacement (z) from instrumented test piles and the associated shear resistance (t) by analyzing the sister bar strain gage data for instrumented test piles, the measurements of bottom strain gage of the instrumented test piles and develop a method to predict the pile tip load (q) at an axial tip displacement (z), and calculate the total and effective stress parameters (adhesion factor, a, and effective stress parameter, B). KW - Cohesive soils KW - Instrumentation KW - Load tests KW - Piles (Supports) KW - Pore pressure KW - Static and dynamic tests KW - Strain gages KW - Test piles UR - https://trid.trb.org/view/1415862 ER - TY - ABST AN - 01604627 TI - Transportation Infrastructure Asset Damage Cost Recovery Correlated with Shale Oil/Gas Recovery Operations in Louisiana AB - The objectives of this study are to quantify the pavement damage caused by the shale oil/gas development activities; to estimate the damage costs and recommend a strategy of fiscal remedies; and to forecast the impact of the future shale oil/gas development activities on the Louisiana roadways and validate the strategy of fiscal remedies. KW - Asset management KW - Cost recovery KW - Development KW - Financial analysis KW - Forecasting KW - Infrastructure KW - Louisiana KW - Natural gas KW - Pavement distress KW - Shale oil KW - Truck traffic UR - https://trid.trb.org/view/1415861 ER - TY - ABST AN - 01604626 TI - Implementation of a Localized Roughness Specification for Use on Louisiana Bridges AB - The ultimate objective of this research is to improve smoothness on Louisiana’s bridge inventory. A supplementary objective is to improve the benefit-cost figures associated with attaining said smoothness. More immediate objectives will be to refine and prove the bridge roughness specification so that it can be put into widespread use across the state. This will entail training said specification on a series of pilot projects, working up an implementation strategy for the new specification and developing a benefit-cost assessment on expected impact that the revised specification will have. KW - Benefit cost analysis KW - Highway bridges KW - Inventory KW - Louisiana KW - Pilot studies KW - Smoothness KW - Specifications KW - Training programs UR - https://trid.trb.org/view/1415860 ER - TY - RPRT AN - 01625805 AU - Simpson, Amy L AU - Rada, Gonzalo R AU - Visintine, Beth A AU - Groeger, Jonathan L AU - Amec Foster Wheeler Environment & Infrastructure, Incorporated AU - Federal Highway Administration TI - Interstate Pavement Condition Sampling PY - 2016/08//Final Report SP - 149p AB - With the passing of the Moving Ahead for Progress in the 21st Century Act (MAP-21), the Federal Highway Administration (FHWA) has proposed that the Highway Performance Monitoring System (HPMS) data set is the data source for the national pavement performance measures. The objectives of this project are to: 1. Collect an unbiased baseline study of a statistically significant sample of the entire Interstate Highway System (IHS) and produce a report indicating the pavement condition on the IHS nationally and in each State where data were collected; 2. Determine if HPMS is an unbiased representation of the pavement condition of the IHS; 3. Recommend improvements to HPMS data collection and reporting that are necessary to either make HPMS unbiased or improve its precision, in regard to performance management and FHWA’s use of HPMS data. The project answers the following questions regarding HPMS data collection: Is two-way data collection necessary? Does data need to be collected in more than one lane in a direction? What is the optimum HPMS section length? Do all distress items require full extent reporting or is sampling adequate? Are protocols proposed by FHWA adequate for collecting and reporting distress or do they need improvement? This report documents the entire research effort, with particular emphasis on the data collection and data analyses activities. KW - Condition surveys KW - Data analysis KW - Data collection KW - Data files KW - Highway Performance Monitoring System KW - Interstate highways KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Pavement performance KW - Recommendations UR - http://www.fhwa.dot.gov/asset/pubs/hif17022.pdf UR - https://trid.trb.org/view/1442745 ER - TY - RPRT AN - 01624687 AU - Bonaquist, Ramon AU - Advanced Asphalt Technologies, LLC AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Critical Factors Affecting Asphalt Concrete Durability PY - 2016/08//Final Report SP - 128p AB - This research evaluated changes to the composition of asphalt concrete mixtures that the Wisconsin Department of Transportation (WisDOT) should consider to improve the durability of flexible pavement constructed in Wisconsin. Based on a synthesis of current research, a laboratory experiment was conducted to quantify the effect of: (1) effective binder volume, (2) low temperature performance grade, (3) recycled binder content, and (4) polymer modification on the resistance of typical Wisconsin mixtures to aging and load associated cracking. For the types of mixtures normally used in Wisconsin, the laboratory experiment found mixture composition had little effect on aging; however, cracking resistance was significantly affected. The laboratory experiment produced a regression equation that was used to evaluate current WisDOT specification requirements. This evaluation concluded that recent specification changes made by WisDOT will improve the cracking resistance of asphalt concrete mixtures, with the greatest improvement occurring for overlays in the Southern Asphalt Zone. The regression equation was also used to recommend additional specification changes that WisDOT should consider. KW - Admixtures KW - Aging (Materials) KW - Asphalt concrete KW - Binder content KW - Cracking KW - Durability KW - Evaluation KW - Flexible pavements KW - Laboratory tests KW - Low temperature tests KW - Overlays (Pavements) KW - Polymers KW - Recycled materials KW - Regression analysis KW - Specifications KW - Wisconsin UR - http://wisconsindot.gov/documents2/research/14-06-revised-final-report.pdf UR - https://trid.trb.org/view/1446868 ER - TY - RPRT AN - 01624685 AU - Federal Highway Administration TI - Transportation Systems Management and Operations and Performance Based Practical Design CASE STUDY 3: Demonstrating Performance-Based Practical Design through Alternative Intersections PY - 2016/08 SP - 4p AB - As states and local agencies become increasingly challenged with addressing their system performance, mobility, and safety needs in the current era of financial limitations, Federal Highway Administration (FHWA) is providing guidance, delivering technical assistance, and sharing resources related to performance-based practical design (PBPD). The FHWA Office of Operations is supporting the overall Agency PBPD effort by highlighting the role Transportation Systems Management and Operations (TSMO) alternatives and analysis tools can play in supporting PBPD. To illustrate the range of TSMO strategies and tools and how they can be applied by transportation planners and designers in a PBPD context, five brief case studies have been developed. This Case Study 3 illustrates how a PBDP approach can be applied by using alternative intersections. Alternative intersections can serve more vehicles than similarly sized, conventional signalized intersections and often also offer safety benefits. This case study specifically highlights one alternative intersection form—restricted crossing U-turn (RCUT). KW - Alternatives analysis KW - Case studies KW - Highway design KW - Highway operations KW - Intersections KW - Performance measurement KW - Transportation system management KW - U turns UR - http://www.ops.fhwa.dot.gov/publications/fhwahop16039/fhwahop16039.pdf UR - https://trid.trb.org/view/1445979 ER - TY - RPRT AN - 01624683 AU - Federal Highway Administration TI - Transportation Systems Management and Operations and Performance Based Practical Design CASE STUDY 2: Demonstrating Performance-Based Practical Design through Urban Freeway Reconstruction PY - 2016/08 SP - 6p AB - As states and local agencies become increasingly challenged with addressing their system performance, mobility, and safety needs in the current era of financial limitations, Federal Highway Administration (FHWA) is providing guidance, delivering technical assistance, and sharing resources related to performance-based practical design (PBPD). The FHWA Office of Operations is supporting the overall Agency PBPD effort by highlighting the role Transportation Systems Management and Operations (TSMO) alternatives and analysis tools can play in supporting PBPD. To illustrate the range of TSMO strategies and tools and how they can be applied by transportation planners and designers in a PBPD context, five case studies were developed. This Case Study 2 illustrates how a PBPD approach can be used to analyze and make trade-offs when designing major freeway reconstruction in a constrained urban area—specifically, the reconstruction of Interstate 94 (I-94), the eastwest freeway, in Milwaukee, Wisconsin. Wisconsin Department of Transportation’s (WisDOT’s) study of the I-94 east-west freeway corridor included extensive safety, operational, and environmental analyses of multiple alternatives, leading to the identification of an alternative that has some features that do not meet current standards (and, therefore, require a design exception), but nevertheless meet the project needs and objectives in a cost-effective manner. KW - Alternatives analysis KW - Case studies KW - Freeway operations KW - Highway design KW - Milwaukee (Wisconsin) KW - Performance measurement KW - Reconstruction KW - Transportation system management KW - Urban highways UR - http://www.ops.fhwa.dot.gov/publications/fhwahop16034/fhwahop16034.pdf UR - https://trid.trb.org/view/1445981 ER - TY - RPRT AN - 01624681 AU - Federal Highway Administration TI - Transportation Systems Management and Operations and Performance Based Practical Design CASE STUDY 1: Demonstrating Performance-Based Practical Design through Analysis of High-Occupancy Toll Lanes PY - 2016/08 SP - 4p AB - As states and local agencies become increasingly challenged with addressing their system performance, mobility, and safety needs in the current era of financial limitations, Federal Highway Administration (FHWA) is providing guidance, delivering technical assistance, and sharing resources related to performance-based practical design (PBPD). The FHWA Office of Operations is supporting the overall Agency PBPD effort by highlighting the role Transportation Systems Management and Operations (TSMO) alternatives and analysis tools can play in supporting PBPD. To illustrate the range of TSMO strategies and how they are applied by transportation planners and designers in a PBPD context, FHWA has developed five case studies. This Case Study 1 illustrates how PBPD can be applied by analyzing managed freeway lanes on a congested urban corridor and focuses on using high-occupancy toll (HOT) lanes to improve urban freeway travel and reliability. It reinforces applying a PBPD approach by drawing on various performance related analyses conducted for a HOT lane project in Miami, Florida. KW - Alternatives analysis KW - Case studies KW - Freeway operations KW - High occupancy toll lanes KW - Highway design KW - Managed lanes KW - Miami (Florida) KW - Performance measurement KW - Reliability KW - Transportation system management KW - Urban highways UR - http://www.ops.fhwa.dot.gov/publications/fhwahop16040/fhwahop16040.pdf UR - https://trid.trb.org/view/1445977 ER - TY - RPRT AN - 01624680 AU - Federal Highway Administration TI - Transportation Systems Management and Operations and Performance Based Practical Design CASE STUDY 5: Demonstrating Performance-Based Practical Design through Analysis of Active Traffic Management PY - 2016/08 SP - 6p AB - As states and local agencies become increasingly challenged with addressing their system performance, mobility, and safety needs in the current era of financial limitations, Federal Highway Administration (FHWA) is providing guidance, delivering technical assistance, and sharing resources related to performance-based practical design (PBPD). The FHWA Office of Operations is supporting the overall Agency PBPD effort by highlighting the role transportation systems management and operations (TSMO) alternatives and analysis tools can play in supporting PBPD. To illustrate the range of TSMO strategies and tools and how they can be applied by transportation planners and designers in a PBPD context, five case studies were developed. This Case Study 5 illustrates how a PBPD approach be used to analyze and make tradeoffs when examining potential Active Traffic Management (ATM) strategies along freeways, as was done in developing ATM recommendations, a Concept of Operations and an ATM Implementation Plan for the New Jersey Department of Transportation (NJDOT). KW - Active traffic management KW - Advanced traffic management systems KW - Alternatives analysis KW - Case studies KW - Freeway operations KW - Highway design KW - Implementation KW - New Jersey Department of Transportation KW - Performance measurement KW - Transportation system management UR - http://www.ops.fhwa.dot.gov/publications/fhwahop16087/fhwahop16087.pdf UR - https://trid.trb.org/view/1445975 ER - TY - RPRT AN - 01624679 AU - Federal Highway Administration TI - Transportation Systems Management and Operations and Performance Based Practical Design CASE STUDY 4: Demonstrating Performance-Based Practical Design through Regional Performance-Based Planning PY - 2016/08 SP - 6p AB - As states and local agencies become increasingly challenged with addressing their system performance, mobility, and safety needs in the current era of financial limitations, Federal Highway Administration (FHWA) is providing guidance, delivering technical assistance, and sharing resources related to performance-based practical design (PBPD). The FHWA Office of Operations is supporting the overall Agency PBPD effort by highlighting the role Transportation Systems Management and Operations (TSMO) alternatives and analysis tools can play in supporting PBPD. To illustrate the range of TSMO strategies and tools and how they can be applied by transportation planners and designers in a PBPD context, five case studies have been developed. This Case Study 4 illustrates how PBDP and performance-based planning and programming (PBPP) approaches can be used by metropolitan planning organizations (MPOs) during the planning process to inform the selection of projects for the transportation improvement program (TIP). KW - Alternatives analysis KW - Case studies KW - Highway design KW - Highway operations KW - Metropolitan planning organizations KW - Performance measurement KW - Transportation Improvement Program KW - Transportation planning KW - Transportation system management UR - http://www.ops.fhwa.dot.gov/publications/fhwahop16038/fhwahop16038.pdf UR - https://trid.trb.org/view/1445980 ER - TY - RPRT AN - 01624421 AU - Kockelman, Kara AU - Boyles, Stephen AU - Avery, Paul AU - Claudel, Christian AU - Loftus-Otway, Lisa AU - Fagnant, Daniel AU - Bansal, Prateek AU - Levin, Michael W AU - Zhao, Yong AU - Liu, Jun AU - Clements, Lewis AU - Wagner, Wendy AU - Stewart, Duncan AU - Sharon, Guni AU - Albert, Michael AU - Stone, Peter AU - Hanna, Josiah AU - Patel, Rahul AU - Fritz, Hagen AU - Choudhary, Tejas AU - Li, Tianxin AU - Nichols, Aqshems AU - Sharma, Kapil AU - Simoni, Michele AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Bringing Smart Transport to Texans: Ensuring the Benefits of a Connected and Autonomous Transport System in Texas PY - 2016/08//Final Report SP - 385p AB - This project develops and demonstrates a variety of smart-transport technologies, policies, and practices for highways and freeways using connected autonomous vehicles (CAVs), smartphones, roadside equipment, and related technologies. The intent is to maximize the benefit of these technologies in terms of improved driver safety, reduced congestion, and agency cost savings. For example, in a well-implemented system, advanced CAV technologies may reduce current crash costs by at least $390 billion per year. A poorly implemented system could significantly detract from or reverse these benefits. The project’s Phase 1, documented in this report, showcased dedicated short-range communication (DSRC)-instrumented vehicles for wrong-way driving alerts, vehicle guidance, and road-surface condition monitoring demonstrations. It developed algorithms for more accurate vehicle-position information and real-time traffic flow monitoring. It delivered statewide and national forecasts of fleet evolution, consumer preferences, and Texans’ opinions of CAV policies and technologies. It also simulated various strategies for smart ramp merges and smart intersection and network operations, under thousands of case settings, with calculated delay reductions. It anticipated emissions savings from more thoughtful automated driving and crash savings from more conflict-aware driving. It also analyzed the benefits of shared autonomous vehicle transit. Recommendations are provided for guiding Texas Department of Transportation (TxDOT) as technologies increasingly become available to the public, estimated to impact the U. S. economy by as much as $1.3 trillion per year. Recommendations focus on the need for increasing TxDOT in-house expertise, simulating new systems, developing policy, and updating design manuals. KW - Benefits KW - Economic impacts KW - Freeways KW - Highways KW - Intelligent vehicles KW - Mobile communication systems KW - Policy KW - Public opinion KW - Recommendations KW - Smartphones KW - Technological innovations KW - Texas KW - Traffic congestion KW - Traffic safety KW - Transportation planning UR - http://library.ctr.utexas.edu/ctr-publications/0-6838-2-appx.pdf UR - http://library.ctr.utexas.edu/ctr-publications/0-6838-2.pdf UR - https://trid.trb.org/view/1445500 ER - TY - RPRT AN - 01622667 AU - Zhao, Guangyuan AU - Li, Shuo AU - Jiang, Yi AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Safety and Cost Performance of Intersection Lighting SN - 9781622604302 PY - 2016/08//Final Report SP - 113p AB - It has been reported that nationwide, about one quarter of the roadway travel commonly occurs after dark and half of the roadway traffic fatalities occurred at night. The nighttime traffic crash fatality rate is about three times the daytime traffic crash fatality rate. The problem may become worse at unlit or poorly lit critical roadway safety spots such as interchange, intersections, and railroad and highway crossing, particularly in adverse weather conditions. This study was conducted to investigate the lighting effects on crashes at Indiana intersections. The analysis of Indiana nighttime crash data to identify the contributing factors was conducted. The study intersection sites were selected based on crash frequencies and crash severities. Before and after field light tests were conducted to verify in-service light performance, including illuminance distribution and uniformity ratio. AGi32 simulation was also performed for three selected intersections to compare with field test results. In addition, the long term performance of demonstration luminaires at the I-74 & US 231 interchange was tracked and documented. This activity provides a better understanding of maintenance issues, cycles, and costs. Surveys to both State Highway Agencies (SHAs) and communities were conducted in order to identify perceptions from SHAs and the public toward lighting improvement. The community survey included questions such as the public attitudes to intersection lighting, effectiveness of lighting, visibility improvement, and safety improvement. To quantify safety effects of lighting at intersections, crash modification factors (CMFs) were developed by using two methodologies: before-and-after analysis and cross-sectional statistical analysis. The developed CMFs could be used to justify roadway lighting projects. Life Cycle Cost Analysis (LCCA) was conducted to determine the best lighting solution given a real project scenario. The analysis considered initial (luminaire and installation) cost, operation and maintenance cost, and energy cost. KW - Attitudes KW - Before and after studies KW - Field tests KW - Indiana KW - Intersections KW - Life cycle costing KW - Lighting KW - Luminaires KW - Luminance KW - Statistical analysis KW - Surveys KW - Traffic crashes UR - http://dx.doi.org/10.5703/1288284316340 UR - https://trid.trb.org/view/1442401 ER - TY - RPRT AN - 01622392 AU - Lyn, Dennis A AU - Sangwan, Nikhil AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Ecologically Aware Design of Waterway-Encapsulating Structures SN - 9781622604388 PY - 2016/08//Final Report SP - 57p AB - Aquatic organism passage (AOP) in waterways-encapsulating structures, particularly culverts, is of growing concern to environmental regulatory agencies, and the Indiana Department of Transportation (INDOT) is seeking systematic responses to this concern in the hydraulic design of such structures. This study reviews design approaches to enhance or accommodate aquatic organism passage through culverts, and proposes a simplified design procedure that requires less data input and analysis, and yet results in a structure complying with the current regional general permit (RGP) conditions. It also makes as much use of already existing INDOT standard specifications for riprap and coarse aggregates that would be as backfill material to form a stable bed within the culvert. The simplified procedure is intended for new larger structures for which a culvert bed needs to be installed, and for expected Indiana conditions of low-gradient (<3%) and predominantly sandy or gravelly streams. Because of their larger size compared to traditional culverts, AOP-designed structures are associated with higher installation and material costs, which may however be compensated partially or wholly by lower costs over their operational lifetime. Previous work on life-cycle cost (including social/ecological costs) analysis of AOP-designed culverts was reviewed, but it is concluded that reliable data and methodologies for an adequate analysis are not yet available. The study then explores the consequences of alternative regulatory schemes formulated on the basis of habitat or biotic integrity indices. These may permit simple yet more flexible schemes with the same or even better ecological outcomes. KW - Aquatic life KW - Backfill soils KW - Culverts KW - Design KW - Indiana KW - Life cycle costing KW - Regulation KW - Specifications KW - Wildlife crossings UR - http://dx.doi.org/10.5703/1288284316344 UR - https://trid.trb.org/view/1441743 ER - TY - RPRT AN - 01619965 AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - FHWA Research and Technology Evaluation Program Summary Report Spring 2016 PY - 2016/08//Summary Report SP - 56p AB - This report summarizes the 16 evaluations being conducted by the Volpe National Transportation Systems Center on behalf of the Federal Highway Administration's (FHWA’s) Research and Technology Program. The FHWA R&T Program furthers the Turner-Fairbank Highway Research Center’s goal of ensuring transparency, accessibility, and responsiveness of R&T for all stakeholders. The 16 evaluations can be grouped into two waves. The first wave consists of six retrospective and four prospective evaluations, while the second wave comprises six prospective evaluations. Five evaluation teams have finished data collection and written final reports. One team has delivered a final phase I report and is preparing its phase II report. Three evaluation teams have submitted final evaluation plans while five other teams have written draft evaluation plans. Of the remaining two, one team has submitted a preliminary evaluation plan and the other is initiating planning activities KW - Evaluation KW - Research KW - Research and Technology Program (FHWA) KW - Technology KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/research/randt/evaluations/16071/16071.pdf UR - https://trid.trb.org/view/1440497 ER - TY - RPRT AN - 01617693 AU - Delatte, Norbert AU - Miller, Richard AU - Asghar, Mohammad AU - Sommerville, Alice AU - Lesak, Andrew AU - Amini, Kamran AU - Susinskas, Larisa AU - Woods, Jennifer AU - Cleveland State University AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Evaluation of High Performance Pavement and Bridge Deck Wearing Surface Repair Materials PY - 2016/08//Final Report SP - 30p AB - This project provided for a laboratory and field testing of several high performance repair materials for pavements and concrete bridge decks. The main purpose was to provide Ohio Department of Transportation (ODOT) with materials and procedures to shorten road and bridge closures. The project was relatively complex with several phases. First, the repair materials for testing and the locations needed to be selected. This required a thorough review of the available literature, including the practices used by other state transportation agencies. Next, the repair materials were installed on pavements and bridge decks on three separate installation projects in ODOT District 8, two by the Great Lakes Construction Company (TGLCC), and two with ODOT maintenance crews. There was a cold weather installation on bridge decks and concrete pavements in March 2014, with two products rated for low temperatures, followed by a larger installation on concrete pavement with four other products in June 2014. The first two installations were carried out by TGLCC. These installations were monitored for two years from the first installation. In June 2015, five bridge deck patches with two materials were installed by the ODOT maintenance crews. In addition, a parallel laboratory testing program of the selected materials was carried out to evaluate performance and engineering properties. Finally, the specification recommendations were developed based on the literature review and project results. The phases of the project are documented in five separate graduate theses published at Cleveland State University. KW - Bridge decks KW - Evaluation KW - Field tests KW - Laboratory tests KW - Literature reviews KW - Materials selection KW - Ohio KW - Pavement maintenance KW - Repairing KW - State departments of transportation KW - Wearing course (Pavements) UR - http://cdm16007.contentdm.oclc.org/cdm/ref/collection/p267401ccp2/id/14023 UR - http://ntl.bts.gov/lib/60000/60400/60475/Final_report_Evaluation_of_high_performance_pavement_and_bridge_deck_wearing_surface_repair_materials.pdf UR - https://trid.trb.org/view/1434997 ER - TY - SER AN - 01616917 JO - TechBrief PB - Federal Highway Administration TI - Testing for Fatigue Cracking in the Asphalt Mixture Performance Tester PY - 2016/08 SP - 13p AB - This Technical Brief provides an overview of a fatigue characterization test method that can be conducted using an Asphalt Mixture Performance Tester (AMPT) device. This includes a description of the test as well as an introduction to how the test has evolved, what performance information the test provides about an asphalt mixture, and the accompanying stress-strain model. KW - Asphalt Mixture Performance Tester KW - Asphalt mixtures KW - Deformation curve KW - Fatigue cracking KW - Pavement performance KW - Test procedures KW - Viscoelasticity UR - http://www.fhwa.dot.gov/pavement/asphalt/pubs/hif16027.pdf UR - https://trid.trb.org/view/1429030 ER - TY - RPRT AN - 01616916 AU - Kockelman, Kara AU - Avery, Paul AU - Bansal, Prateek AU - Boyles, Stephen D AU - Bujanovic, Pavle AU - Choudhary, Tejas AU - Clements, Lewis AU - Domnenko, Gleb AU - Fagnant, Dan AU - Helsel, John AU - Hutchinson, Rebecca AU - Levin, Michael AU - Li, Jia AU - Li, Tianxin AU - Loftus-Otway, Lisa AU - Nichols, Aqshems AU - Simoni, Michele AU - Stewart, Duncan AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Implications of Connected and Automated Vehicles on the Safety and Operations of Roadway Networks: A Final Report PY - 2016/08//Final Report SP - 249p AB - Advances in vehicle automation and communication can dramatically reduce the economic and comprehensive costs of U.S. crashes. This report quantifies in detail the crash-related gains of various vehicle automation and connectivity features and anticipates their near-term and long-range impacts on car crashes in Texas. It also documents the best practices for the Texas Department of Transportation (TxDOT) and other agencies to most cost-effectively facilitate Texans’ adoption and use of top technologies. This study estimated the adoption of connected and autonomous vehicle (CAV) technologies over the long term through the use of two surveys. The study also reviewed CAVs’ impacts on safety, and estimated crash count and crash cost reductions via various CAV technologies. Finally, the report presents a benefit-cost (B-C) analysis that identifies top design and system management strategies for departments of transportation to follow, in the transition to new technologies and travel choices. This work provides practical recommendations emphasizing safety to assist TxDOT in optimally planning for these new technologies using a holistic and qualitative approach. KW - Benefit cost analysis KW - Best practices KW - Costs KW - Crash rates KW - Intelligent vehicles KW - Mobile communication systems KW - Recommendations KW - Surveys KW - Technological innovations KW - Texas KW - Texas Department of Transportation KW - Traffic safety KW - Transportation planning UR - http://library.ctr.utexas.edu/ctr-publications/0-6849-1.pdf UR - https://trid.trb.org/view/1428776 ER - TY - RPRT AN - 01615654 AU - Donnell, Eric T AU - Gayah, Vikash V AU - Yu, Zhengyao AU - Li, Lingyu AU - DePrator, Anthony AU - Pennsylvania State University, University Park AU - Montana Department of Transportation AU - Federal Highway Administration TI - Speed Limits Set Lower than Engineering Recommendations PY - 2016/08//Final Report SP - 127p AB - The purpose of this project is to provide the Montana Department of Transportation (MDT) with a better understanding of the operational and safety impacts of setting posted speed limits below engineering recommended values. This practice has been performed on Montana roadways for a variety of reasons but the safety and operational impacts are largely unknown. An Empirical Bayes observational before-after study found that there is a statistically significant reduction in total and fatal and injury crashes at sites with engineering speed limits set 5 mph lower than engineering recommendations. At locations with posted speed limits set 10 mph lower than engineering recommendations, there was a decrease in total crash frequency, but an increase in fatal and injury crash frequency. The safety effects of setting posted speed limits 15 or 25 mph lower than engineering recommendations is less clear, because the results were not statistically significant, due to the small sample size of sites available for inclusion in the analysis. An operating speed evaluation found that, when the posted speed limit was set only 5 mph lower than the engineering posted speed limit, drivers tend to more closely comply with the posted speed limit. Compliance tends to lessen as the difference between the engineering recommended posted speed limit and the posted speed limit increases. The practice of light enforcement, which was defined as highway patrol vehicles making frequent passes through locations with posted speed limits set lower than engineering recommendations, appeared to have only a nominal effect on vehicle operating speeds. Known heavy enforcement, defined as a stationary highway patrol vehicle present within the speed zone, reduced mean and 85th-percentile vehicle operating speeds by approximately 4 mph. KW - Before and after studies KW - Compliance KW - Crash injuries KW - Crash rates KW - Fatalities KW - Montana KW - Operating speed KW - Operational impacts KW - Speed limits KW - Traffic law enforcement KW - Traffic safety UR - http://www.mdt.mt.gov/other/webdata/external/research/docs/research_proj/speed_limit_lower/Final_Report.pdf UR - http://ntl.bts.gov/lib/60000/60300/60361/Final_Report1.pdf UR - https://trid.trb.org/view/1427435 ER - TY - RPRT AN - 01614873 AU - Roesler, Jeffery R AU - Hiller, Jacob E AU - Brand, Alexander S AU - University of Illinois, Urbana-Champaign AU - Michigan Technological University AU - Federal Highway Administration AU - Concrete Reinforcing Steel Institute TI - Continuously Reinforced Concrete Pavement Manual: Guidelines for Design, Construction, Maintenance, and Rehabilitation PY - 2016/08 SP - 129p AB - Continuously reinforced concrete pavement (CRCP) was introduced in the United States almost 100 years ago when the U.S. Bureau of Public Roads (now the Federal Highway Administration) constructed a CRCP test section on Columbia Pike in Arlington, Virginia. Since then, CRCP has been constructed in many states in the U.S. and in a number of other countries. As experience with the design and construction of CRCP has grown, a variety of lessons learned through practical experience and research have contributed to the development of best practices for CRCP throughout its life cycle. Today, CRCP is designed and constructed as a pavement of choice for long-life performance, recognizing that initial smoothness will be maintained for decades and that maintenance during that time will be minimal. This manual provides guidance for materials selection and quality assurance, and for the mechanistic-empirical design, construction, maintenance, and rehabilitation of CRCP. Case studies are summarized to document the overall long-life performance of CRCP in the U.S. and in other countries. KW - Best practices KW - Case studies KW - Continuously reinforced concrete pavements KW - Life cycle analysis KW - Manuals KW - Materials selection KW - Mechanistic-empirical pavement design KW - Pavement maintenance KW - Paving KW - Quality assurance KW - Rehabilitation (Maintenance) UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif16026.pdf UR - https://trid.trb.org/view/1425881 ER - TY - RPRT AN - 01614871 AU - Miller, Kristi AU - Miller, Matthew AU - Overman, John AU - Kraus, Edgar AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Maximizing Mitigation Benefits: Research to Support a Mitigation Cost Framework—Final Report PY - 2016/08//Final Report SP - 62p AB - Tracking environmental costs in the project development process has been a challenging task for state departments of transportation (DOTs). Previous research identified the need to accurately track and subsequently estimate project costs resulting from environmental mitigation requirements. There is currently no single source or management system for capturing and/or estimating the Texas Department of Transportation’s (TxDOT’s) project-related mitigation costs statewide. The purpose of this continuation project was to determine types of mitigation costs for TxDOT projects and identify the funding sources, mechanisms, and processes for acquiring funding and administering payment, as well as conduct a synthesis of mitigation cost tracking and estimating at selected state DOTs. KW - Costs KW - Environmental impacts KW - Environmental protection KW - Estimating KW - Financing KW - State departments of transportation KW - Texas Department of Transportation UR - http://tti.tamu.edu/documents/0-6762-01-1.pdf UR - https://trid.trb.org/view/1426241 ER - TY - RPRT AN - 01613819 AU - Borden, Roy H AU - Gabr, Mohammed A AU - Lee, Jungmok AU - Tang, Chien-Ting AU - Wang, Cheng AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Design of Temporary Slopes and Excavations in NC Residual Soils PY - 2016/08//Final Report SP - 91p AB - In general, current design methods and procedures for temporary slopes and temporary excavation support systems do not consider the suction-induced characteristics of unsaturated residual soils, and therefore may result in overly conservative designs and unnecessary construction costs. The main objective of this research project was investigating the possibility of a more cost-effective design of temporary slopes and retaining structures in residual soils based on the incorporation of matric suction in the analyses approach. The components of this research project included: field and laboratory testing program, evaluation and development of predictive models, and analysis of cut slopes and sheet pile walls in excavation and considering water infiltration effect on suction. A full-scale field experimental program was conducted in Greensboro, North Carolina, and included the excavation of three slopes (1:1, 0.5:1 and 0.25:1) and the construction of a cantilever sheet pile wall. Installed sensors included tensiometers for matric suction and moisture content measurements, inclinometer casings, strain gauges and pressure cells. Collected field data included suction measurements, and deformation data and the changes occurring in such data due to three excavation levels (4.6m, 6.1m and 6.7m) as well as due to water infiltration. Laboratory tests were performed on retrieved undisturbed specimens taken from the test site. Laboratory testing included measuring soil water characteristic curves, unsaturated shear strength and the physical properties of the site soils. Models for predicting matric suction as a function of volumetric water content, and shear strength as a function of matric suction were developed based on the experimental results. Utilizing the database of field and laboratory test data, as well as the developed predictive models, slope stability analyses and PLAXIS numerical models of the tested sheet pile wall in the unsaturated site conditions were performed and verified with field measurements. Both stage-excavation and infiltration effect were analyzed. Based on the results of the numerical analyses, a simplified approach for determining the required depth of embedment of a cantilever wall incorporating the effect of matric suction is proposed. The proposed approach is termed Suction Stability Number (SSN) and accounts for the stabilizing influence of matric suction in a similar manner to cohesion in the conventional stability number. KW - Cost effectiveness KW - Deformation KW - Embankments and retaining walls KW - Excavation KW - Field tests KW - Laboratory tests KW - Mathematical models KW - Moisture content KW - North Carolina KW - Residual soils KW - Slopes KW - Soil suction UR - https://connect.ncdot.gov/projects/planning/pages/ProjDetails.aspx?ProjectID=2013-07 UR - https://trid.trb.org/view/1424315 ER - TY - RPRT AN - 01613038 AU - Tsai, Yichang (James) AU - Wang, Zhaohua AU - Georgia Institute of Technology, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Implementation of an Enhanced COPACES for Georgia’s Counties and Cities PY - 2016/08//Final Report SP - 157p AB - The Georgia Department of Transportation (GDOT) has been successfully carrying out IT-based pavement management and maintenance on its 18,000-centerline-mile highways since 1998. To leverage GDOT’s knowledge and experience and extend it to Georgia’s local governments (LGs), the Georgia Institute of Technology (Georgia Tech) has developed a Computerized Pavement Condition Evaluation System for Counties and Cities (COPACES-CC) using the most up-to-date cloud computing and mobile technologies. GDOT’s pavement distress protocol, PACES, was adopted to facilitate the transfer of GDOT’s knowledge and experience to LGs. In the meantime, a windshield-survey-based distress protocol, PASER, was also incorporated as an alternative survey method. To make sure the developed system could be successfully implemented in all LGs, a user group formed by three pilot counties has conducted comprehensive testing and implementation. A total of 300 miles of pavements have been surveyed by these pilot counties using COPACES-CC. Their successful experience has been shared with other counties and cities in a statewide workshop that is organized by GDOT’s Local Technical Assistance Program (LTAP). Further study and development are also suggested. KW - Cities KW - Computerized Pavement Condition Evaluation System (COPACES) KW - Counties KW - Georgia KW - Local government KW - Pavement Condition Evaluation System (PACES) KW - Pavement management systems UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/14-27.pdf UR - https://trid.trb.org/view/1425037 ER - TY - RPRT AN - 01613031 AU - Tsai, Yichang (James) AU - Wu, Yi-Ching AU - Georgia Institute of Technology, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Study of Georgia’s Pavement Deterioration/Life and Potential Risks of Delayed Pavement Resurfacing and Rehabilitation PY - 2016/08//Final Report SP - 109p AB - Georgia has continuously been rated as one of the states with the smoothest pavements in the United States because the Georgia Department of Transportation (GDOT) has established a standardized pavement condition evaluation system (PACES) for consistent annual pavement performance monitoring. GDOT also established an active, data-driven annual pavement preservation program that determines pavement preservation methods (i.e., treatment criteria), prioritization of the projects (e.g., rating, AADT, etc.), and allocation of the maintenance and rehabilitation funding, using PACES data. These rich pavement performance data from FY 1986 to FY 2014 are extremely valuable because they reveal the actual pavement performance in Georgia. This project is: 1) to study the actual pavement performance of GDOT’s in-service pavements using 28-year of pavement condition evaluation data; 2) to study the pavement resurfacing delay situation; and 3) to study the impact of pavement resurfacing delay with a special focus on the pavement resurfacing effectiveness/life and the increases in construction and user costs. Two types of pavement service interval were studied in this project: “Pavement Resurfacing Interval,” which represents the time period between two consecutive resurfacing activities, and “Pavement 70 Interval,” which represents the time period to reach a rating of 70 that can be used for a consistent performance comparison. After extensive data screening and processing, a total of 370 resurfacing cycles with high-quality data was selected for analysis. The pavement resurfacing interval and pavement 70 interval are 11.6 and 10.3 years, respectively. Study of selected resurfacing cycles with high traffic volume shows the resurfacing effectiveness (Pavement 70 Interval) decreases more than 10% (1 year) at every 5-point drop of COPACES rating when resurfacing is conducted at a rating less than 70. Results indicate the resurfacing delay has significant negative impact on resurfacing effectiveness. More data, especially projects with different traffic volumes, are needed to study the consequence of delayed resurfacing. KW - Condition surveys KW - Delays KW - Deterioration KW - Georgia KW - Pavement Condition Evaluation System (PACES) KW - Pavement performance KW - Pavements KW - Rehabilitation (Maintenance) KW - Resurfacing KW - Service life UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/14-05.pdf UR - http://ntl.bts.gov/lib/60000/60200/60264/14-05.pdf UR - https://trid.trb.org/view/1425035 ER - TY - SER AN - 01611980 JO - Tech Brief PB - Iowa State University, Ames AU - Hallmark, Shauna L AU - Goswamy, Amrita AU - Pawlovich, Michael AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Midwest Transportation Center AU - Office of the Assistant Secretary for Research and Technology AU - Federal Highway Administration TI - Safety Edge Crash Modification Factors PY - 2016/08//Tech Brief SP - 7p AB - The Safety Edge is a relatively low-cost countermeasure that can be applied in both asphalt and concrete paving operations. The Safety Edge has been promoted as a low-cost countermeasure to reduce the frequency and severity of rural roadway departure crashes. However, there is little information about the actual effectiveness of the Safety Edge in reducing the number and severity of crashes. This study evaluated the safety impact of the Safety Edge for construction projects in 2010 and 2011 in Iowa to assess the effectiveness of the treatment in reducing crashes. The researchers conducted an observational before-and-after study using an empirical Bayes methodology. Models were developed for total all non-intersection crashes and run-off-road (ROR)/target crashes. Results indicate a reduction of 8 to 16% depending on the type of crash. KW - Bayes' theorem KW - Before and after studies KW - Crash rates KW - Crash severity KW - Dropoffs (Pavements) KW - Highway safety KW - Iowa KW - Pavement design KW - Ran off road crashes UR - http://publications.iowa.gov/22633/1/IADOT_InTrans_14_509_Safety_Edge_Crash_Modification_Factors_Tech_Brief_2016.pdf UR - http://www.intrans.iastate.edu/publications/_documents/t2summaries/safety_edge_cmfs_tb.pdf UR - https://trid.trb.org/view/1422139 ER - TY - RPRT AN - 01610904 AU - Porter, C AU - Danila, M AU - Fink, C AU - Toole, J AU - Mongelli, E AU - Schultheiss, W AU - Cambridge Systematics, Incorporated AU - Toole Design Group AU - Federal Highway Administration TI - Achieving Multimodal Networks: Applying Design Flexibility and Reducing Conflicts PY - 2016/08 SP - 122p AB - Multimodal transportation networks provide access to jobs, education, health care, recreation, transit, and other essential services in urban, suburban, and rural areas throughout the United States. Interconnected pedestrian and bicycle infrastructure makes walking and bicycling a viable transportation choice for everyone and this contributes to the health, equity, and quality of life of our communities. This publication is a resource for practitioners seeking to build multimodal transportation networks. The publication highlights ways that planners and designers can apply the design flexibility found in current national design guidance to address common roadway design challenges and barriers. It focuses on reducing multimodal conflicts and achieving connected networks so that walking and bicycling are safe, comfortable, and attractive options for people of all ages and abilities. This resource includes 24 design topics, organized into two themes. The 12 design topics in Part 1 focus on design flexibility. The 12 topics in Part 2 focus on measures to reduce conflicts between modes. Each design topic is four pages in length and includes relevant case studies and references to appropriate design guidelines. This document covers a wide range of solutions to achieve multimodal transportation networks. It includes solutions for streets and intersections, and has information about shared use paths and other trails that can serve both transportation and recreation purposes. It includes information about crossing main streets, bridges and underpasses, and about interactions with freight and transit. This resource addresses common concerns and perceived barriers among planning and design professionals and provides specific information about flexible design treatments and approaches. KW - Bicycling KW - Case studies KW - Highway design KW - Infrastructure KW - Intersections KW - Multimodal transportation KW - Traffic conflicts KW - Transportation planning KW - Walking UR - http://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/multimodal_networks/fhwahep16055.pdf UR - https://trid.trb.org/view/1420980 ER - TY - SER AN - 01610886 JO - TechBrief PB - Federal Highway Administration TI - Long-Term Pavement Performance Program—Pavement Performance Measures and Forecasting and the Effects of Maintenance and Rehabilitation Strategy on Treatment Effectiveness PY - 2016/08 SP - 16p AB - This document is a technical summary of the Federal Highway Administration Long-Term Pavement Performance Program report, Pavement Performance Measures and Forecasting and the Effects of Maintenance and Rehabilitation Strategy on Treatment Effectiveness (FHWA-HRT-16-047). It presents the methodologies and procedures used by the research team in the analyses of the Long-Term Pavement Performance (LTPP) data to develop and implement pavement performance measures and to analyze treatment effectiveness. The LTPP study focused on using data from the various LTPP experiments to define pavement performance in a way that supports the selection of cost-effective pavement treatment strategy and to better estimate pavement treatment effectiveness and the role of pavement treatments in the pavement’s lifecycle. This TechBrief includes a description and examples of the dual pavement condition rating systems, LTPP data analyses results, and application of the analyses to datasets from three State transportation departments. KW - Condition surveys KW - Deflection KW - Forecasting KW - Long Term Pavement Performance (LTPP) Program KW - Methodology KW - Pavement performance KW - Performance measurement KW - Ratings KW - State departments of transportation UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/16046/16046.pdf UR - https://trid.trb.org/view/1422914 ER - TY - RPRT AN - 01610874 AU - Shane, Jennifer S AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Draft Project Management Update to the Iowa DOT Project Development Manual PY - 2016/08//Final Report SP - 27p AB - This work supported drafting project management guidance for the Iowa Department of Transportation (DOT). The goal is to incorporate a greater focus on project management in their project development process. A technical advisory committee (TAC) was assembled to accomplish this effort. The TAC took into consideration the current status of project management with the Iowa DOT, their experience during the demonstration workshop held in Iowa as part of the implementation assistance they received, the project management peer exchange hosted by the Iowa DOT, and additional examples of project management that were presented. With this basis, the TAC participated in a number of discussions to develop draft guidance for the foundation of a Project Management Office (PMO) within the Iowa DOT. This report describes the process that was used in establishing this guidance. The report details the decisions and decision process that the TAC employed in this endeavor and provides additional thoughts and insight into the draft guidance. Appendix A includes the draft guidance in the form of PMO function details and detailed lists of project management roles and responsibilities. Appendix B includes a starter list of project management resources for the PMO. KW - Decision making KW - Demonstration projects KW - Iowa Department of Transportation KW - Manuals KW - Peer exchange KW - Project management UR - http://lib.dr.iastate.edu/cgi/viewcontent.cgi?article=1219&context=intrans_reports UR - http://lib.dr.iastate.edu/intrans_reports/220/ UR - https://trid.trb.org/view/1421492 ER - TY - SER AN - 01610869 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Lippert, David L AU - Wu, Shenghua AU - Ozer, Hasan AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Illinois Highway Materials Sustainability Efforts of 2015 PY - 2016/08 IS - 16-019 SP - 52p AB - This report provides a summary of the sustainability efforts of the Illinois Department of Transportation (IDOT) in recycling reclaimed materials in highway construction during calendar year 2015. This report meets the requirements of Illinois Public Act 097‐0314 by documenting IDOT’s efforts to reduce the carbon footprint and achieve cost savings through the use of recycled materials in asphalt paving projects. Research efforts undertaken and those that will have a future impact on IDOT’s sustainability efforts are also highlighted.   In 2015, 2,009,972 tons of reclaimed or recycled materials, valued at $59,715,613, were used in Illinois highways. It was estimated that the substitution of virgin materials with reclaimed and recycled materials resulted in a net reduction of carbon dioxide emissions of 132,247 tons. KW - Illinois Department of Transportation KW - Pollutants KW - Recycled materials KW - Research projects KW - Road construction KW - Sustainable development KW - Waste products UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=5016 UR - https://trid.trb.org/view/1422289 ER - TY - RPRT AN - 01610821 AU - Porter, Christopher D AU - Kall, David AU - Fincher, Scott AU - Weatherby, Meredith AU - Cambridge Systematics, Inc. AU - Eastern Research Group, Incorporated AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Arizona‐Specific Data for EPA’s MOVES Model PY - 2016/08//Final Report SP - 142p AB - This report provides an implementation plan that allows the Arizona Department of Transportation and other agencies in Arizona to make optimal use, through local data inputs, of the United States (US) Environmental Protection Agency’s (EPA) Motor Vehicle Emissions Simulator (MOVES) model. MOVES is the federally approved mobile source emissions model for use in State Implementation Plan development and conformity analysis, and is recommended for other transportation air quality analysis purposes. EPA requires or recommends using local data for many of the model’s inputs. This report includes an assessment of Arizona‐specific data and the processing necessary to create these inputs, plus a demonstration of data‐processing procedures using Yuma County as a case study. The recommendations are intended for applying the MOVES model anywhere in the state of Arizona, but are not meant to supersede work by metropolitan agencies that may use more detailed data than available in other regions of the state. This study focuses on the latest release of the model, MOVES2014. KW - Air quality KW - Arizona Department of Transportation KW - Case studies KW - Implementation KW - Information processing KW - Motor Vehicle Emission Simulator (MOVES) KW - Pollutants KW - Recommendations UR - https://apps.azdot.gov/ADOTLibrary/publications/project_reports/pdf/SPR724.pdf UR - https://trid.trb.org/view/1422832 ER - TY - RPRT AN - 01610816 AU - Carr, E Alex AU - Shuler, Matt G AU - Burati, James L AU - Clemson University AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - Validation of Contractor HMA Testing Data in the Materials Acceptance Process – Phase II PY - 2016/08//Final Report SP - 331p AB - This study conducted an analysis of the South Carolina Department of Transportation (SCDOT) Hot Mix Asphalt (HMA) specification. A Research Steering Committee provided oversight of the process. The research process included extensive statistical analyses of test data supplied by SCDOT. A total of 2,789 asphalt content (AC) tests, 2,234 air voids (AV) tests, and 2,230 voids in mineral aggregate (VMA) tests were provided from 20 different projects, with some projects having multiple Mix Types and job mix formulas (JMFs) involved. A total of 2,010 density test results also were provided from 15 of the 20 projects. Relatively small amounts of data from certain Courses and Mix Types limited analyses only to Surface Type A and Surface Type B mixes. The analyses led to a recommendation that SCDOT switch to using the differences from the AC, AV, and VMA target values rather than the actual AC, AV, and VMA values. This will allow the possibility of combining test results from more than 1 JMF in the Lot payment decision. In addition, SCDOT verification test results were provided from 16 of the 20 projects. These data consisted of 487 AC and 452 AV and VMA test results from SCDOT. In addition, the data set included 411 AC, and 387 AV and VMA Contractor verification test results. These data were analyzed to evaluate current SCDOT verification procedures and issues concerning them were presented and discussed. Power curves were developed for various sample sizes for the F-test, the two-sample t-test, and the paired-sample t-test to allow SCDOT to evaluate the risks associated with their current verification procedures as well as any possible changes to the current procedures. KW - Air content KW - Air voids KW - Contractors KW - Density KW - Hot mix asphalt KW - Mineral aggregates KW - South Carolina Department of Highways and Public Transportation KW - Specifications KW - Statistical analysis KW - Validation UR - http://www.scdot.scltap.org/wp-content/uploads/2016/09/SCDOT-Report-697-8-30-2016-Burati.pdf UR - https://trid.trb.org/view/1422960 ER - TY - RPRT AN - 01610789 AU - Miller, John S AU - Anam, Salwa AU - Amanin, Jasmine W AU - Matteo, Raleigh A AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - A Retrospective Evaluation of Traffic Forecasting Techniques PY - 2016/08//Final Report SP - 96p AB - Traffic forecasting techniques—such as extrapolation of previous years’ traffic volumes, regional travel demand models, or local trip generation rates—help planners determine needed transportation improvements. Thus, knowing the accuracy of these techniques can help analysts better consider the range of transportation investments for a given location. To determine this accuracy, the forecasts from 39 Virginia studies (published from 1967-2010) were compared to observed volumes for the forecast year. Excluding statewide forecasts, the number of segments in each study ranged from 1 to 240. For each segment, the difference between the forecast volume and the observed volume divided by the observed volume gives a percent error such that a segment with a perfect forecast has an error of 0%. For the 39 studies, the median absolute percent error ranged from 1% to 134%, with an average value of 40%. Slightly more than one-fourth of the error was explained by three factors: the method used to develop the forecast, the length of the duration between the base year and forecast year, and the number of economic recessions between the base year and forecast year. In addition, although data are more limited, studies that forecast a 24-hour volume had a smaller percent error than studies that forecast a peak hour volume (p = 0.04); the reason is that the latter type of forecast requires an additional data element—the peak hour factor—that itself must be forecast. A limitation of this research is that although replication of observed volumes is sought when making a forecast, the observed volumes themselves are not without error; for example, an “observed” traffic count for a given year may in fact be based on a 48-hour count that has been expanded, based on seasonal adjustment factors, to estimate a yearly average traffic volume. The primary recommendation of this study is that forecasts be presented as a range. For example, based on the 39 studies evaluated, for a study that provides forecasts for multiple links, one would expect the median percent error to be approximately 40%. To be clear, detailed analysis of one study suggests it is possible that even a forecast error will not necessarily alter the decision one would make based on the forecast. Accordingly, considering how a change in a traffic forecast volume (by the expected error) influences decisions can help one better understand the need for a given transportation improvement. A secondary recommendation is to clarify how some of these traffic forecasting techniques can be performed, and supporting details for this clarification are given in Appendix A of this report. KW - Accuracy KW - Evaluation KW - Mathematical prediction KW - Recommendations KW - Traffic forecasting KW - Traffic volume KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/17-r1.pdf UR - https://trid.trb.org/view/1421314 ER - TY - RPRT AN - 01608684 AU - Hutton, Jessica M AU - Cook, Daniel J AU - MRIGlobal AU - Missouri Department of Transportation AU - Federal Highway Administration TI - No-Passing Zone System: User's Manual PY - 2016/08 SP - 43p AB - This User’s Manual is intended for traffic engineers and technicians who will be either conducting passing sight distance measurement runs in the field or processing the collected data in the office. This User’s Manual includes: (1) A description of the individual hardware components of the system; (2) Instructions for connecting and powering hardware components for data collection; (3) Functional specifications of field data collection software; (4) Instructions for completing field data collection software set-up; (5) Instructions for completing a data collection run in the field; (6) Guidance for managing and storing field data; (7) Functional specifications and report descriptions for post-processing software; and (8) Instructions for generating and interpreting reports. For more information, see final report cmr 16-017 at http://library.modot.mo.gov/RDT/reports/TR201514/. KW - Computer program documentation KW - Computers KW - Data collection KW - Data storage KW - Information processing KW - No passing zones KW - Sight distance KW - Software UR - https://library.modot.mo.gov/RDT/reports/TR201514/cmr16-017_UserManual.pdf UR - https://trid.trb.org/view/1420205 ER - TY - RPRT AN - 01608648 AU - Ullman, Gerald AU - Brydia, Robert AU - Ruback, Leonard AU - Voigt, Anthony AU - Arrington, Dusty AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Construction and Installation of Travel Time Signs on I-35 in Austin PY - 2016/08//Implementation Report SP - 18p AB - Dynamic travel time signs (DTTS) provide current travel times to a specific destination via one or more routes. These signs aid motorists in making route choice decisions en route. Through this project, three DTTS were fabricated and installed on I-35 in Austin, Texas. Two signs were located southbound on overhead sign bridges at global positioning system coordinates 30.745981, −97.636638 and at 30.515859, −97.687471. The third sign was located northbound at coordinates 30.02644, −97.851073. KW - Austin (Texas) KW - Installation KW - Travel time KW - Variable message signs UR - http://tti.tamu.edu/documents/5-9049-05-1.pdf UR - https://trid.trb.org/view/1420315 ER - TY - RPRT AN - 01608621 AU - Edrington, Suzie AU - Brooks, Jonathan AU - Cherrington, Linda AU - Hansen, Todd AU - Hamilton, Paul AU - Pourteau, Chris AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Identifying Best Practices for Managing Operating Costs for Rural and Small Urban Transportation Systems: Technical Report PY - 2016/08 SP - 84p AB - Rural and small urban transit providers across the United States face fiscal challenges caused by the growing gap between the cost of providing transit service and available federal, state, and local funding. In Texas, the fiscal challenges facing rural and small urban transit providers are compounded by an increasing population and growth in urbanization in some counties and declining population with increasing demand for transit service for an aging population in other counties. The research report examines the drivers of operating costs, approaches to containing costs, transit agency priorities for tools needed to better contain costs, and methodology used to develop the guidebook and workshop. There are five primary documents produced in this research project: research report, guidebook entitled Managing Operating Costs for Rural and Small Urban Transportation Systems, workshop participant workbook, workshop instructor’s guide, and a PowerPointTM presentation to support the workshop. Researchers found that transit agency staff indicated a priority need for guidance and training in the following topics: managing staff, maintenance and state of good repair, buying and managing fuel, contracting for service, minimizing no-shows, and innovations in technology and service design. Also, researchers found a need to provide information on fundamentals of reporting, allocating, and tracking costs. The resulting guidebook and corresponding workshop incorporates the findings of the research. KW - Best practices KW - Handbooks KW - Methodology KW - Operating costs KW - Rural transit KW - Texas KW - Training KW - Transit operating agencies KW - Urban transit KW - Workshops UR - http://tti.tamu.edu/documents/0-6694-1.pdf UR - https://trid.trb.org/view/1420212 ER - TY - RPRT AN - 01608611 AU - McFalls, Jett A AU - Storey, Beverly J AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Sediment and Erosion Control Laboratory Facility Expansion PY - 2016/08//Technical Report SP - 14p AB - The Sediment and Erosion Control Laboratory (SEC Lab), formerly the Hydraulics, Sedimentation, and Erosion Control Laboratory, is operated by the Texas A&M Transportation Institute’s Environment and Planning Program. Performance evaluation programs for sediment and erosion control products, materials, devices and techniques are conducted at the SEC Lab to produce and maintain the Texas Department of Transportation’s (TxDOT) Approved Products List (APL). By 2012, the existing facility was operating at full capacity with a waiting list of over 18 months. Expansion of the facility includes an indoor rainfall simulator that houses three 8 ft. × 40 ft. soil-fill test bed, a covered soil storage/bed preparation area, and a covered preparation area between the existing and new buildings, and a sediment retention device flume. The expansion of the SEC Lab provides additional performance evaluation and research capacity to better serve TxDOT’s needs and enable a more robust and comprehensive research program. KW - Building KW - Erosion control KW - Laboratories KW - Test facilities KW - Testing equipment KW - Texas UR - http://tti.tamu.edu/documents/5-9048-01.pdf UR - https://trid.trb.org/view/1420313 ER - TY - RPRT AN - 01608580 AU - Edara, P AU - Sun, C AU - Brown, H AU - Rahmani, R AU - Datta, T AU - University of Missouri, Columbia AU - Wayne State University AU - Federal Highway Administration TI - Development and Application of Work Zone Crash Modification Factors PY - 2016/08 SP - 19p AB - Crash modification factor (CMF) provides the expected change in crash frequency due to the implementation of a countermeasure or a change in a particular site condition. State and local transportation agencies determine CMF values by utilizing the Highway Safety Manual (HSM). The HSM provides CMF values for various types of facilities and treatments. However, the HSM’s coverage of work zone-related CMF values is limited. This report introduces practitioners to: the procedure for evaluating work zone countermeasures using existing CMFs and the procedures for developing new work zone CMFs. Once derived, CMFs can be used for selecting countermeasures and scheduling lane closures. KW - Countermeasures KW - Crash modification factors KW - Crash rates KW - Evaluation KW - Highway safety KW - Highway Safety Manual KW - Mathematical prediction KW - Safety Performance Functions KW - Work zone safety KW - Work zones UR - https://www.workzonesafety.org/files/documents/training/fhwa_wz_grant/wsu_umc_wz_cmf_guide.pdf UR - https://trid.trb.org/view/1419984 ER - TY - RPRT AN - 01608531 AU - Hutton, Jessica M AU - Cook, Daniel J AU - MRIGlobal AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Developing a System to Identify Passing and No Passing Zone Boundaries on Rural Two-Lane Highways PY - 2016/08//Final Report SP - 58p AB - MRIGlobal developed an automated system to measure and display the distance between two instrumented vehicles traveling along a road. The system uses global positioning system (GPS) modules and radio modems to send location information between the vehicles five times per second. A field software was developed to calculate the distance between the vehicles based on this GPS data in real time and report it to the following driver. The field software is designed to allow the two vehicles to identify locations along a two-lane road where minimum passing sight distance is available. A post-processing software was also developed to produce a recommended striping plan, for both directions of travel along the route, based on the data recorded by the field data collection software. This system can be operated at near-highway speeds. KW - Global Positioning System KW - No passing zones KW - Passing KW - Passing sight distance KW - Passing zones KW - Real time information KW - Rural highways KW - Software KW - Striping KW - Two lane highways UR - https://library.modot.mo.gov/RDT/reports/TR201514/cmr16-017.pdf UR - https://trid.trb.org/view/1420185 ER - TY - RPRT AN - 01608520 AU - Ullman, Gerald AU - Brydia, Robert AU - Ruback, Leonard AU - Arrington, Dusty AU - Voigt, Tony AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Installation of Dynamic Travel Time Signs and Efforts to Obtain and Test a Graphical Route Information Panel (GRIP) Sign in Austin PY - 2016/08//Implementation Report SP - 24p AB - Graphic Route Information Panel (GRIP) signs use a combination of text, colors, and representative maps of the roadway system to convey real-time roadway congestion location and severity information. The intent of this project was to facilitate the fabrication, installation, and onset of operations of three dynamic travel time signs and one GRIP sign on Interstate 35 (I-35) near Austin, Texas. Unfortunately, the Federal Highway Administration (FHWA) rejected the request-to-experiment with a GRIP sign. This report documents the efforts made and accomplishments achieved under this project. KW - Austin (Texas) KW - Installation KW - Real time information KW - Traffic congestion KW - Travel time KW - Variable message signs UR - http://tti.tamu.edu/documents/5-9049-03-7.pdf UR - https://trid.trb.org/view/1420317 ER - TY - RPRT AN - 01619058 AU - Galgano, Steve AU - Talas, Mohamad AU - Benevelli, David AU - Rausch, Robert AU - Sim, Samuel AU - Opie, Keir AU - Jensen, Mark AU - Stanley, Chris AU - Stephens, Denny AU - Pape, Doug AU - New York City Department of Transportation AU - Department of Transportation AU - Federal Highway Administration TI - Connected Vehicle Pilot Deployment Program Phase 1, System Requirements Specification (SyRS) – New York City PY - 2016/07/28/Final Report SP - 164p AB - This document describes the System Requirements Specification (SyRS) for the New York City Department of Transportation (NYC) Connected Vehicle Pilot Deployment (CVPD) Project. This SyRS describes the results of the definition of need, the operational concept, and system analysis tasks. It also conveys the requirements that are geared towards satisfying the needs of the users and stakeholders of the system. It is the second of several planning documents for the CVPD Program, Phase 1 project funded by the United States Department of Transportation (USDOT). Other planning documents, developed under this project phase, that influence this SyRS include the Concept of Operations (ConOps), Security Management Operational Concept, Performance Measurement and Evaluation Plan, Safety Management Plan, and Human Use Approval. KW - Mobile communication systems KW - New York (New York) KW - Pilot studies KW - Specifications KW - Systems analysis UR - http://ntl.bts.gov/lib/60000/60200/60255/FHWA-JPO-16-303.pdf UR - https://trid.trb.org/view/1436213 ER - TY - ABST AN - 01604844 TI - Self De-Icing LED Signals AB - This proposed project will develop multiple prototypes of a new type of self de-icing light-emitting diodes (LED) signals for highway signalized intersections and railroad signaling applications and validate them using the field tests. The innovative concept -- "Heated Lens Lighting Arrangement" -- was thoroughly tested in 2014. A non-provisional patent application (No. PCT/US14/53503) was filed on Aug 29, 2014. The self de-icing LED signal light is aimed to solve a well-known problem of the existing LED signal light that does not generate sufficient heat in the forward direction towards the lens of the signal necessary to melt snow and ice. Snow and ice can easily accumulate on the lens within the signal hood in wintery conditions and block light to the drivers of vehicles or locomotive engineers. This can decrease the performance of signalized intersections and railroads and also result in collisions in inclement weather conditions. This is a problem in the snowy regions in North America for which a viable retrofit has not been developed or tested. KW - Deicing KW - Field tests KW - Heaters KW - Light emitting diodes KW - Prototypes KW - Signalized intersections KW - Traffic signals KW - Weather conditions UR - http://www.pooledfund.org/Details/Study/602 UR - https://trid.trb.org/view/1417432 ER - TY - RPRT AN - 01610830 AU - Gassman, Sarah L AU - Rahman, M Mostaqur AU - University of South Carolina, Columbia AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - Calibration of the AASHTO Pavement Design Guide to South Carolina Conditions - Phase I PY - 2016/07/20/Final Report SP - 159p AB - The primary objective of this research was to identify existing historical data (i.e., climate, traffic, pavement design information, material properties, and pavement performance) within the South Carolina Department of Transportation (SCDOT) for use in the local calibration of the Mechanistic Empirical Pavement Design Guide (MEPDG) for South Carolina. Based on all of the compiled information, 20 in-service pavement sections (i.e., 14 asphalt concrete (AC) sections and 6 Portland cement concrete (PCC) sections) were identified as suitable for this study, and information gaps were identified. A comprehensive subgrade sampling and testing plan was developed, and field and laboratory tests were performed to study the subgrade modulus at 3 sites. The data collected for the 20 sections was used to perform a preliminary analysis of the MEPDG AC rutting models, AC fatigue cracking models, AC transverse cracking model, and the Jointed Plain Concrete Pavement (JPCP) transverse cracking model. Level 1 (project specific), Level 2 (region specific), or Level 3 (default) inputs were used, depending on data availability. The preliminary calibration factors found from the analysis should not be used for design until further studies are performed. A plan for future phases, including the additional high priority, high quality data needed to complete the MEPDG analysis for the local calibration and a plan for special pavement test sections, is proposed. KW - Asphalt concrete pavements KW - Calibration KW - Cracking KW - Field tests KW - Laboratory tests KW - Mechanistic-empirical pavement design KW - Mechanistic-Empirical Pavement Design Guide KW - Portland cement concrete KW - Rutting KW - South Carolina KW - Subgrade (Pavements) UR - http://www.scdot.scltap.org/wp-content/uploads/2016/08/SPR-708-Final-Report.pdf UR - https://trid.trb.org/view/1421191 ER - TY - RPRT AN - 01619059 AU - Ahmed, Mohamed AU - Gopalakrishna, Deepak AU - Garcia, Vince AU - Ragan, Ali AU - English, Tony AU - Zumpf, Shane AU - Young, Rhonda AU - Kitchener, Fred AU - Serulle, Nayel Ureña AU - Hsu, Eva AU - ICF International AU - Wyoming Department of Transportation AU - Trihydro Corporation AU - McFarland Management, LLC AU - University of Wyoming, Laramie AU - Department of Transportation AU - Federal Highway Administration TI - Connected Vehicle Pilot Deployment Program Phase 1, Human Use Approval Summary – ICF/Wyoming PY - 2016/07/18/Task 8 Report SP - 35p AB - The Wyoming Department of Transportation’s (WYDOT) Connected Vehicle (CV) Pilot Deployment Program is intended to develop a suite of applications that utilize vehicle to infrastructure (V2I) and vehicle to vehicle (V2V) communication technology to reduce the impact of adverse weather on truck travel in the I-80 corridor. These applications support a flexible range of services from advisories, roadside alerts, parking notifications and dynamic travel guidance. Information from these applications are made available directly to the equipped fleets or through data connections to fleet management centers (who will then communicate it to their trucks using their own systems). The pilot will be conducted in three Phases. Phase I includes the planning for the CV pilot including the concept of operations development. Phase II is the design, development, and testing phase. Phase III includes a real-world demonstration of the applications developed as part of this pilot. This document presents a summary on the steps taken in regards to human use approval required for the CV Pilot in Phase 1 in preparation for Phase 2 and 3. The document explains the Federal regulations and the Institutional Review Board (IRB) application and approval processes to protect human participants in the pilot. The human use summary documents the IRB application, obtaining participants’ consents, review process, and how the pilot team addressed the IRB comments and secured the IRB approval for Phase 2 and 3. The process for amending and renewing the IRB application and approval throughout the project period is also discussed. The interdependency between the human use regulations and policies and the development of the Pilot Deployment Concept of Operations, Privacy and Security Management Operating Concept, Safety Management Plan, Training and Education Plan, Performance Measurement and Evaluation, as well as the Comprehensive Pilot Deployment Plan was full integrated. Various relevant contents produced in these tasks were utilized directly and indirectly as part of the IRB application and approval process. KW - Driver support systems KW - Human subject testing KW - Mobile communication systems KW - Pilot studies KW - Regulations KW - Trucking safety KW - Wyoming UR - http://ntl.bts.gov/lib/60000/60200/60254/FHWA-JPO-16-293.pdf UR - https://trid.trb.org/view/1436212 ER - TY - RPRT AN - 01613753 AU - Blue, Victor AU - Johnson, Steven AU - Kourtellis, Achilleas AU - Wacht, Michael AU - Kolleda, Josh AU - Tampa Hillsborough Expressway Authority AU - Department of Transportation AU - Federal Highway Administration TI - Connected Vehicle Pilot Deployment Program Phase 1, Human Use Approval Summary – Tampa (THEA) PY - 2016/07/18/Final Report SP - 66p AB - This document presents the Human Use Approval (HUA) Summary for the Tampa Hillsborough Expressway Authority (THEA) Connected Vehicle (CV) Pilot Deployment. The purpose of this report is to document the process used by THEA in the Tampa CV Pilot Deployment as required in Phase 1, Task 8 in preparation for deployment involving human subjects – auto drivers, pedestrians and bicyclists, and transit drivers - in Phases 2 and 3. Institutional Review Board (IRB) approval of the research protocol is necessary before human subjects can participate in federally-funded CV Pilot research experiments. This HUA Summary document describes the selection of Salus IRB, information used in the IRB application and resolution of comments made by the IRB. Information used in developing the project Research Protocol Document (RPD), Informed Consent Documents (ICDs) and IRB application was derived from tasks already complete or ongoing in Phase 1, including Concept of Operations (Task 2), Security Management Operational Concept (Task3), Safety Management Plan (Task 5), Performance Measurement and Evaluation Support Plan (Task 5), Participant Training and Stakeholder Education Plan (Task 9) and Outreach Plan (Task 11). This information was integrated into a Phase 1, high-level concept Research Protocol and ICDs that safeguard, over the course of the participant’s lifecycle, the recruitment, selection, registration, informed consent, training, installation of equipment, safety needs and personal identification security requirements of participants. Salus IRB’s determination resulted in approval of the Research Protocol, ICDs for auto drivers, pedestrians and Hillsborough Area Regional Transit and a decision in favor of Expedited Review. The approval is limited to the study’s progress to date. Amendments and continuing review are expected for recruitment, training, revisions to ICDs, and wherever changes are made to the approved Research Protocol. KW - Cyclists KW - Drivers KW - Human subject testing KW - Mobile communication systems KW - Pedestrians KW - Pilot studies KW - Research management KW - Tampa (Florida) KW - Tampa Hillsborough Expressway Authority KW - Transit operators UR - http://ntl.bts.gov/lib/59000/59400/59465/FHWA-JPO-16-317.pdf UR - https://trid.trb.org/view/1425491 ER - TY - ABST AN - 01604822 TI - Statewide Data Standards to Support Current and Future Strategic Public Transit Investment AB - The goal of this research project is to develop a public transit ridership data standard for all Oregon public transit agencies to follow for the purposes of improved data collection, storing, sharing, reporting, and analysis. These core functionalities of the standard will be supported with the development of open-source, web-based tools for use by transit agencies, Oregon Department of Transportation (ODOT), regional planners, modelers, and vendors. KW - Analysis KW - Data collection KW - Investments KW - Planning KW - Reports KW - Ridership KW - Transit operating agencies UR - https://trid.trb.org/view/1416835 ER - TY - RPRT AN - 01605569 AU - Christenson, Richard AU - Motaref, Sarira AU - University of Connecticut, Storrs AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Dual Purpose Bridge Health Monitoring and Weigh-in-motion (BWIM) Phase I PY - 2016/07/07/Final Report SP - 58p AB - The dual-purpose bridge health monitoring (BHM) and bridge weigh-in-motion (BWIM) system proposed in this research project establishes a single monitoring system, comprised of sensors, data acquisition, and processing, to provide both long-term health monitoring of a highway bridge and bridge-weigh-in-motion capabilities. A prototype dual-purpose BHM/BWIM system is presented that has been designed to examine the challenges associated with implementing a combined BHM/BWIM bridge monitoring system. This prototype system is currently being deployed in Connecticut on Interstate 91 (I-91) northbound in the town of Meriden, Connecticut. The BHM/BWIM design and initial results are provided in this report. KW - Connecticut KW - Design KW - Highway bridges KW - Implementation KW - Prototypes KW - Structural health monitoring KW - Weigh in motion UR - http://www.ct.gov/dot/lib/dot/documents/dresearch/BridgeHealthMonitoringandWeigh-in-Motion-PhaseI.pdf UR - https://trid.trb.org/view/1415974 ER - TY - ABST AN - 01604807 TI - Highway Construction Work Zone Safety Performance and Improvement in Louisiana AB - The overall goal of this research is to reduce fatalities and severe injuries through improving work zone safety management in Louisiana. This goal is identified in the Louisiana Strategic Highway Safety Plan by the Louisiana Department of Transportation and Development (LADOTD) as part of the National Highway Traffic Safety Administration (NHTSA) program requirements per MAP-21. The specific goal of this research project is to provide information about work zone crashes and how they are reported. The analysis of work zone crashes can be used by the LADOTD and other agencies for a more effective and efficient safety management of work zones in Louisiana. This becomes even more critical since fatalities are on the rise again after several years of decline. Also, there are limited resources available for additional programs and thus it is imperative to improve data collection and make better use of data. This research also addresses the question regarding how information about work zone crashes is collected and how severe injury crashes happen in work zones or in approaches to work zones. This will result in a more targeted deployment of resources. KW - Crash injuries KW - Fatalities KW - Highway safety KW - Louisiana KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Traffic crashes KW - Work zone safety KW - Work zone traffic control UR - https://trid.trb.org/view/1416769 ER - TY - ABST AN - 01604634 TI - Coastal Landslide and Bluff Retreat Monitoring for Climate Change Adaptation and Targeted Risk Assessment AB - The goal of this research for Oregon Department of Transportation (ODOT) is to develop a more comprehensive data-driven framework for prioritizing coastal asset management. This is new research for ODOT, building upon recent smaller-scale, foundational efforts and recommendations. The objectives of this project are to: 1) Evaluate five representative sites reflecting a combination of coastal geologic terrains, landslide types, and coastal bluff erosion activities. 2) Determine current geotechnical and hydrological data, as well as landslide and bluff geometry and movement using traditional and advanced three dimensional (3D) technologies (LIDAR and real-time remote in-place Micro-Electro-Mechanical Systems (MEMS) sensors). 3) Quantify changes in landslide movement, groundwater change, and bluff erosion rates over an extended 7 year timeline to fully capture the episodic nature of sea cliff erosion in the context of climate change events. 4) Develop GIS/LiDAR based management framework for targeted risk assessment and climate change adaptation planning including guidelines for future evaluations of coastal infrastructure sites. KW - Asset management KW - Climate change KW - Erosion KW - Geographic information systems KW - Landslides KW - Light emitting diodes KW - Risk assessment KW - Sensors UR - https://trid.trb.org/view/1415912 ER - TY - ABST AN - 01604633 TI - Lidar for Maintenance of Pavement Reflective Markings and Retro-Reflective Signs AB - Recent research has investigated the potential use of mobile lidar for retro-reflectivity evaluation [Olsen et al., 2013; Ai and Tsai, 2016]. While this work appears promising, detailed studies are needed to assess the operational feasibility of these methods for state department of transportation (DOTs) and to develop production-ready procedures. Additionally, since some aspects of the lidar intensity calibration are specific to a particular system and configuration, it is important to modify and test these procedures using data directly from the Oregon Department of Transportation's (ODOT’s) system. In light of these research needs, this study seeks to; (1) Develop a model for retro-reflectivity and radiometric calibration for ODOT’s mobile lidar system. (2) Generate a set of quality control metrics for pavement marking and sign retro-reflectivity based on information derived from mobile lidar data. (3) Establish procedures for creating geographic information system (GIS) data layers from the output of the above steps to support decision making by supervisors and integrate analysis results into ODOT’s overall workflows. KW - Geographic information systems KW - Light emitting diodes KW - Maintenance KW - Pavement management systems KW - Quality control KW - Retroreflection UR - https://trid.trb.org/view/1415910 ER - TY - ABST AN - 01604632 TI - Assessing Highway System Impacts on Total Maximum Daily Load (TMDL) Watersheds Using the Stochastic Empirical Loading and Dilution Model (SELDM) AB - The proposed study has three primary objectives: The first objective is to develop and demonstrate techniques for geographic analysis that use the roadway and land use/land cover information in Streamstats to apply Stochastic Empirical Loading and Dilution Model (SELDM) at selected points in the watershed. These techniques will include manual and batch-processing techniques that can be used to help model contributions of flows, concentrations and loads of stormwater from highway sites and other upstream land uses. These techniques will be used to do mass-balance analyses in selected watersheds with SELDM based on the land use/cover percentages upstream of any selected highway site. The second objective is to demonstrate methods for using SELDM with statistics on the quantity and quality of runoff from highways and other land uses and best management practices (BMP) treatment statistics to model the cumulative effects of runoff from different areas at different points in a stream basin. These techniques can be used by Oregon Department of Transportation (ODOT) to help identify the application of mitigation measures to maximize benefits, while minimizing potential effects of runoff on receiving streams within a watershed, minimizing costs for implementing stormwater BMPs. The third objective creates guidance for watershed-scale analyses using SELDM that are based on results and experience learned in the second objective and document this information in at least one report. KW - Best practices KW - Dilution KW - Drainage KW - Empirical methods KW - Land use planning KW - Runoff KW - Stochastic processes KW - Watersheds UR - https://trid.trb.org/view/1415908 ER - TY - ABST AN - 01604612 TI - Pedestrians and Bicyclists Count: Developing a Statewide Multimodal Count Program AB - The purpose of this study is to research best practices and available methods and technologies for measuring active transportation activity in order to provide the Louisiana Department of Transportation and Development (LADOTD) with needed information in support of the development of an efficient, cost-effective bicycle and pedestrian count program. Specifically, the objectives of this study include researching established and emerging methodologies for counting bicycles and pedestrians and identify best practices for state wide count programs; to evaluate available count technology equipment options and identify preferred alternatives suitable for statewide deployment; and identify potential funding sources for the implementation of a multimodal count program and opportunities to integrate active transportation counts into existing vehicular count programs. KW - Activity choices KW - Best practices KW - Bicycle travel KW - Cost effectiveness KW - Louisiana KW - Multimodal transportation KW - Pedestrian counts KW - Pedestrian movement KW - Technological innovations KW - Traffic counting UR - https://trid.trb.org/view/1415630 ER - TY - ABST AN - 01602588 TI - Highway Work Zone Construction Safety Research and Training: A Driving Simulator Study AB - The objectives of this project are to determine the effectiveness of an integrated virtual environment as a potential research apparatus for studying highway work zone safety and support the decision making of transportation administration agencies, and the potential of incorporating the integrated virtual environment in safety training for the Louisiana Department of Transportation and Development (LADOTD). The effectiveness of the integrated virtual environment will be determined by surrogate safety measures evaluating workers in work zones. KW - Decision making KW - Driving simulators KW - Louisiana Department of Transportation and Development KW - Traffic safety KW - Training programs KW - Virtual reality KW - Work zone safety KW - Work zone traffic control UR - https://trid.trb.org/view/1413041 ER - TY - ABST AN - 01601984 TI - Radio Frequency Identification (RFID) Tagging for Material Tracking and Future Asset Management AB - The objectives of this research are to study the feasibility of using radio frequency identification (RFID) technology to track the Louisiana Department of Transportation and Development (LADOTD) highway assets. This research will identify the RFID technologies suitable for use for aboveground and underground assets within the LADOTD right-of-way. Additionally, the research will also study the possibility of inventorying these assets from a moving vehicle. KW - Asset management KW - Highways KW - Inventory KW - Louisiana KW - Louisiana Department of Transportation and Development KW - Radio frequency identification KW - Right of way (Land) KW - Tracking systems UR - https://trid.trb.org/view/1412157 ER - TY - ABST AN - 01601904 TI - Retrofit of Existing Statewide Louisiana Safety Walk Bridge Barrier Railing Systems AB - The purpose of this research project is to evaluate the current strength and performance of the most common types of vintage concrete safety walk barriers currently in use by the Louisiana Department of Transportation and Development (LADOTD). These designs will be evaluated with respect to Manual Assessing Safety Hardware (MASH) TL-3 and 4 Specifications. For the common rail types that do not meet the requirements, retrofit bridge railing options will be engineered, designed and detailed. These retrofit options will be developed to improve the strength and crash performance of the barrier systems with respect to MASH TL-4. The retrofit options developed for this project will improve the crash performance of the bridge rail systems and maintain the safety walk areas. The retrofit options will be designed to be cost effective to fabricate and install. The research team understands the proposed retrofits developed for the safety rails selected for this project will consider the use (continued use) of the safety walk for maintenance activities or emergency vehicular stoppages. KW - AASHTO Manual for Assessing Safety Hardware KW - Bridge railings KW - Concrete structures KW - Crashworthiness KW - Louisiana KW - Louisiana Department of Transportation and Development KW - Performance KW - Retrofitting UR - https://trid.trb.org/view/1411136 ER - TY - ABST AN - 01601818 TI - Battery Electric Vehicles and DC Fast Charging Infrastructure: Needs and Feasibility in Nebraska AB - A key factor to increase market penetration of battery electric vehicles (EVs) and support the electrification of transportation at scale is to increase the number and output capabilities of Electric Vehicle Charging Stations (EVSE) deployed in public spaces; in other words, an adequate public charging infrastructure is needed to effectively extend EVs’ battery ranges when it is away from home charging access. Currently, there are three types of EVSE stations: Level 1 (110 V) for home charging, Level 2 (240 V) for workplace and commercial charging, and Level 3 (480 V) DC fast charging for commercial and highway travel. Direct current (DC) fast charging can recharge a dead battery to 80% of its full capacity in 30 minutes or less. In contrast, Level 2 charging can take between four and six hours, depending on the size of the vehicle’s onboard charger and Level 1 takes 8-12 hours. As technology advances to make EVs more convenient, as technology such as DC fast charging becomes more available, and as production costs continue to decrease, the improved economic and environmental benefits will make it more practical for consumers to purchase electric vehicles. As of August 2014, a total of 11,712 battery electric vehicles (171 EVs and 11,541 hybrid EVs) were registered in Nebraska. Following national-level trends, this number is expected to grow in Nebraska; the market share of electrified vehicle sales is expected to reach eight percent nationwide by 2020. Nationwide, 123,049 EVs were sold in 2014, accounting for four percent of the market share. The proposed project will build on the current work of the Nebraska Community Energy Alliance (NCEA), which formed in 2014 in order to execute a Nebraska Environmental Trust (NET) grant. This $403,000 grant has demonstrated the economic and air quality benefits of EVs, and to a smaller extent, compressed natural gas (CNG) vehicles through the provision of municipal EVs and CNGs and Level 2 EVSE stations in the nine Nebraska communities that originally formed the alliance: South Sioux City, Wayne, Bellevue, Nebraska City, Seward, Holdrege, Lexington, Gothenburg, and Central City. While our research team has developed an understanding of the properties and benefits involved in Level 2 EVSE charging, we now need to investigate the elements that make DC fast charging economically and environmentally beneficial and determine the best locations for these systems. Level 2 charging is a decidedly different experience for the EV owner than DC fast charging that takes a fraction of the time. Of available electronic charging technology, DC fast charging most closely approximates the gasoline refueling experience and Nebraskans buying EVs will increasingly expect public access to a refueling infrastructure that can deliver any of the charging technologies on the market. We presently have 29 Level 2 chargers in Nebraska with plans for more, but there are currently no DC fast chargers. In order for Nebraskans to realize the full benefit of EVs, the refueling infrastructure for EVs must be as robust and ubiquitous as that in existence for gasoline-powered vehicles. KW - Battery chargers KW - Direct current KW - Electric vehicle charging KW - Electric vehicles KW - Environmental impacts KW - Infrastructure KW - Nebraska UR - https://trid.trb.org/view/1410892 ER - TY - ABST AN - 01601817 TI - Detection of Multiple Flaws in Concrete Bridge Decks using Ultrasonic Wave Propagation AB - A current Nebraska Department of Roads (NDOR) project (M029) has successfully illustrated the ability of Ultrasonic Wave Propagation (UWP) to identify the onset of debonding between rebars and concrete such as it may occur as a result of corrosion effects. The principal investigators were able to detect significant changes in the attenuation measurements due to cracks smaller than 0.008 inch by monitoring the leaked energy of a guided wave travelling through the rebar, and demonstrated promise to identify its location along the embedded rebar. In the current study, the transmitting and receiving ultrasonic transducers are located on the rebar and in the concrete, respectively. This arrangement should theoretically allow for the assessment of the conditions of both materials (steel and concrete), as well as the bond between them, which would all influence the ultrasonic waves propagating from the transmitter to receivers differently. The benefit of this method as a monitoring tool is that, with earlier detection of problems, it is possible to employ lower cost maintenance options and extend the service life of bridge decks. The current study also demonstrated that there is a correlation between delamination widths and the amplitude (and velocity) of leaked energy, which is promising to develop this method into a diagnostic technique, in addition to being a powerful monitoring technique. KW - Bridge decks KW - Concrete bridges KW - Corrosion KW - Debonding KW - Defects KW - Service life KW - Ultrasonic waves KW - Waves UR - https://trid.trb.org/view/1410873 ER - TY - ABST AN - 01601816 TI - Condition Assessment of Bridge Decks with Asphalt Overlay AB - Asphalt overlay is a common practice for concrete bridge deck rehabilitation. However, asphalt overlays inhibit visual inspection of concrete bridge deck and limit application of many traditional nondestructive testing (NDT) methods, including the popular chain-drag and sounding techniques. Undetected deck delamination and deterioration may eventually result in significant rehabilitation or replacement costs. Although significant effort has been done in NDT research for bridges in past decades, there is limited progress in NDT applications to asphalt overlaid bridge decks. Ground Penetrating Radar (GPR) is currently the only NDT method that can be used to evaluate a concrete bridge deck with asphalt overlays (American Society for Testing and Materials [ASTM] 2015). GPR can penetrate though the asphalt layer and uses the amplitude of GPR reflection signals from reinforcement bars or the bottom surface of the deck to indicate concrete deterioration. The GPR amplitude maps are usually used as a tool to classify the maintenance action level required on a bridge and to determine the sections of the bridge deck requiring repair. However, the accuracy of this method is affected by rebar depth, rebar diameter, and moisture condition within both the concrete deck and asphalt overlay. It has also been reported that GPR may provide a false indication of damaged concrete. Recent studies have concluded that GPR alone cannot provide sufficient information to determine the type and range of deteriorations in bridge decks. Interpretation of the GPR amplitude maps (contour plots) depends on the spatial changes within the data. The level of bridge deck deterioration is significantly influenced by the selected threshold value. However these values are usually selected based on experience, without a validation using the ground truth. When the condition of the bridge deck is uniform, i.e. fully sound, or fully deteriorated, the lack of contrast in the data creates another challenge in data interpretation. Therefore, ground truth and/or supplementary data from other NDT methods are needed to evaluate the accuracy of GPR results. KW - Bridge decks KW - Concrete bridges KW - Condition surveys KW - Deterioration KW - Ground penetrating radar KW - Nondestructive tests KW - Overlays (Pavements) UR - https://trid.trb.org/view/1410872 ER - TY - ABST AN - 01601815 TI - Standard Design for Nebraska County Bridges AB - Many of the Nebraska county bridges are in need of replacement due to structural deficiency or functional obsolescence. Most of the bridges needing replacement are in the 30 to 60 ft range. This span range appears to be lacking a standard design that fits Nebraska county practices in terms of speed and simplicity of construction. The current systems being used are (a) Precast 1 by 2 ft planks which can span up to 30 ft, (b) Cast-in-place slab bridges which can span up to 50 ft but require extensive field forming, concrete placing and curing, and are best when constructed in three-span units, and (c) Inverted tees which can span 40 to 80 ft, but require cast-in-place decks. It is proposed to expand the precast plank units to cover spans to 60 ft. Both conventionally reinforced and post-tensioned precast units will be investigated. Criteria for the system will be developed through meetings with Nebraska Department of Roads (NDOR) and several counties. After the cross section shape is finalized, full-scale two-girder units will be constructed and tested to examine the structural behavior and production efficiency. An important companion to this effort will be the development of an economical mixture design that meets the requirements of early concrete strength for prestress release (if prestress is used), mechanical properties requirements, and durability. Local aggregates and cements will be used in optimizing the concrete mixture design. In the option when the beam is conventionally reinforced, effort will be made to use a mix very similar to the deck mix currently used for NDOR projects. KW - Bridge decks KW - Bridge design KW - Cast in place structures KW - Durability KW - Long span bridges KW - Mechanical properties KW - Nebraska KW - Precast concrete UR - https://trid.trb.org/view/1410858 ER - TY - ABST AN - 01601784 TI - Piezocone Penetration Testing Device AB - The piezocone penetration testing device is known as one of the two more reliable geotechnical testing devices (Lunne et al. 1997), and Nebraska Department of Roads (NDOR) has one portable unit which is actively deployed on their existing drill rigs. The built-in piezometer in the piezocone measures the pore pressure response during penetration and used to profile soil layering systems. For saturated soils, this piezometer is also used to conduct dissipation tests in order to obtain hydraulic conductivity or coefficient of consolidation of soils. This dissipation test usually takes four to eight hours, which considerably lowers the testing efficiency (speed) of this device. (Usually it takes one to two hours for one Piezocone test without the dissipation test while it takes one whole day with the dissipation test.) Recently a technique was developed by Song and Pulijala (2010) to estimate the hydraulic conductivity or coefficient of consolidation without resorting to the dissipation tests. Song and Pulijala’s (2010) method is essentially an advanced analytical technique that does not need any mechanical modification of the existing piezocone system. Infusing Song and Pulijala (2008) to the current piezocone system of NDOR will provide real-time estimation of hydraulic conductivity information. Once this technique is infused into the current NDOR’s piezocone system, the efficiency of the piezocone penetration testing device will be significantly improved with no or very little additional cost. KW - Hydraulics KW - Nebraska KW - Piezocones KW - Pore pressure KW - Real time information KW - Saturated soils KW - Soil consolidation test KW - Testing equipment UR - https://trid.trb.org/view/1410852 ER - TY - ABST AN - 01601783 TI - Performance Evaluation of Inverted Tee (IT) Bridge System AB - In the state of Nebraska, the inverted tee (IT) girder system accounts for over 100 bridges. The IT girder system is an efficient construction technique for short to medium spans (up to approximately 80 feet), and was originally developed by University of Nebraska-Lincoln (UNL) and Nebraska Department of Roads (NDOR) engineers in 1996 (Kamel and Tadros, 1996; Jaber, 2013). Advantages of the IT girder system compared to traditional cast-in-place (CIP) slab systems include: 1) reduced costs and ease of construction due to its reduced weight; 2) shorter construction times (and roadway downtime) as no temporary formwork is required; 3) increased span-to-depth ratio; and, 4) increased structural capacity on a superstructure rehabilitation project when the depth is constrained. As a result, IT girder bridges have been successfully utilized in bridge designs throughout the state for both the state highway and local (county) systems. Current design practices aim to establish an efficient and quick construction of IT bridges. The selection of IT girder heights varies from 13.3 to 36.9 inches (IT 300 to 900), however there currently are no IT 900 girders in place within Nebraska. Current design specifies a maximum of 22 - 0.5 inch prestressing strands per girder. Before the concrete is placed, stay-in-place forms are utilized consisting of ¾ inch plywood sheets for a maximum girder spacing of 37 inches for construction ease. The cast-in-place deck is often 6 inches thick with a single layer of reinforcement. This reinforcement is typically specified as No. 5 bars spaced at 6 and 10 inches for the transverse and longitudinal directions, respectively. The castin-place deck is then completed using concrete with 28-day compressive strength of 4 ksi. Deck thickness shall be 8 inches with two layers of reinforcement on interstate bridges or when 42 inch NU rail is used. Despite its efficient construction, the flexibility of the IT girder system prior to deck placement (particularly for smaller sections) has caused some challenges during construction. Also, the use of single layer of reinforcement in a 6 inch thick deck may result in increased cracking as bridge ages especially in the transverse direction over the piers when the system is made continuous for live-load (Ambare and Peterman, 2006; Larson et al., 2013). Also, the effects of girder section, span, spacing, deck thickness, and skew angle on the distribution of live load are not fully understood. While IT girder systems have become widespread in Nebraska, little knowledge exists regarding their degradation and performance due to the relatively young age of these bridges. Therefore, a field assessment of existing IT system bridges is warranted to assess the current health of these structures and make recommendations for maintenance and future designs. For example, an updated design recommendation in Kansas incorporated post-tensioned strands to increase the systems durability (cracking) and span-to-depth ratio (further shape refinement) to combat some of the aforementioned issues (Nayal et al., 2007). Herein, the purpose of this proposed study is to assess the performance of this relatively young system to determine its structural performance, constructability, durability, and economy compared to other systems, such as slab and NU-girder bridges. This assessment will also recommend whether further enhancements are needed to improve the IT system performance. To accomplish these tasks, the current condition and cost data of all IT bridges will be collected and a detailed visual inspection of a large pool of IT bridges across the state of Nebraska will be conducted. Several interviews will be conducted with bridge producers from Precast Concrete Association of Nebraska (PCAN) and bridge contractors from Associated General Contractors (AGC) to understand their experience with IT production, as well as to collect their feedback on construction. Analytical investigations will be also conducted on select IT designs to further understand the effects of certain variables, such as: deflection under construction loads, live load distribution, loading of exterior girders, and re-decking of IT bridges. KW - Bridge construction KW - Bridge decks KW - Cast in place structures KW - Durability KW - Evaluation and assessment KW - Girder bridges KW - Nebraska KW - Structural health monitoring UR - https://trid.trb.org/view/1410851 ER - TY - ABST AN - 01601782 TI - Nebraska Specific Slope Design Manual AB - Nebraska experiences a good number of landslides, and many of these landslides are concentrated on road side slopes (Eversoll, 2013). These road side slides are concentrated particularly on East and North East Nebraska (Eversoll, 2013). These landslides cause safety issues to traffics and substantial extra burden to maintenance division. Since the same design standard has been used but the landslides are concentrated in certain areas, there must be localized reason(s) why. Based on geological observation of Eversoll (2013) and Lindemann (2015), East Nebraska has thick deposits of glacial tills overlain by either Peoria Loess or Loveland Loess, and North East Nebraska has shales and loess. Additionally, a substantial amount of precipitation is concentrated on East Nebraska along the Missouri River. Therefore a proper consideration of geological/geotechnical conditions will lead to a more reliable slope design and retrofitting techniques. KW - Design KW - Highway safety KW - Landslides KW - Loess KW - Nebraska KW - Precipitation (Meteorology) KW - Slope stability UR - https://trid.trb.org/view/1410850 ER - TY - ABST AN - 01601713 TI - Overheight Impact Avoidance and Incident Detection System AB - This project will investigate and pilot a smart detection and alert system(s) set up well in advance of a construction site or known low vertical clearance site to identify and alert over height vehicles to take appropriate action before reaching bridges or tunnels with low portions or construction containment and work platforms with reduced vertical clearance. The goal is to eliminate or at least minimize the occurrence of accidents and incidents caused by over height vehicles in the state of Louisiana. KW - Bridges KW - Construction KW - Height KW - Incident detection KW - Louisiana KW - Smart structures KW - Work zones UR - https://trid.trb.org/view/1410806 ER - TY - ABST AN - 01601681 TI - Offset Right-Turn Lanes on State Highway Systems AB - Many state transportation agencies including the Nebraska Department of Roads (NDOR) provide right-turn lanes (i.e., traditional right-turn lanes) or offset right-turn lanes (ORTL) at two-way stop-controlled intersections for smoother traffic flow and improved safety. In some instances existing roadway shoulders are improvised into right-turn lanes by re-striping the pavement. The safety and economic benefits of these improvements are not well-known. In many reconstruction projects NDOR staff is faced with the question of whether a traditional right-turn lane or ORTL should be provided at a two-way stop-controlled intersection. The situation is further complicated at locations where existing roadway shoulders have been re-striped into right-turn lanes – should this improvised right-turn lane be removed to restore the highway to its original design, replaced with a traditional right-turn lane, or reconstructed with an ORTL? NDOR’s guidance is that new right-turn lanes in high speed rural areas should be ORTL. This guidance is a “should” condition with approval not to offset the lane only recommended by the Traffic Engineer and approval from the Roadway Design Engineer. Existing right-turn lanes are also reviewed on a case by case basis to determine if they should be offset, remain in place as is, removed, or modified with a project. Items reviewed in the decision making consist of existing and project traffic volumes, past crash history and Highway Safety Manual (HSM) prediction methods, and past communication or history of the location. There is a need to research the issue of right-turn lanes on high speed Nebraska state highways to provide comprehensive guidance on dealing with the issue. Since the issue is more critical on two-lane highways therefore, they will have priority over expressways in this research. KW - Decision making KW - Economic benefits KW - High speed vehicles KW - Highway Safety Manual KW - Nebraska KW - Offset intersections KW - Right turn lanes KW - Safety KW - Traffic control KW - Traffic volume UR - https://trid.trb.org/view/1410528 ER - TY - ABST AN - 01601680 TI - Evaluation of Opportunities and Challenges for using INRIX Data for Real-Time Performance Monitoring and Historical Trend Assessment AB - State Department of Transportation (DOTs) and various transportation agencies rely on fixed, infrastructure – mounted sensors for gathering relatively accurate traffic information such as lane by lane traffic speed, volume, occupancy and vehicle classification on major freeways, highways and arterials. The cost of deploying and maintaining these sensors is however very high compared to alternatives provided by most non-traditional data streaming sources. Also, infrastructure mounted sensors do not easily scale geographically; to determine the traffic situation in an area, a large number of sensors must be installed. As a result most Traffic Management Centers optimize the placement of sensors by deploying them on major freeways and urbanized areas. This leaves little to no coverage on minor roadways and rural segments. There is a growing desire among transportation organizations and state DOTs to consider augmenting traffic data collection with probe-based services, such as INRIX, for expanded coverage under constrained budgets. The nature of traffic data collection with probes is however dramatically different from traditional data collection techniques. For example, traffic data streams from infrastructure mounted sensors are typically averaged per lane and at a single location (time mean speed). Cell phone or vehicle probe data on the other hand, averages speed of vehicles not by lanes or at a single point but rather over a specific road segment (space mean speed). Also at present, the new data stream does not provide volume and occupancy data which are important variables for traffic incident management and planning. These differences and many more affects how the new technology is applied and used to solve current traffic related problems such as incident management and roadway performance assessment. The purpose of this study is to help Nebraska Department of Roads (NDOR) take full advantage of its probe data streaming resources to support various traffic operations activities such as incident management, performance assessment, transportation planning, traveler information, etc. in spite of its limitations. The study will develop a framework for evaluating the reliability and accuracy of the data stream with respect to its usage for measurement of traffic operational activities. KW - Incident management KW - Infrastructure KW - INRIX KW - Performance measurement KW - Real time information KW - Traffic data KW - Transportation planning KW - Traveler information and communication systems UR - https://trid.trb.org/view/1410527 ER - TY - ABST AN - 01601679 TI - Establishment of Wildflower Islands to Enhance Roadsides for Pollinators Health and Aesthetics AB - Recently, a Presidential Memorandum was released and highlights an overarching strategy goal to restore and enhance pollinator habitat acreage through federal actions and public/private partnerships. Seeded grasslands with a high density of wildflowers on roadsides have excellent potential for providing songbird and pollinator habitat. Wildflowers are particularly critical in providing habitat for grassland songbirds and pollinators (e.g., bees and butterflies), both of which have experienced massive declines in numbers over the last decade or more. Wildflowers are particularly important to pollinators in spring and early summer, before other food sources are available. Effective habitat restoration must be appropriate for the desired pollinator species, affordable to establish in the short term, and self-sustaining in the long-term (Black et al. 2011). Because roadsides offer continuous swaths of vegetation, testing establishment of wildflower refuges or 2 islands in this context holds great opportunity for providing pollinator habitat. This research will evaluate whether establishment of wildflower islands on roadsides will provide better stands of wildflowers, more plant diversity, improved bee health, and greater abundance and diversity of native bee pollinators compared to roadsides where wildflowers are seeded conventionally with grasses across the entire area. The problem with the latter or conventional approach to seeding is that wildflowers may become established, but don’t persist in extensively managed roadsides and it is expensive for Nebraska Department of Roads (NDOR) to seed wildflowers across entire roadsides. Establishment and management of wildflowers in islands/refuges will reduce seed costs and is hypothesized to provide better establishment and persistence of wildflower populations. KW - Habitat (Ecology) KW - Islands KW - Nebraska KW - Public private partnerships KW - Roadside flora KW - Strategic planning KW - Vegetation control KW - Wildflowers UR - https://trid.trb.org/view/1410524 ER - TY - ABST AN - 01601676 TI - Phase I: Developing the NDOR Winter Severity Index to Improve Safety and Mobility AB - Although the annual direct cost of winter highway maintenance in the United States is approximately $2.3 billion (Shi, 2009), quantitatively evaluating the quality of such maintenance remains challenging. Previous studies that have measured the impact of winter weather on safety and mobility have found that in winter weather—compared to normal weather—crash rates increase by 84% and mobility losses result in a decreased average speed of as much as 24 mph, depending on storm severity and road type. Nonetheless, the success of winter maintenance activities is typically measured subjectively in many states, including Nebraska. Development of a quantitative evaluation index method requires consideration of weather conditions, the scope of the road system, the maintenance efforts undertaken for a given storm, the resulting road conditions, and the interactions among these factors. The main challenge in implementing such a method is that weather is inherently uncontrollable, and its variability complicates assessments of the relative efficiency and effectiveness of different road-maintenance activities (i.e., meeting levels of service standards, salt reduction, and budget targets). Therefore, in pursuit of a quantitative metric for evaluating highway weatherization, a vital first step is to assess the severity of individual storms through a winter index. Nebraska does not currently have a winter index to accurately measure its winter maintenance operations’ performance. Several studies have been conducted in other states to develop such winter-severity and performance indices. These studies have indicated that snow events and poor visibility contribute to reduced speeds and increased speed variability (Brown and Baass, 1997; Liang et al., 1998). For this reason, many agencies incorporate speed and volume indices as stand-ins for mobility in their performance-measurement process. Concurrently, to determine an agency’s level of performance in mitigating the impact of a winter storm on highway mobility, the storm’s severity must be quantified to normalize performance based on the severity of the storm. This winter severity index can be used to measure the degree of difficulty storms create in maintaining the targeted mobility. Before Nebraska can invest in a performance metric for winter maintenance, the state must develop an accurate winter index. To increase the efficiency of this research, the proposed work will analyze the winter indexing procedures of other states. Brief summaries of other states’ studies are provided below. By building this proposed work on the methodologies of previous studies, this research will hone the procedures to enhance efficiency and efficacy. One should note that this is a preliminary list and a more comprehensive literature review will be completed as part of this project. KW - Crash rates KW - Level of service KW - Maintenance practices KW - Mobility KW - Nebraska KW - Snow removal KW - Traffic safety KW - Visibility KW - Weather conditions KW - Winter maintenance UR - https://trid.trb.org/view/1410521 ER - TY - ABST AN - 01601260 TI - Pavement Service Life Extension Due to Asphalt Surface Treatment Interlayer AB - The main objectives of this study are to evaluate the Louisiana Department of Transportation and Development (LADOTD’s) current Asphalt Surface Treatment (AST) interlayer practice over soil-cemented base courses; determine the effectiveness of the AST interlayer practice in terms of its costs and benefits; develop statistical performance prediction models for each distress type of flexible pavement with and without AST interlayer over; and to develop guidelines/policies for the use of AST interlayers over soil-cement base. KW - Base course (Pavements) KW - Flexible pavements KW - Pavement layers KW - Service life KW - Soil cement KW - Surface treating UR - https://trid.trb.org/view/1409728 ER - TY - RPRT AN - 01624406 AU - Federal Highway Administration TI - Road Diet Policies PY - 2016/07 SP - 8p AB - Road Diets reallocate travel lanes and utilize the space for other uses and travel modes. The most common type of Road Diet reduces the number of through lanes from four to two and adds a center two-way left-turn lane (TWLTL). This document describes the benefits of Road Diets and highlights real-world examples of agencies including Road Diets within new or revised transportation policies and guidance. KW - Benefits KW - Highway design KW - Road diets KW - State departments of transportation KW - State of the practice KW - Traffic lanes KW - Transportation policy UR - http://safety.fhwa.dot.gov/road_diets/resources/fhwasa16072/fhwasa16072.pdf UR - https://trid.trb.org/view/1442746 ER - TY - RPRT AN - 01622668 AU - Wilson, Cameron AU - Todd, Nathan AU - Barrett, Timothy J AU - Coyle, Alex AU - Spragg, Robert AU - Montoya, Miguel A AU - Haddock, John E AU - Weiss, W Jason AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - A Mobile Concrete Laboratory to Support Quality Concrete, Technology Transfer, and Training SN - 9781622604326 PY - 2016/07//Final Report SP - 31p AB - This report is a summary of work performed by the Mobile Infrastructure Materials Testing Laboratory (MIMTL) as a part of the Joint Transportation Research Program (JTRP) through SPR-3858. The development of the MIMTL began in February of 2014 and it became fully operational by June of 2014. The MIMTL was deployed in the field for a total of 46 days. This report describes the activities of the MIMTL as of December 2015. The MIMTL was involved in the field testing of concrete bridges, concrete pavements, and asphalt pavements. This report describes the development of the mobile testing laboratory and provides some examples of how the MIMTL was used. The main highlights of the MIMTL’s implementation are as follows: (1) The MIMTL’s high mobility and extensive inventory of research equipment allowed graduate students and researchers to conduct field studies on a wide range of infrastructure materials to accomplish the research objectives of their specific projects. More extensive details of the background, objectives, methods, findings, results and implementation from those projects can be found in the respective reports for those projects; (2) The MIMTL supported a culture of safety that allowed students to work safely on jobsites in the State of Indiana ranging from roadside interstates, rural country roads, to ready-mix batching plants, often around heavy equipment, traffic, and in close quarters. During the operation of the MTIML described in this report, there were zero workplace accidents, and zero near misses reported; (3) The MIMTL assisted in technology transfer between the infrastructure materials experts at Purdue University and contractors and suppliers in the State of Indiana. A wide range of new technologies evaluating infrastructure materials were utilized on a variety of projects. On each of these projects, MIMTL researchers educated industry personnel (contractors and suppliers), agency personnel (Indiana Department of Transportation (INDOT) and local agencies), and consultants within the state. The MIMTL attended demonstrations with INDOT district and central office personnel to further highlight capabilities as well as the emerging technologies; (4) The MIMTL was established a joint investment with partners in industry, local agencies, and INDOT. Operated by the Joint Transportation Research Program and the Local Technical Assistance Program as pay-per-use model, means this sustainable venture will offer services to researchers, industry, or agency entities that can cover the pay-per-use costs. KW - Concrete KW - Field tests KW - Implementation KW - Indiana KW - Laboratories KW - Materials tests KW - Technology transfer KW - Test procedures UR - http://dx.doi.org/10.5703/1288284316341 UR - https://trid.trb.org/view/1442079 ER - TY - RPRT AN - 01616104 AU - Savolainen, Peter T AU - Gates, Timothy AU - Lord, Dominique AU - Geedipally, Srinivas AU - Rista, Emira AU - Barrette, Timothy AU - Thompson, Patricia AU - Thompson, Iftin AU - Michigan State University, East Lansing AU - Michigan Department of Transportation AU - Iowa State University, Ames AU - Federal Highway Administration TI - Michigan Urban Trunkline Segments Safety Performance Functions (SPFs) Development and Support PY - 2016/07//Draft Final Report SP - 172p AB - This study involves the development of safety performance functions (SPFs) for urban and suburban trunkline segments in the state of Michigan. Extensive databases were developed through the integration of traffic crash information, traffic volumes, and roadway geometry information. After these data were assembled, an exploratory analysis of the data was conducted to identify general crash trends. This included an assessment of the base models provided in the Highway Safety Manual (HSM), as well as a calibration exercise, which demonstrated significant variability in terms of the goodness-of-fit of the HSM models across various site types. Michigan-specific SPFs were estimated, including simple statewide models that consider only annual average daily traffic (AADT), as well as regionalized models which take into account regional differences in traffic patterns and roadway geometry. More detailed models were also developed, which considered additional geometric factors such as lane width, right and left shoulder widths, median width, driveway density, on-street parking driveway density by land use, school count, posted speed limit, and intersection and crossover density. Crash modification factors (CMFs) were also estimated, which can be used to adjust the SPFs to account for differences related to these factors. Separate SPFs were estimated for two-way arterials and one-way arterials. Additionally, severity distribution functions (SDFs) were estimated, which can be used to predict the proportion of injury crashes experienced. The SDFs may include various geometric, operation, and traffic variables that will allow the estimated proportion to be specific to an individual segment. Ultimately, the results of this study provide the Michigan Department of Transportation (MDOT) with a number of methodological tools that will allow for proactive safety planning activities, including network screening and identification of high-risk sites. These tools have been calibrated such that they can be applied at either the statewide level or within any of MDOT’s seven geographic regions, providing additional flexibility to accommodate unique differences across the state. The report also documents procedures for maintaining and calibrating these SPFs over time, allowing for a consideration of general trends that are not directly reflected by the predictor variables. KW - Arterial highways KW - Crash data KW - Crash modification factors KW - Crash severity KW - High risk locations KW - Michigan KW - Michigan Department of Transportation KW - Safety performance functions KW - Trend (Statistics) UR - http://www.michigan.gov/documents/mdot/SPR-1639_539388_7.pdf UR - https://trid.trb.org/view/1427978 ER - TY - RPRT AN - 01613853 AU - Macfarlane, Kate AU - Regan, Terry AU - Volpe National Transportation Systems Center AU - Federal Transit Administration AU - Federal Highway Administration TI - Transit-Oriented Development in Southern Nevada: A TPCB Peer Exchange PY - 2016/07//Final Report SP - 33p AB - This report highlights key recommendations and noteworthy practices identified at “Transit-Oriented Development in Southern Nevada” Peer Exchange held on December 2-3, 2015 in Las Vegas, Nevada. 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). The peer exchange was hosted by the Regional Transportation Commission of Southern Nevada. Peer agencies included Metro Transit of the Twin Cities, Nashville Area Metropolitan Planning Organization, and Utah Transit Authority. Topics included land use planning, implementation, modes and level of service, housing choice, and financial planning. KW - Implementation KW - Land use planning KW - Level of service KW - Metro Transit (Minnesota) KW - Nashville Area Metropolitan Planning Organization KW - Nevada KW - Peer exchange KW - Regional Transportation Commission of Southern Nevada KW - Stakeholders KW - Transit oriented development KW - Transportation planning KW - Utah Transit Authority UR - http://ntl.bts.gov/lib/59000/59800/59880/DOT-VNTSC-FHWA-16-21.pdf UR - https://trid.trb.org/view/1424916 ER - TY - RPRT AN - 01613772 AU - Gibson, Luke AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - Evaluating the Use of High Speed Laser Line Sensors for Improved Rideability Measurement PY - 2016/07//Final Report SP - 174p AB - This research project compared rideability readings and repeatability for both point laser and line laser systems on the high-speed profiler. Both systems were Dynatest 5051 Mark III Road Surface Profilers, one equipped with single point lasers and the other with GoCator wide footprint lasers. Each system collected data for pavement surface textures South Carolina Department of Transportation (SCDOT) requires rideability measurements for contractor pay. Data was collected simultaneously in order to help eliminate factors including start/stop points, different times of day, as well as temperature differences. The SCDOT predicted that there would be significant differences between the two lasers on textured pavements and not as much, if any, on dense graded surfaces. Based on the findings from this research, the SCDOT will update rideability specifications to reflect the use of line lasers for acceptance on construction projects. Statistical analysis was performed on the gathered data. The SCDOT’s findings supported the anticipated outcome and proved that line lasers give a lower International Roughness Index (IRI) measurement for the textured surfaces and similar measurements for dense graded surfaces. The SCDOT’s rideability specifications have been updated as a result of this research to reflect the new target values. KW - Data collection KW - Evaluation KW - International Roughness Index KW - Lasers KW - Ride quality KW - Roughness KW - South Carolina KW - Statistical analysis KW - Surface course (Pavements) KW - Texture UR - http://www.scdot.scltap.org/wp-content/uploads/2016/09/SPR-704-FINAL-REPORT.pdf UR - https://trid.trb.org/view/1425486 ER - TY - RPRT AN - 01610902 AU - Neudorff, L AU - Jenior, P AU - Dowling, R AU - Nevers, B AU - CH2M HILL AU - Kittelson & Associates Incorporated AU - Federal Highway Administration TI - Use of Narrow Lanes and Narrow Shoulders on Freeways: A Primer on Experiences, Current Practice, and Implementation Considerations PY - 2016/07 SP - 60p AB - Congested freeways are often located in urban areas with constrained environments and/or rights-of-way where significant widening of the roadway is not practical due to adjacent developments and land use, physical constraints, along with limited availability of funding. Among the strategies for increasing freeway capacity in such constrained environments – and thereby reducing congestion and improving operations – is to add a travel lane within the existing roadway footprint by reducing the widths of the existing lanes and/or shoulders. The additional lane may be utilized by all traffic at all times, as a special use or managed lane that is open only to specific types of vehicles or movements (e.g., High Occupancy Toll (HOT) lane, exit only lane), or only during selected times of the day and/or when congestion warrants opening the lane (e.g., temporary shoulder use). Narrow lanes and shoulders may be applied to add capacity on the freeway mainline and in interchange areas including ramps. This primer provides information to policy makers, transportation agency managers, designers and operators on the use of narrow lanes and narrow shoulders to improve capacity within an existing roadway footprint. Much of the information contained in the primer is presented in the broader context of both Performance Based Planning and Programming (PBPP) and Performance – Based Practical Design (PBPD). Primer contents include case studies on the use of narrow lanes, issues and approaches for analyzing the operational and safety impacts of narrow lanes and narrow shoulders, and the role of transportation systems management and operations (TSMO) in support of narrow lanes operations. KW - Case studies KW - Freeways KW - Highway capacity KW - Highway operations KW - Highway safety KW - Implementation KW - Road shoulders KW - State of the practice KW - Traffic lanes KW - Transportation system management KW - Urban areas KW - Width UR - http://www.ops.fhwa.dot.gov/publications/fhwahop16060/fhwahop16060.pdf UR - https://trid.trb.org/view/1422957 ER - TY - RPRT AN - 01610896 AU - Romero, Pedro AU - University of Utah, Salt Lake City AU - Utah Department of Transportation AU - Federal Highway Administration TI - Using the Bending Beam Rheometer for Low Temperature Testing of Asphalt Mixtures PY - 2016/07//Final Report SP - 107p AB - This work showed that the bending beam rheometer (BBR) is a viable test to determine the low temperature performance of asphalt mixtures; it balances the rigor required of any mechanical test and the relation to field performance with the practicality of a procedure that can be easily adopted. The protocols developed parallel existing asphalt binder protocols thus allowing for easy implementation since they are based on robust and commercially available equipment that requires no modification. It was shown that the size of the beams used for this test are a representative volume element. Mixtures with nominal maximum aggregate size of ½” or even larger can be tested without large aggregates introducing any further variability. The size of the beams also allows for multiple specimens obtained from either gyratory compacted samples or field cores; agencies and contractors can test mixtures and compared results as the difference between two labs was determined to be less than 10 percent for the modulus and about 20 percent for the m-value. Finally, based on field performance measurements, it was determined that both creep modulus and m-value are needed to determine the low temperature performance of asphalt pavements. These values can be visually presented in a Black Space diagram. Mixtures with high modulus and low m-values are expected to show poor performance but mixtures with high modulus AND high m-value should have better performance, perhaps allowing for better performing asphalt mixtures at both low and high temperatures. The benefits found from using the BBR to test small beams of asphalt mixtures indicate that this is an ideal test to evaluate the low temperature performance of asphalt mixtures. KW - Asphalt mixtures KW - Field studies KW - Low temperature tests KW - Performance tests KW - Rheometers KW - Test procedures UR - http://www.udot.utah.gov/main/uconowner.gf?n=29815215897055076 UR - https://trid.trb.org/view/1421305 ER - TY - RPRT AN - 01610893 AU - Hanson, Douglas I AU - Jeong, Myung AU - Amec Foster Wheeler AU - Georgia Southern University AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Evaluation of Warm Mix Technologies for Use in Asphalt Rubber – Asphalt Concrete Friction Courses (AR‐ACFC) PY - 2016/07//Final Report SP - 104p AB - The objective of this research project was to determine whether warm mix asphalt (WMA) technologies can be used by the Arizona Department of Transportation (ADOT) for the production of an asphalt rubber‐asphaltic concrete friction course (AR‐ACFC) without detrimental effects on performance of the pavement. The study consisted of a laboratory study and the monitoring of a field construction project. Three ADOT‐approved warm mix additives (Evotherm, Sasobit, and Advera) were investigated. The study showed that when the additives were used at the manufacturer’s suggested target dosage level there was no negative impact on the durability or the moisture susceptibility of the AR‐ACFC as compared to the control (no additive) mix. The field study confirmed that the use of WMA technologies during AR‐ACFC construction is feasible with no adverse effects on paving operations.   KW - Arizona KW - Asphalt concrete KW - Asphalt rubber KW - Durability KW - Friction course KW - Laboratory studies KW - Moisture content KW - Pavement performance KW - Paving KW - Warm mix paving mixtures UR - https://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/SPR631.pdf UR - https://trid.trb.org/view/1422834 ER - TY - RPRT AN - 01610878 AU - Wemple, Elizabeth AU - Wu, Daniel AU - Monsere, Christopher AU - Cambridge Systematics AU - Portland State University AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Data Needs for Tree Removal Crash Modification Factors on Arizona State Highways PY - 2016/07 SP - 62p AB - The Arizona Department of Transportation (ADOT) Roadway Departure Safety Implementation Plan (RDSIP) has identified tree removal as a feasible countermeasure to reduce roadway departure crash frequency or severity. Previous ADOT work has identified locations for tree removal, and activities to conduct this work are underway. To test the safety effectiveness of removing the trees, ADOT intends to conduct statistically rigorous before‐after safety effectiveness analysis to estimate state‐specific crash modification factors (CMFs). This report provides a seven‐step data collection process, identifies and describes data needs, and recommends analytical methods for estimating the CMFs. The data needed for the analysis relate to crash type and severity, roadway characteristics, traffic volume, and tree removal. To complete the analysis, ADOT will compile the data before and after tree removal as outlined in this report and subsequently conduct the statistical analysis. The study team estimates that compiling, organizing, and managing the before‐after period database could be completed over the course of a month before and after tree removal has been completed. The statistical analyses may take approximately two months to conduct. This level of effort is an estimate and does not assume full‐time activity. In addition, the project analysis will not be conducted until three years after the tree removal has been completed at all sites. KW - Arizona Department of Transportation KW - Before and after studies KW - Countermeasures KW - Crash data KW - Crash modification factors KW - Data collection KW - Estimating KW - Highway safety KW - Ran off road crashes KW - State highways KW - Trees UR - https://apps.azdot.gov/ADOTLibrary/publications/project_reports/pdf/SPR721.pdf UR - https://trid.trb.org/view/1422831 ER - TY - RPRT AN - 01610846 AU - McClure, Joseph AU - Hernandez, Bruce AU - McClure Consulting, LLC AU - Behavior Research Center, Incorporated AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Transit in Greater Arizona PY - 2016/07//Final Report SP - 116p AB - This study informed the Arizona Department of Transportation’s future State Transit Plan. The study addressed transit planning and use with emphasis on Greater Arizona, those portions of the state that consist primarily of rural areas or smaller cities. Findings were compiled through a literature review, a household survey on travel preferences and behaviors, an inventory of transportation service providers in the private sector (including some non‐profits) serving Greater Arizona, and other research related to the future State Transit Plan. Survey data and the transportation‐provider database were reported by Greater Arizona subregions. Almost half of household‐survey respondents stated that lack of public transportation was the biggest transportation problem in their local area. Other survey findings suggested that this might be due in part to a lack of awareness of local transportation options. The online survey poll of transportation providers yielded information from a small but diverse set of respondents, approximately half of whom were located outside the major metropolitan regions of Phoenix and Tucson. KW - Arizona KW - Consumer preferences KW - Households KW - Literature reviews KW - Public transit KW - Rural areas KW - Surveys KW - Transportation planning KW - Travel behavior UR - https://apps.azdot.gov/ADOTLibrary/publications/project_reports/pdf/SPR733.pdf UR - https://trid.trb.org/view/1422833 ER - TY - RPRT AN - 01610824 AU - Wemple, Elizabeth AU - Snyder, Dena AU - Ward, David AU - Cambridge Systematics AU - ARCADIS U.S., Incorporated AU - Arizona Department of Transportation AU - Federal Highway Administration TI - A Feasibility Study for Arizona’s Roadway Safety Management Process Using the Highway Safety Manual and SafetyAnalyst PY - 2016/07//Final Report SP - 136p AB - To enable implementation of the American Association of State Highway Transportation (AASHTO) Highway Safety Manual using SafetyAnalyst (an AASHTOWare software product), the Arizona Department of Transportation (ADOT) studied the data assessment and integration requirements. The research identified the data needs for the SafetyAnalyst software, assessed the quality of data available, addressed all “required element” data gaps, and prepared the requirements for data input and post‐processing output for presentation and interpretation. This research provides an overview of critical data needs and system requirements for ADOT’s deployment of SafetyAnalyst, identifies gaps between existing and desired conditions needed for successful software implementation, sets priorities for filling these data gaps, recommends a strategy for integrating the software into standard ADOT practices, and recommends a technology strategy to support a phased implementation.  KW - Arizona Department of Transportation KW - Feasibility analysis KW - Highway safety KW - Highway Safety Manual KW - Implementation KW - Information processing KW - Recommendations KW - SafetyAnalyst (Software) KW - Software UR - https://apps.azdot.gov/ADOTLibrary/publications/project_reports/pdf/SPR693.pdf UR - https://trid.trb.org/view/1422830 ER - TY - RPRT AN - 01610822 AU - Gagnon, Jeffrey W AU - Loberger, Chad D AU - Sprague, Scott C AU - Boe, Susan R AU - Ogren, Kari S AU - Schweinsburg, Raymond E AU - Arizona Game and Fish Department AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Creating Multi‐Use Highway Structures with Retrofitted Fencing to Reduce Collisions with Elk along Interstate 17 PY - 2016/07//Final Report SP - 70p AB - In Arizona, vehicle collisions with elk are costly and can be deadly. Dedicated wildlife crossing structures have proven effective for elk elsewhere in Arizona. Planned highway reconstruction for Interstate 17 (I‐17) included such wildlife crossing structures, but when construction was delayed, an alternative was developed: extending the height of right‐of‐way (ROW) fencing to funnel wildlife underneath existing highway bridges and overpasses. After 5.9 mi of ROW fencing (between mileposts 316.8 and 322.7) was extended to 8 ft high, this study evaluated its effectiveness in guiding elk to cross under two large bridges and the overpass and underpass of two traffic interchanges (TIs). Following the fencing retrofit, researchers documented a 97.5 percent reduction in elk‐vehicle collisions and an 88.9 percent decrease in crashes coded “Animal_Wild_Game” by the Arizona Department of Public Safety (DPS) along the 5.9‐mi segment of I‐17. No increase in collisions was reported within the 1‐mi fence end segments or control areas. The researchers documented 217 percent and 54 percent increases in elk crossing under the Munds Canyon and Woods Canyon bridges, respectively, but no elk use of the modified TIs (Fox Ranch Road and Schnebly Hill Road). Following the retrofit, fence maintenance costs did not increase or exceed those of adjacent sections. Using the Huijser et al. (2009) estimated cost of $17,483 per elk‐vehicle collision, the documented level of collision reduction will recoup retrofitting costs in less than five years. The findings indicate that fencing retrofits can reduce wildlife‐vehicle collisions if given appropriate circumstances, such as adequate size and spacing of existing highway structures. KW - Arizona KW - Before and after studies KW - Costs KW - Evaluation KW - Fences KW - Retrofitting KW - Traffic crashes KW - Wildlife KW - Wildlife crossings UR - https://apps.azdot.gov/ADOTLibrary/publications/project_reports/pdf/SPR689.pdf UR - https://trid.trb.org/view/1422829 ER - TY - RPRT AN - 01610813 AU - Watkins, Kari E AU - Rodgers, Michael AU - Guensler, Randall AU - Xu, Yanzhi (Ann) AU - DiGioia, Jonathon AU - Grossman, Alice AU - Krishnan, Anagha AU - Georgia Institute of Technology, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Bicycle and Pedestrian Safety in the Highway Safety Manual PY - 2016/07//Final Report SP - 178p AB - An accurate understanding of the expected effectiveness of bicycle and pedestrian safety countermeasures is needed to support decisions about how to best allocate limited public resources to increase safety for non-motorized users. However, the kind of data necessary for developing Highway Safety Manual (HSM)–style safety performance functions for bicycle and pedestrian treatments are not currently available. Limited research has been done to date about the impact of bicycle and pedestrian treatments, and most studies are not robust enough to draw broad conclusions. Most agencies surveyed valued safety as a key component of their decision to implement infrastructure, but most did not collect enough exposure and crash data to adequately assess the safety impacts. The two major challenges in using crash records for bicycle safety research are that crashes in general and cyclist crashes specifically are underreported, and pedestrian and bicycle crashes are rare events. Therefore, Georgia Department of Transportation (GDOT) should pursue case-control approaches in the immediate and build toward more robust data collection, including new sources for bicycle and pedestrian crash data, counts for exposure data, and site-specific before-and-after treatment data collection. KW - Bicycle crashes KW - Countermeasures KW - Crash data KW - Data collection KW - Georgia Department of Transportation KW - Highway Safety Manual KW - Literature reviews KW - Pedestrian safety KW - Surveys UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/13-17.pdf UR - https://trid.trb.org/view/1422686 ER - TY - RPRT AN - 01610790 AU - Daniel, Jo Sias AU - Rahbar-Rastegar, Reyhaneh AU - University of New Hampshire, Durham AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - Correlation Between Laboratory and Plant Produced High RAP/RAS Mixtures PY - 2016/07//Final Report SP - 86p AB - Cracking is one of the most prevalent types of distresses in asphalt pavements. There are different cracking index parameters that are determined from tests conducted on binders and mixtures to assess cracking potential. The objective of this study is to compare binder and mixture parameters and evaluate the similarities and differences between the rankings and values obtained. This study includes binder and mixture testing on 14 plant produced mixtures including three different binder grades, three binder sources, three aggregate gradations, and mixtures containing a range of reclaimed asphalt pavement (RAP) and/or recycled asphalt shingles (RAS) contents. Testing included PG grading and 4mm Dynamic Shear Rheometer (DSR) testing on the extracted and recovered binders that were long term aged. Mixture testing included complex modulus, SVECD fatigue, and Disc-Shaped Compact Tension (DCT) testing on short term aged mixtures. Parameters evaluated included high and low PG temperatures, ∆Tcr, Glover-Rowe parameter (binder and mix-based), R value, dynamic modulus, phase angle, number of cycle to failure from SVECD and LVECD analysis, and fracture energy. The results show that generally the binder parameters correlate well with each other but the mixture parameters do not. Good correlation was observed between binder and mixture stiffness-based parameters, but there was generally low correlation observed between binder and mixture cracking parameters for the mixtures evaluated in this study, possibly a result of differences in aging level. Recommended future work includes non-linear statistical analysis, incorporation of field performance, and testing on long term aged mixtures. KW - Aggregate gradation KW - Bituminous binders KW - Cracking KW - Mechanical tests KW - Mix design KW - Reclaimed asphalt pavements KW - Recycled materials KW - Shingles UR - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-15680R.pdf UR - https://trid.trb.org/view/1421304 ER - TY - RPRT AN - 01609742 AU - Gates, Timothy J AU - Savolainen, Peter T AU - Russo, Brendan J AU - Hamzeie, Raha AU - Kay, Jonathan J AU - Frazier, Sterling AU - Finkelman, Jacob AU - Wayne State University AU - Montana Department of Transportation AU - Federal Highway Administration TI - Safety and Operational Impacts of Differential Speed Limits on Two-Lane Rural Highways in Montana PY - 2016/07//Final Report SP - 133p AB - As of July 2016, Montana was the only state to maintain a differential speed limit on two-lane two-way rural highways, utilizing a daytime statutory speed limit of 70 mph for cars and light trucks and 60 mph for trucks exceeding a one-ton payload capacity. Although differential speed limits are common on freeways, the use of differential limits on two-lane roadways presents unique safety and operational issues due to passing limitations and subsequent queuing, and prior research on such issues is scarce. Consequently, research was performed to evaluate the safety and operational impacts associated with the aforementioned differential speed limit on rural two-lane highways in Montana, particularly when compared to a uniform 65 mph speed limit. A series of field studies were performed on two-lane rural highways in Montana, which predominately possessed the 70 mph/60 mph differential speed limit, and in neighboring states where uniform 65 mph speed limits prevailed. The locations with 65 mph speed limits generally displayed less variability in travel speeds, shorter platoon lengths, less high-risk passing behavior, and fewer crashes. Surveys were performed to determine the speed limit policy preferences among motorists and members of the trucking industry in Montana. Although motorist support for the uniform 65 mph speed limit was mixed, the trucking industry strongly supported the uniform 65 mph limit over the current differential limit. Overall, the collective findings support transitioning to a uniform 65 mph speed limit on two-lane rural highways in Montana. Selective implementation of this new speed limit is advised initially, and candidate highways should possess relatively high traffic volumes, relatively high truck percentages, and limited passing opportunities. KW - Consumer preferences KW - Crash rates KW - Evaluation KW - Field studies KW - Highway safety KW - Montana KW - Passenger vehicles KW - Passing KW - Rural highways KW - Surveys KW - Traffic platooning KW - Traffic speed KW - Trucks KW - Two lane highways KW - Variable speed limits UR - http://www.mdt.mt.gov/other/webdata/external/research/docs/research_proj/differential_speed/Final_report_Jul-16.pdf UR - http://ntl.bts.gov/lib/60000/60300/60359/Final_report_Jul-16.pdf UR - https://trid.trb.org/view/1420895 ER - TY - RPRT AN - 01608726 AU - Farzaneh, Mohamadreza AU - Kenney, Megan AU - Prozzi, Jolanda AU - Zhang, Yue AU - Carlson, Todd AU - Li, Yingfeng (Eric) AU - Ramani, Tara AU - Zietsman, Josias AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Maintaining Project Consistency with Transportation Plans throughout the Project Life Cycle with an Emphasis on Maintaining Air Quality Conformity: Technical Report PY - 2016/07//Technical Report SP - 100p AB - Federal and state transportation planning statutory and regulatory laws require transportation projects to be consistent with transportation plans and improvement programs before a federal action can be taken on a project requiring one. Significant delays in project delivery can occur if the federal funding is withheld when projects are found to be inconsistent with transportation plans and improvement programs. This issue is especially critical for projects in nonattainment and maintenance areas because an inconsistent project might trigger a conformity failure or delayed determination for the entire plan and/or program. The researchers found that the main challenges leading to project inconsistencies are insufficient communication over the changes to projects’ design concept and scope, cost, and estimated letting date. The research team developed a Project Consistency Guidebook (PCG), a Supplementary Information Document (SID), and a project consistency checklist. The guidebook explains how project planning and development interact with the regional and project level air quality conformity process, and details procedures and tools that Texas Department of Transportation (TxDOT) and Texas Metropolitan Planning Organizations can use to understand and maintain project level conformity and project consistency with applicable transportation plans and programs. The SID provides an overview of the subjects relevant to project consistency. The project consistency checklist serves as a guide to keep track of the changes to a project. KW - Air quality KW - Conformity KW - Project delivery KW - Project management KW - State of the practice KW - Texas Department of Transportation KW - Transportation planning UR - http://tti.tamu.edu/documents/0-6758-1.pdf UR - https://trid.trb.org/view/1420323 ER - TY - RPRT AN - 01608724 AU - Konrath, Linda Karen AU - McCarthy, Leslie Ann AU - Scott, Sidney AU - Hill International, Incorporated AU - Federal Highway Administration TI - Analysis of Construction Quality Assurance Procedures on Federally Funded Local Public Agency Projects PY - 2016/07 SP - 218p AB - Approximately 20 percent of the Federal-aid highway program is invested in local public agency (LPA) infrastructure projects, which is a significant portion of total Federal funds allocated to highway construction projects in the United States. In response to previous Federal and State reviews that have found significant weaknesses or inconsistencies in construction quality assurance (QA) practices for LPA projects, this report documents current construction QA practices from both State transportation department and LPA perspectives, identifies specific issues or areas of weakness in QA practices, identifies existing successful QA practices, and makes recommendations that can be implemented to generally improve construction QA across the full spectrum of LPA projects and State transportation department programs. Recognizing that there are significant differences in LPA capabilities and project types, the recommendations consider both large and small LPAs, and differences among State transportation department programs. The recommendations applicable to all project types and programs include better communication among project partners through stakeholder meetings, QA training, and statewide LPA guidelines and manuals focusing on construction QA. For larger LPAs with more capabilities, LPA-tailored specifications and standards, LPA certification, and the use a risk-based or tiered system of construction QA based on project purpose and type are recommended. For smaller LPAs with fewer resources, continued State transportation department oversight and independent assurance and the use of qualified consultants for construction QA are recommended. KW - Analysis KW - Best practices KW - Construction projects KW - Federal aid highways KW - Local government agencies KW - Quality assurance KW - Recommendations KW - State departments of transportation UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/15008/15008.pdf UR - https://trid.trb.org/view/1417064 ER - TY - RPRT AN - 01608723 AU - Pike, Adam M AU - Higgins, Laura L AU - Ko, Myunghoon AU - Miles, Jeff AU - Nelson, Alicia A AU - Carlson, Paul J AU - Chrysler, Susan T AU - Park, Eun Sug AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Traffic Control Device Evaluation Program: Simulator Evaluation of Sponsored Changeable Message Signs and In-Situ Evaluation of Rumble Strip Alternatives PY - 2016/07//Technical Report SP - 120p AB - This report describes two research activities. One research study tested the effects of adding commercial logos acknowledging sponsorship to Changeable Message Signs. A driving simulator study was conducted using test signs with travel times and safety message both with and without logos, while complying with the Texas Manuals on Uniform Traffic Control Devices guidance regarding overall message length and phase timing. Measures of performance included eye gaze duration and last look distance as well as driving performance measures of speed limit compliance and lane maintenance. Forty-two drivers in old and young age groups participated in the study. Another research study evaluated various rumble strip alternatives that have been used on various roadways in Texas. In this study, vehicles were instrumented with specialized equipment to measure the sound and vibration of various rumble strip alternatives. The vehicles were driven at various speeds during the testing. The primary measure of effectiveness was the change in vibration and sound from the control condition of driving in the lane. KW - Alternatives analysis KW - Driver performance KW - Driving simulators KW - Evaluation KW - Manual on Uniform Traffic Control Devices KW - Rumble strips KW - Sound level KW - Texas KW - Variable message signs KW - Vibration UR - http://tti.tamu.edu/documents/9-1001-14-2.pdf UR - https://trid.trb.org/view/1420325 ER - TY - RPRT AN - 01608676 AU - Sheikh, Nauman 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 Evaluation of 3-FT Mounting Height Sign Support System PY - 2016/07//Test Report SP - 70p AB - The Texas Department of Transportation (TxDOT) and other transportation agencies continue to research potential countermeasure for mitigating wrong-way crashes. Because many drivers involved in wrong-way crashes are impaired, some highway safety engineers are proponents of using low-mounting height signs to communicate “Wrong Way” or “Do Not Enter” messages to these drivers. The Manual on Uniform Traffic Control Devices (MUTCD) has a provision for the use of a 3-ft sign mounting height. However, as with other sign support systems, any low-mounting height sign support system should meet impact performance criteria prior to its implementation on the national highway system. The purpose of this research was to evaluate the impact performance of a 3-ft × 3-ft aluminum sign panel mounted at a reduced mounting height of 3 ft from the bottom of the panel to grade. The sign panel is supported by a wedge anchor system. To evaluate the impact performance of the sign support system, two crash tests were performed under American Association of State Highway and Transportation Officials’ (AASHTO) Manual for Assessing Safety Hardware (MASH) evaluation criteria. These were MASH Tests 3-60 and 3-61, which consist of a 2425-lb passenger car impacting the sign support system at nominal speeds of 19 mi/h and 62 mi/h, respectively. In both tests, the 3-ft mounting height sign support system performed acceptably and met all relevant MASH evaluation criteria. MASH Test 3-62, which involves a 5000-lb pickup truck impacting the support structure at a speed of 62 mi/h, was not performed. The reduced mounting height of the sign support system eliminates any secondary contact between the sign support system and the windshield of the pickup truck. KW - Automobiles KW - Evaluation KW - Height KW - Highway safety KW - Impact tests KW - Manual on Uniform Traffic Control Devices KW - Sign supports KW - Traffic signs UR - http://tti.tamu.edu/documents/9-1002-15-1.pdf UR - https://trid.trb.org/view/1420319 ER - TY - RPRT AN - 01608675 AU - Keen, David AU - Keen Independent Research LLC AU - Keen Independent Research LLC AU - Montana Department of Transportation AU - Federal Highway Administration TI - 2016 Availability and Disparity Study PY - 2016/07//Final Report SP - 639p AB - The study examined whether there was a level playing field for minority- and women-owned firms in the Montana transportation contracting marketplace and for Montana Department of Transportation (MDT) contracting. This information helps MDT set an overall goal for Disadvantage Business Enterprise (DBE) participation in its contracts that use funds from the Federal Highway Administration (FHWA). Study results also aid MDT as it operates the Federal DBE Program. The U.S. Department of Transportation recommends that agencies such as MDT conduct disparity studies. Keen Independent Research examined the relative availability of minority- and women-owned firms and other firms for MDT contracts to establish benchmarks for comparison with actual minority-owned businesses (MBE) and white-women owned businesses (WBE) utilization for those contracts. The study team also used availability analyses as inputs to analyzing an overall DBE goal for FHWA-funded contracts. KW - Contract administration KW - Disadvantaged business enterprises KW - Minority business enterprises KW - Montana Department of Transportation KW - U.S. Federal Highway Administration KW - Women owned business enterprises UR - http://www.mdt.mt.gov/other/webdata/external/research/docs/research_proj/disparity_2016/final_report.pdf UR - https://trid.trb.org/view/1417686 ER - TY - RPRT AN - 01608670 AU - Flannigan, James Christopher AU - Wang, Youqi AU - Kansas State University, Manhattan AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Acoustic Emission Monitoring on Fiber Reinforced Bridge Panels PY - 2016/07//Final Report SP - 82p AB - Two fiber-reinforced polymer (FRP) bridge deck specimens were analyzed by means of acoustic emission (AE) monitoring during loading cycles performed at various locations on the composite sandwich panels’ surfaces. These panels were subjected to loads that were intended to test their structural response and characteristics without exposing them to a failure scenario. This allowed the sensors to record multiple data sets without fear of having to be placed on multiple panels that could have various characteristics that alter the signals recorded. The objective throughout the analysis was to determine how the acoustic signals respond to the loading cycles and how various events could affect the acoustical data. In the process of performing this examination several steps were taken, including threshold application, data collection, and sensor location analysis. The thresholds are important for lowering the size of the files containing the data, while keeping important information that could determine structurally significant information. Equally important is figuring out where and how the sensors should be placed on the panels in relation to other sensors, panel features, and supporting beams. The data was subjected to analysis involving the response to applied loads, joint effects, and failure analysis. Using previously developed techniques, the information gathered was also analyzed in terms of what type of failure could be occurring within the structure itself. This ability greatly helped during an unplanned failure event and the subsequent analysis to determine what may have led to the occurrence. The basic analyses were separated into four sets, starting with the basic analysis to determine basic correlations to the loads applied. This was followed by joint and sensor location analyses, both of which took place using a two-panel setup. The last set was created upon matrix failure of the panel and the subsequent investigation. KW - Acoustic emission tests KW - Bridge decks KW - Data collection KW - Failure analysis KW - Fiber reinforced polymers KW - Load tests KW - Panels KW - Sensors UR - http://dmsweb.ksdot.org/AppNetProd/docpop/docpop.aspx?clienttype=html&docid=9631643 UR - https://trid.trb.org/view/1417817 ER - TY - RPRT AN - 01608663 AU - Williams, R Christopher AU - Buss, Ashley AU - Mercado, Grace AU - Lee, Hosin "David" AU - Bozorgzad, Ashkan AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Validation of Gyratory Mix Design in Iowa PY - 2016/07//Final Report SP - 105p AB - The design number of gyrations (Ndesign) introduced by the Strategic Highway Research Program (SHRP) and used in the Superior Performing Asphalt Pavement (Superpave) mix design method has been commonly used in flexible pavement design throughout the US since 1996. Ndesign, also known as the compaction effort, is used to simulate field compaction during construction and has been reported to produce air voids that are unable to reach ultimate pavement density within the initial 2 to 3 years post-construction, potentially having an adverse impact on long-term performance. Other state transportation agencies have conducted studies validating the Ndesign for their specific regions, which resulted in modifications of the gyration effort for the various traffic levels. Validating this relationship for Iowa asphalt mix designs will lead to better correlations between mix design target voids, field voids, and performance. A comprehensive analysis of current Ndesign levels investigated the current levels with existing mixes and pavements and developed initial asphalt mix design recommendations that identify an optimum Ndesign through the use of performance data tests. KW - Air voids KW - Asphalt mixtures KW - Compaction KW - Iowa KW - Mix design KW - Pavement performance KW - Recommendations KW - Validation UR - http://lib.dr.iastate.edu/intrans_reports/216 UR - http://publications.iowa.gov/22605/1/IADOT_TR_667_Validation_Gyratory_Mix_Design_Iowa_Final_2016.pdf UR - http://publications.iowa.gov/id/eprint/22605 UR - https://trid.trb.org/view/1419015 ER - TY - RPRT AN - 01608654 AU - Work Zone Safety Consortium AU - American Road and Transportation Builders Association AU - Federal Highway Administration TI - Design and Operation of Work Zone Strategies to Improve Large Truck Safety PY - 2016/07 SP - 25p AB - Work zones can create special challenges for drivers of large vehicles, such as commercial motor vehicles, due to space restrictions. Road work must take place within highway rights-­of­-way and, often, within reduced numbers of lanes. Understanding how work zones can be designed to maintain the efficient movement of large freight transportation vehicles within the restricted right-­of­-way space and to ensure that Department of Transportation (DOT) and public works staff and highway contractors’ employees can safely work within work zones can provide significant benefits for all work zone users. The U.S. Department of Transportation, Federal Highway Administration (FHWA), the Federal Motor Carrier Safety Administration (FMCSA), the National Highway Traffic Safety Administration (NHTSA), the American Trucking Association (ATA), State Departments of Transportation, local and State law enforcement agencies, academic researchers at the Texas A&M Transportation Institute, and others have worked to develop approaches to reduce the numbers of work zone crashes involving large trucks. This document on design and operation of work zones is a product of this ongoing effort. In this document, large trucks include vehicles commonly referred to as commercial motor vehicles, semi­-tractor trailers, 18-­wheelers, or semis as well as single-unit trucks larger than 10,000 lbs gross vehicle weight. This document is organized in the following sections: (1) How Significant Is the Large Truck Safety Issue in Work Zones? (2) Why Are Large Trucks Overrepresented in Work Zone Crashes? (3) Ways to Improve Large Truck Safety in Work Zones: Work zone design practices to better accommodate large trucks; Ways to help truck drivers better negotiate work zones. KW - Oversize loads KW - Truck drivers KW - Trucking safety KW - Trucks KW - Work zone safety KW - Work zone traffic control KW - Work zones UR - https://www.workzonesafety.org/files/documents/training/courses_programs/rsa_program/RSP_Guidance_Documents_Download/RSP_LargeTruckSafety_TechAdviseDoc_Download.pdf UR - https://trid.trb.org/view/1419985 ER - TY - RPRT AN - 01608642 AU - Ceylan, Halil AU - Yang, Shuo AU - Gopalakrishnan, Kasthurirangan AU - Kim, Sunghwan AU - Taylor, Peter AU - Alhasan, Ahmad AU - Iowa State University, Ames AU - National Concrete Pavement Technology Center AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Impact of Curling and Warping on Concrete Pavement PY - 2016/07//Final Report SP - 142p AB - Portland cement concrete (PCC) pavement undergoes repeated environmental load-related deflection resulting from temperature and moisture variations across the pavement depth. This phenomenon, referred to as PCC pavement curling and warping, has been known and studied since the mid-1920s. Slab curvature can be further magnified under repeated traffic loads and may ultimately lead to fatigue failures, including top-down and bottom-up transverse, longitudinal, and corner cracking. It is therefore important to measure the “true” degree of curling and warping in PCC pavements, not only for quality control (QC) and quality assurance (QA) purposes, but also to achieve a better understanding of its relationship to long-term pavement performance. In order to better understand the curling and warping behavior of PCC pavements in Iowa and provide recommendations to mitigate curling and warping deflections, field investigations were performed at six existing sites during the late fall of 2015. These sites included PCC pavements with various ages, slab shapes, mix design aspects, and environmental conditions during construction. A stationary light detection and ranging (LiDAR) device was used to scan the slab surfaces. The degree of curling and warping along the longitudinal, transverse, and diagonal directions was calculated for the selected slabs based on the point clouds acquired using LiDAR. The results and findings are correlated to variations in pavement performance, mix design, pavement design, and construction details at each site. Recommendations regarding how to minimize curling and warping are provided based on a literature review and this field study. Some examples of using point cloud data to build three-dimensional (3D) models of the overall curvature of the slab shape are presented to show the feasibility of using this 3D analysis method for curling and warping analysis. KW - Concrete pavements KW - Curling KW - Field studies KW - Iowa KW - Laser radar KW - Pavement performance KW - Portland cement concrete KW - Quality assurance KW - Quality control KW - Recommendations KW - Warpage UR - http://lib.dr.iastate.edu/cgi/viewcontent.cgi?article=1216&context=intrans_reports UR - http://publications.iowa.gov/22611/1/IADOT_TR_668_Impact_Curling_Warping_Concrete_Pavement_Final_2016.pdf UR - http://publications.iowa.gov/id/eprint/22611 UR - https://trid.trb.org/view/1419013 ER - TY - RPRT AN - 01608628 AU - Williams, William F AU - Bligh, Roger P AU - Menges, Wanda L AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - MASH Test 3-11 of the TxDOT T222 Bridge Rail PY - 2016/07//Test Report SP - 78p AB - The objective of this research was to evaluate the impact performance of the Texas Department of Transportation (TxDOT) Type T222 Bridge Rail according to the Manual for Assessing Safety Hardware (MASH) TL-3. The crash testing was performed in accordance with the requirements of MASH TL-3. This report describes the TxDOT T222 Bridge Rail, documents the performance of the rail system according to MASH TL-3 specifications, and presents recommendations regarding implementation and future work. The TxDOT T222 Bridge Rail contained and redirected the 2270P vehicle. The vehicle did not penetrate, underride, or override the installation. Maximum dynamic deflection during the test was 2.1 inches. No detached elements, fragments, or other debris was present to penetrate or to show potential for penetrating the occupant compartment, or to present hazard to others. Maximum occupant compartment deformation was 4.0 inches in the kick panel area near the right front passenger’s feet. The 2270P vehicle remained upright during and after the collision event. Maximum roll and pitch angles were 7 degrees and 12 degrees, respectively. Occupant risk factors were within the limits specified in MASH. The vehicle exited within the exit box criteria. The TxDOT T222 Bridge Rail performed acceptably for MASH test 3-11. This barrier is recommended for implementation on new construction, retrofit applications, and in temporary applications in construction work zones. KW - AASHTO Manual for Assessing Safety Hardware KW - Bridge railings KW - Deflection KW - Impact tests KW - Recommendations KW - Texas Department of Transportation KW - Vehicle occupants UR - http://tti.tamu.edu/documents/9-1002-12-13.pdf UR - https://trid.trb.org/view/1420320 ER - TY - RPRT AN - 01608627 AU - Williams, William F 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 - MASH TL-3 Crash Testing and Evaluation of the TxDOT T631 Bridge Rail PY - 2016/07//Test Report SP - 168p AB - The Texas Type T631 bridge rail was developed as a low-cost, flexible bridge rail system for Test Level 2 (TL-2) applications. Many of the features used for the system tested at Midwest Roadside Safety Facility (MwRSF) for Test Level 3 (TL-3) were incorporated into the design developed for this project for Manual for Assessing Safety Hardware (MASH) TL-2 application. The Texas Department of Transportation (TxDOT) Type T631 bridge rail was designed, developed, and evaluated under MASH TL-2. The objective of this research was to evaluate the impact performance of the new TxDOT Type T631 bridge rail to MASH TL-3. The TxDOT Type T631 bridge rail was intended to serve as a low-cost replacement for the TxDOT Type T6 bridge rail for MASH TL-2 applications. The crash testing was performed in accordance with the requirements of MASH TL-3. The TxDOT T631 Bridge Rail performed acceptably for MASH TL-3. KW - AASHTO Manual for Assessing Safety Hardware KW - Bridge railings KW - Evaluation KW - Impact tests KW - Texas Department of Transportation UR - http://tti.tamu.edu/documents/9-1002-12-12.pdf UR - https://trid.trb.org/view/1420326 ER - TY - RPRT AN - 01608610 AU - Harvey, John T AU - Meijer, Joep AU - Ozer, Hasan AU - Al-Qadi, Imad L AU - Saboori, Arash AU - Kendall, Alissa AU - Applied Pavement Technology, Incorporated AU - Federal Highway Administration TI - Pavement Life-Cycle Assessment Framework PY - 2016/07//Final Report SP - 246p AB - Awareness of the importance of environmental protection, and the possible impacts associated with the production, use, and retirement of products, has generated considerable interest in the use of assessment methods to better understand and address those impacts. Life-cycle assessment (LCA) is one of the techniques developed for this purpose. LCA is a structured evaluation methodology that quantifies environmental impacts over the full life cycle of a product or system, including impacts that occur throughout the supply chain. LCA provides a comprehensive approach for evaluating the total environmental burden of a product by examining all the inputs and outputs over the life cycle, from raw material production to the end-of-life (EOL). For pavements, this cycle includes the material production, design, construction, use, maintenance and rehabilitation (M&R), and EOL stages. LCA has a commonly accepted standard method (published by the International Organization for Standardization [ISO]), however, specifics within this method vary greatly from one application to another. Additionally, there are no widely accepted standards that focus on pavement-LCA. This pavement LCA framework document is an important first step in the implementation and adoption of LCA principles in the pavement community within the U.S. A framework for performing an LCA specific to pavement systems along with guidance on the overall approach, methodology, system boundaries, and current knowledge gaps are presented in this document. KW - Environmental impacts KW - Life cycle analysis KW - Methodology KW - Pavement design KW - Pavement maintenance KW - Pavements KW - Paving KW - United States UR - http://www.fhwa.dot.gov/pavement/sustainability/hif16014.pdf UR - https://trid.trb.org/view/1420352 ER - TY - RPRT AN - 01608600 AU - ICF International AU - Federal Highway Administration TI - 2013-2015 Climate Resilience Pilot Program: Outcomes, Lessons Learned, and Recommendations PY - 2016/07//Final Report SP - 62p AB - The Federal Highway Administration’s (FHWA)’s Climate Resilience Pilot Program sought to assist state Departments of Transportation (DOTs), Metropolitan Planning Organizations (MPOs), and Federal Land Management Agencies (FLMAs) in enhancing resilience of transportation systems to extreme weather and climate change. From 2013 to 2015, nineteen pilot teams partnered with FHWA to assess transportation vulnerability and evaluate options for improving resilience. This report synthesizes lessons learned, needs identified, and recommended next steps from the pilot program. Illustrative project findings, outcomes, and examples are distributed throughout the report. KW - Climate change KW - Metropolitan planning organizations KW - Pilot studies KW - Recommendations KW - Risk assessment KW - State departments of transportation KW - Transportation planning KW - Weather UR - http://www.fhwa.dot.gov/environment/climate_change/adaptation/resilience_pilots/2013-2015_pilots/final_report/fhwahep16079.pdf UR - https://trid.trb.org/view/1420041 ER - TY - RPRT AN - 01608551 AU - Arrington, Dusty R 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 Evaluation of Temporary Wood Sign Support System for Large Guide Signs PY - 2016/07//Test Report SP - 84p AB - The objective of this research task was to evaluate the impact performance of a temporary wood sign support system for large guide signs. It was desired to use existing Texas Department of Transportation (TxDOT) sign hardware in the design to the extent possible. The full-scale crash testing followed the procedures recommended in the American Association of State Highway and Transportation Officials’ (AASHTO) Manual for Assessing Safety Hardware (MASH). In MASH Test 3-60, the Temporary Wood Sign Support System for Large Guide Signs readily activated by fracturing in various designed locations. The fractured posts did not penetrate or show potential for penetrating the occupant compartment, and did not present hazard to others in the area. The sign panel came to rest on the roof of the vehicle with resulting occupant compartment deformation of 2.5 inches. Occupant risk factors were within the limits specified in MASH. In MASH Test 3-61, the TxDOT Large Temporary Wood Sign Support readily activated by fracturing in various designed locations. The fractured posts did not penetrate or show potential for penetrating the occupant compartment, and did not present hazard to others in the area. No occupant deformation or intrusion occurred. Occupant risk factors were within the preferred limits specified in MASH. The Temporary Wood Sign Support System for Large Guide Signs performed acceptably for MASH Tests 3-60 and 3-61. Accompanying wind load charts and foundation embedment depths were developed and presented for all acceptable temporary wood support sizes deemed crashworthy based on the tests performed under this project and previous research efforts. These design charts and tables can be used to develop standard detail sheets to aid designers in the selection of appropriate support details for a given sign. KW - AASHTO Manual for Assessing Safety Hardware KW - Evaluation KW - Guide signs KW - Impact tests KW - Sign supports KW - Size KW - Vehicle occupants KW - Wood UR - http://tti.tamu.edu/documents/9-1002-15-4.pdf UR - https://trid.trb.org/view/1420321 ER - TY - RPRT AN - 01608526 AU - Abu-Farsakh, Murad Y AU - Haque, Md Nafiul AU - Chen, Qiming AU - Louisiana Transportation Research Center AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Field Instrumentation and Testing to Study Set-up Phenomenon of Piles Driven into Louisiana Clayey Soils PY - 2016/07//Final Report SP - 179p AB - This research study aims to investigate the pile set-up phenomenon for clayey soils and develop empirical models to predict pile set-up resistance at certain time after end of driving (EOD). To fulfill the objective, a total number of twelve prestressed concrete (PSC) test piles were driven in different soil conditions of Louisiana. Detailed laboratory and in-situ soil testing were performed at each test pile location in order to characterize the subsurface soil condition. Dynamic load tests and static load tests were performed at different times after EOD to verify the axial resistances of piles and to quantify the amount of increase in resistance (i.e., set-up) compared to the EOD. The focus of this research was to calculate the resistance of individual soil layers with time along the length of the pile. In order to implement this goal, all the test piles were instrumented with vibrating wire strain gages. The measurements of vibrating wire strain gages were used to measure the distribution of load transfer along the length of the pile during the static load tests. Vibrating wire piezometers and pressure cells were also installed in the pile face in order to calculate the time for dissipation of excess pore water pressure and corresponding increase in effective stress with time. Case Pile Wave Analysis Program (CAPWAP) was performed in all the dynamic load test data and used to calculate the side resistance of individual soil layers along the length of the pile during dynamic load tests. Logarithmic set-up parameter “A” of individual soil layers were calculated using the unit side resistance. The set-up parameter “A” was correlated with different soil properties such as undrained shear strength, plasticity index, coefficient of consolidation, sensitivity and overconsolidation ratio (OCR). Three different levels of empirical models were developed to estimate the magnitude of pile set-up with time. The developed models were used to predict the total resistance of piles in the database at four different time intervals (i.e., 30 days, 45 days, 60 days and 90 days) after EOD. Reliability analyses were performed to calibrate the set-up resistance factor (ϕset-up) for incorporating it into the Load and Resistance Factor Design (LRFD) pile design methodology. Accordingly, a set-up resistance factor (ϕset-up) of 0.35 is recommended. A framework for estimating the duration of pile set-up based on consolidation theory of soils at the pile face was introduced. KW - Clay soils KW - Field tests KW - Instrumentation KW - Load and resistance factor design KW - Load tests KW - Louisiana KW - Pile driving KW - Pile foundations KW - Resistance (Mechanics) KW - Soil mechanics UR - http://www.ltrc.lsu.edu/pdf/2016/FR_562.pdf UR - https://trid.trb.org/view/1417658 ER - TY - JOUR AN - 01606426 JO - Public Roads PB - Federal Highway Administration AU - Sarmuksnis, Kimberly TI - Giving a Leg Up PY - 2016/07 VL - 80 IS - 1 AB - Federally funded, State-administered business development programs are helping level the playing field for disadvantaged business enterprises across the country. Small businesses face a number of barriers in the world of highway construction and must overcome obstacles such as accessing financing and bonding; locating procurement opportunities; submitting competitive bids while still making a profit; and marketing themselves. Becoming certified as a disadvantaged business enterprise (DBE) can help these firms land subcontracting opportunities on federally assisted highway contracts. KW - Business administration KW - Disadvantaged business enterprises KW - Federal aid highways KW - Policy UR - http://www.fhwa.dot.gov/publications/publicroads/16julaug/05.cfm UR - https://trid.trb.org/view/1417833 ER - TY - JOUR AN - 01606409 JO - Public Roads PB - Federal Highway Administration AU - Mittelman, Anjuliee TI - Getting in Sync PY - 2016/07 VL - 80 IS - 1 AB - In 2015, the Federal Highway Administration released the 2015 Red Book: Synchronizing Environmental Reviews for Transportation and Other Infrastructure Projects (FHWA-HEP-15-047). The Red Book, as it is commonly known, serves as a regulatory how-to guide for Federal field staff who review applications for environmental permits, as well as Federal, State, and local agencies that permit, fund, and develop transportation projects. Synchonizing environmental reviews and permitting consultations for a proposed project means conducting them concurrently rather than sequentially. Some resource agencies and some States, such as California and New York, have been more active than others in adopting the synchronization techniques.This article reviews benefits of synchronization and looks at agreements, programmatic approaches, role of liaisons, mitigation, and the role of data and information sharing. KW - California KW - Data sharing KW - Environmental impact analysis KW - Environmental streamlining KW - Federal assistance programs KW - New York (New York) KW - Policy, legislation and regulation UR - http://www.fhwa.dot.gov/publications/publicroads/16julaug/02.cfm UR - https://trid.trb.org/view/1417813 ER - TY - JOUR AN - 01606405 JO - Public Roads PB - Federal Highway Administration AU - Coles, Danielle TI - Climbing The Ladders of Opportunity PY - 2016/07 VL - 80 IS - 1 AB - The US Department of Transportation's Ladders of Opportunity policy initiative focuses on enhancing economic opportunities for underserved populations by investing in transportation projects that better connect communities to essential services--such as employment centers, health care, schools, healthy food, and recreation--more safely, reliably, and affordably. The initiative promotes workforce development programs, a multimodal transportation system that improves connectivity, and revitalized transportation infrastructure that supports equitable business and residential development. KW - Accessibility KW - Baltimore (Maryland) KW - Complete streets KW - Connectivity KW - Federal aid KW - Multimodal transportation KW - Training UR - http://www.fhwa.dot.gov/publications/publicroads/16julaug/04.cfm UR - https://trid.trb.org/view/1417832 ER - TY - JOUR AN - 01606348 JO - Public Roads PB - Federal Highway Administration AU - Casper, Craig T AU - Keasler, Rae TI - The Best of The Best PY - 2016/07 VL - 80 IS - 1 AB - Transportation planners comprehensively analyze and evaluate the potential impact of transportation plans and programs while addressing the aspirations and concerns of the society they serve. Sometimes they even go above and beyond to create a collaborative, balanced, and financially feasible transportation plan. This article describes the development of a regional transportation plan by the Pikes Peak Area Council of Governments in Colorado Springs, CO, and how stakeholder input and collaboration resulted in an award-winning plan. KW - Colorado Springs (Colorado) KW - Cooperation KW - Pikes Peak Area Council of Governments KW - Planning methods KW - Public participation KW - Regional planning KW - Stakeholders KW - Transportation planning UR - http://www.fhwa.dot.gov/publications/publicroads/16julaug/03.cfm UR - https://trid.trb.org/view/1417816 ER - TY - JOUR AN - 01606341 JO - Public Roads PB - Federal Highway Administration AU - Rayman, Caitlin Hughes TI - Fostering America's Freight Economy PY - 2016/07 VL - 80 IS - 1 AB - The freight transportation system in the United States is preparing for a major overhaul. The Fixing America’s Surface Transportation (FAST) Act of 2015 authorizes five years of critically needed funding and key programs to improve the nation’s freight transportation system and U.S. economic competitiveness. By incorporating major aspects of a prior transportation authorization law and a surface transportation authorization proposal in the FAST Act and providing funding for investment, Congress launched a new era of Federal commitment to the improved movement of goods. The FAST Act links funding to planning, planning to collaboration, and prioritized investment to data-driven networks, knitting together several new and recently created freight initiatives. The programs provide the public sector with additional resources to make strategic investments to improve the efficiency of the U.S. freight system and provide for a safer, more cohesive network that will enhance communities and yield significant economic returns. KW - Economic impacts KW - Federal aid KW - Fixing America’s Surface Transportation (FAST) Act KW - Freight transportation KW - Government funding KW - Legislation KW - Public private partnerships KW - Trucking UR - http://www.fhwa.dot.gov/publications/publicroads/16julaug/01.cfm UR - https://trid.trb.org/view/1417812 ER - TY - SER AN - 01605595 JO - TechBrief PB - Federal Highway Administration AU - Weiss, Jason TI - Internal Curing for Concrete Pavements PY - 2016/07 SP - 7p AB - This Tech Brief provides information on internal curing for concrete pavements by describing the primary concepts behind internal curing as well as describing aspects of practical applications, mixture design, construction, and quality control. KW - Concrete curing KW - Concrete pavements KW - Internal curing KW - Mix design KW - Paving KW - Quality control UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif16006.pdf UR - https://trid.trb.org/view/1416287 ER - TY - RPRT AN - 01605549 AU - Shane, Jennifer S AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Iowa DOT Project Management Peer Exchange PY - 2016/07//Final Report SP - 30p AB - This project supported the planning and conduct of a two-day Iowa Department of Transportation–hosted peer exchange for state agencies that have implemented some or all of the suggested strategies outlined in the Second Strategic Highway Research Program–sponsored project R10, Project Management Strategies for Complex Projects. Presentations were made by participating states, and several opportunities were provided for directed discussion. General themes emerging from the presentations and discussions were identified as follows: (1) To implement improvements in project management processes, agency leadership needs to decide that a new approach to project management is worth pursuing and then dedicate resources to developing a project management plan. (2) The change to formalized project management and Five Dimensional Project Management (5DPM) requires a culture shift in agencies from segmented “silo” processes to collaborative, cooperative processes that prioritize good communication and collaboration. (3) Agencies need trained project managers who are empowered to execute the project management plan, as well as properly trained functional staff. (4) Project management can be centralized or decentralized with equal effect. (5) After an agency’s project management plan and structure are developed, software tools and other resources should be implemented to support the plan and structure. (6) All projects will benefit from enhanced project management, but the project management plan should specify appropriate approaches for several project levels as defined by factors in addition to dollar value. (7) Project management should be included in an agency’s project development manual. KW - Iowa Department of Transportation KW - Peer exchange KW - Project management KW - State departments of transportation KW - Strategic Highway Research Program 2 KW - Strategic planning UR - http://publications.iowa.gov/id/eprint/22468 UR - https://trid.trb.org/view/1416763 ER - TY - RPRT AN - 01505576 AU - Seymour, Edward J AU - Kuhn, Beverly AU - Balke, Kevin AU - Chaudhary, Nadeem AU - Jasek, Debbie AU - Rajbhandari, Rajat AU - Voigt, Tony AU - Miller, Kristine AU - Geiselbrecht, Tina AU - Venglar, Steven AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - ITS Strategic Plan for Texas PY - 2016/07//Project Summary SP - 24p AB - The purpose of this research was to provide a framework to guide the development and deployment of an integrated statewide program for intelligent transportation systems (ITS). ITS is a critical component of the transportation infrastructure that helps ensure the system operates in the most efficient way possible every day and night, and during all types of situations and weather conditions. Using information gathered from stakeholder interviews, researchers developed a sample ITS archetype, presented it to stakeholders, and discussed their concerns and perspective relative to their region. KW - Intelligent transportation systems KW - Stakeholders KW - Strategic planning KW - Texas KW - Transportation planning UR - http://tti.tamu.edu/documents/0-6672-P1.pdf UR - https://trid.trb.org/view/1285481 ER - TY - RPRT AN - 01616924 AU - Giordano, Reno AU - Jacobson, Les AU - Lockwood, Steve AU - Crowson, Ginny AU - Preisen, Linda AU - WSP | Parsons Brinckerhoff AU - South Dakota Department of Transportation AU - Federal Highway Administration AU - Transportation Research Board TI - SDDOT Transportation Systems Management & Operations Program Plan PY - 2016/06/30 SP - 131p AB - The objective of this project is the development of a comprehensive Transportation Systems Management and Operations (TSM&O) Program Plan for the South Dakota Department of Transportation. This plan guides business planning and strategic decision‐making to advance South Dakota Department of Transportation's (SDDOT’s) currently informal TSM&O program to one with a more effective and formalized approach to incorporating TSM&O into the department’s mission, goals and objectives, future planning initiatives at all timescales, and day‐to‐day activities. It presents a series of recommendations in the form of actions, tasks, and implementation steps. It also provides the rationale or “Business Case” for committing to its recommended actions, additional background on SDDOT’s current TSM&O capabilities, and an implementation strategy for executing the plan’s recommendations that summarizes each action’s feasibility, priority and schedule, and roles for identified SDDOT and partner agency staff. KW - Implementation KW - Performance measurement KW - Recommendations KW - South Dakota Department of Transportation KW - Strategic Highway Research Program 2 KW - Strategic planning KW - Transportation operations KW - Transportation planning KW - Transportation system management UR - http://ntl.bts.gov/lib/60000/60400/60459/SDDOT_SD2014-06_TSMO_Program_Plan_Final.pdf UR - https://trid.trb.org/view/1429445 ER - TY - RPRT AN - 01608591 AU - Zinke, Scott AU - Mahoney, James AU - University of Connecticut, Storrs AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Validation of Uniform Compaction of Hot-Mix Asphalt Pavements in Connecticut PY - 2016/06/30/Final Report SP - 30p AB - Connecticut Department of Transportation (CT DOT) trialed Uniform Compaction (UC) equipment on 2 pilot projects during the 2014 construction season. This equipment included everything that would be used for Intelligent Compaction (IC) with the exception of the stiffness measurement instrumentation. The intention was to investigate whether the use of the equipment would lead to better coverage and speed control to provide a more consistent and uniform overlay. The data from each roller and paver was collected each night of paving. These raw data files were then transferred to the research team for analysis with the VETA mapping software. Acceptance core density was also analyzed on both projects and compared to other 2014 projects in CT that did not use the UC equipment. Results show that the use of the UC equipment did, in fact, significantly improve the uniformity of the pavement from a density perspective. Analysis of the mapping software showed that it may be useful in determining overall coverage, speed and temperature information. The quality and accuracy of the mapping software should be improved prior to using the equipment for locating areas of distress and deficiency. Given the results of the reviewed literature, the stiffness values do not correlate well with pavement density. KW - Compaction KW - Connecticut KW - Density KW - Hot mix asphalt KW - Intelligent compaction KW - Literature reviews KW - Pavers KW - Paving KW - Pilot studies KW - Stiffness KW - Validation UR - http://www.ct.gov/dot/lib/dot/documents/dresearch/CT-2288-F-16-1.pdf UR - https://trid.trb.org/view/1419060 ER - TY - RPRT AN - 01605725 AU - Donnell, Eric T AU - Hamadeh, Bachir AU - Li, Lingyu AU - Wood, Jonathan AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - 70mph Study PY - 2016/06/30/Final Report SP - 145p AB - In July and August 2014, the Pennsylvania Department of Transportation (PennDOT) and Pennsylvania Turnpike Commission (PTC) raised the posted speed limit on rural sections of Interstates 80, 380, and 76 from 65 to 70 mph. The purpose of this study was to assess the speed and safety performance of these “pilot” sections. This was done by comparing the operating speeds and crash frequencies before and after the posted speed limit increase. Additionally, operating speed data in several work zones were collected to assess how drivers comply with posted speed limits in work zones on the pilot sections. An inferred design speed method and pavement friction degradation method are proposed as methodologies to assess site conditions on rural Interstate roadways with 65 mph posted speed limits. Collectively, the operating speed, safety, inferred design speed, and friction information can be used by PennDOT and the PTC to identify candidate locations for 70 mph posted speed limits. The findings suggest that mean and 85th-percentile operating speeds increased after increasing the posted speed limit from 65 to 70 mph; however, the increases were less than 5 mph. A framework was developed to estimate the safety effects of the posted speed limit increase, because only 12 to 16 months of after period crash data were available for the analyses included in this study. KW - Before and after studies KW - Crash rates KW - Friction KW - Highway safety KW - Interstate highways KW - Operating speed KW - Pennsylvania KW - Pilot studies KW - Rural areas KW - Speed limits KW - Work zones UR - http://www.dot7.state.pa.us/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Operations/70mph_study.pdf UR - https://trid.trb.org/view/1415741 ER - TY - RPRT AN - 01605654 AU - Christenson, Richard AU - Kolev, Valeri AU - Motaref, Sarira AU - Jang, Shinae AU - University of Connecticut, Storrs AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Development and Evaluation of a Dual Purpose Bridge Health Monitoring and Weigh-In-Motion System for a Steel Girder Bridge – Phase II PY - 2016/06/30/Final Report SP - 65p AB - The primary objective of this second phase is the further development, demonstration and field evaluation of a permanent dual purpose bridge weigh-in-motion and health monitoring system over an extended period of time. Calibrated test truck results demonstrated that the proposed algorithm can accurately predict vehicle speeds, and that even if the speed is exact other factors can contribute to the inaccuracy of the algorithm. The research has also been applied to a large continuous traffic data-set consisting of 385 days, providing information including gross vehicle weight (GVW), truck speeds, and average daily truck traffic (ADTT) for certain months. The GVW, speed, and time stamp of each identified truck has been saved and loaded to a website accessible by the Connecticut Department of Transportation. KW - Algorithms KW - Average daily traffic KW - Evaluation and assessment KW - Field studies KW - Girder bridges KW - Steel bridges KW - Structural health monitoring KW - Traffic speed KW - Traffic surveillance KW - Truck traffic KW - Weigh in motion UR - http://www.ct.gov/dot/lib/dot/documents/dresearch/BridgeHealthMonitoringandWeigh-in-Motion-PhaseII.pdf UR - https://trid.trb.org/view/1415973 ER - TY - ABST AN - 01615647 TI - Evaluation of Pedestrian Hybrid Beacons on Arizona Highways AB - A pedestrian hybrid beacon (PHB) is a device that warns and controls vehicle traffic to assist pedestrians crossing a roadway at an uncontrolled but marked crosswalk. Some Arizona local public agencies, such as the Cities of Tucson and Phoenix, have installed several PHBs within their jurisdictions, and the Arizona Department of Transportation (ADOT) has installed a few beacons at various locations on state highways. National research has reported on the effectiveness of PHBs in reducing crashes, injuries, and fatalities due to motor vehicle collisions with pedestrians and bicyclists (Fitzpatrick 2010). However, there has not been any evaluation with state-specific data to understand the impacts of PHBs on public safety in Arizona or other states. The objectives of this research are to examine the safety impact of PHBs on Arizona’s state highway system through the following tasks: (1) Evaluate the effectiveness of the highway PHBs in terms of reducing the number or severity of motor vehicle-involved collisions with pedestrians and bicyclists. This would use an expanded data sample from PHBs at similar sites across multiple jurisdictions. (2) Evaluate the degree of pedestrian/bicyclist compliance with the beacon/crosswalk combination and how that compliance impacts overall PHB effectiveness. (3) Explore the feasibility of optimal location recommendations for PHBs with respect to geography, signalized intersections, etc. (4) Review ADOT’s existing guidelines for installing PHBs on state highways and recommend modifications as needed. KW - Arizona KW - Audible pedestrian signals KW - Beacons KW - Crashes KW - Crosswalks KW - Injuries KW - Pedestrian areas KW - Safety KW - Signalized intersections UR - https://trid.trb.org/view/1428231 ER - TY - ABST AN - 01615646 TI - Driving Customer Traffic to ServiceArizona AB - The Arizona Department of Transportation (ADOT) Motor Vehicle Division (MVD) offers a wide range of transactions through online customer service via ServiceArizona (www.servicearizona.com). These online services include, for example, the ability for customers to update the address on their driver licenses and to renew their vehicle registrations without the need to visit an MVD location. Of vehicle registrations renewed in FY 2015, 60 percent were completed online, up from 36 percent in 2005. However, of all types of transactions offered both in person and on ServiceArizona, the total percentage of online transactions has remained relatively unchanged in recent years. When compared with transacting business in person, conducting transactions online is assumed to save customers time and allow them to complete their business with MVD at a convenient time and place. A one-question survey offered to ServiceArizona users shows that nearly 99 percent has a favorable opinion of their online experience. From MVD’s perspective, moving more customers to online service would presumably reduce the number of customers in field offices, leaving staff to concentrate on transactions that must be conducted in person, such as many related to driver licensing. Cost savings would be a potential added benefit, although data is not available on the cost to conduct various types of transactions in person, online, and in third-party locations (another option offered by MVD). Data on the cost to conduct transactions, as well as on customers’ awareness, needs, and preferences regarding online service, would help MVD make evidence-based decisions to enhance both customer service and operational efficiency relative to ServiceArizona. This research will estimate the costs, to MVD and to the user, for conducting the most popular transactions in person, online, and at a third-party location. This information will help MVD to determine the best opportunities for operational efficiencies and improving customer service. The research will also give MVD a better understanding of how its online customers, both existing and potential, view ServiceArizona by using surveys, focus groups, and/or other research methods to determine: (1) The degree to which the Arizona public is aware of ServiceArizona and the services it offers. (2) In terms of demographics and geography, which customers are the most and least likely to be aware of ServiceArizona, and which are the most and least likely to use the online services. (3) The reasons for use or non-use of the online services. (4) The effectiveness of the ServiceArizona website at meeting both customer and MVD needs. (5) Messages that resonate with customers in terms of conveying the benefits of conducting transactions online. (6) Conceptual plans for the tools that would most effectively attract customers to ServiceArizona. Such tools may include, for example, a mobile phone application, improvements to the website, financial incentives, and/or a public awareness campaign. KW - Automobile drivers KW - Awareness KW - Costs KW - Customer satisfaction KW - Customer service KW - Driver licenses KW - Incentives KW - Motor vehicle licensing KW - Websites (Information retrieval) UR - https://trid.trb.org/view/1428230 ER - TY - ABST AN - 01615645 TI - Calibrating Side-Resistance Factors of Drilled Shafts in Arizona Cohesionless Soils AB - The 7th Edition of American association of State and Highway Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Design Specifications (2014) contains some significant changes in the analysis for drilled shafts with respect to estimating side resistance. The AASHTO specifications recommend using a resistance factor that was calibrated based on an evaluation of national data. However, load tests performed in Arizona (primarily in Phoenix and Tucson) have consistently demonstrated much larger values of resistance compared to those predicted using AASHTO specifications. Most Arizona soils are cohesionless, but have coarser aggregates and various degrees of cementation when compared to cohesionless soils in other states. While the current Arizona Department of Transportation (ADOT) specifications are conservative, the new AASHTO specifications are even more so, and using them for ADOT foundations would increase costs by drilling longer-than-necessary shafts. AASHTO encourages owner agencies to develop local resistance factors that are calibrated to local geologic formations based on specific probabilistic, risk-based computational procedures. Using resistance factors based on Arizona-specific geologic formations will shorten length requirements for drilled shafts and reduce the related construction costs. The research would have three main objectives: (1) Supplement current axial load test data with data solicited from other transportation agencies in Arizona and in states (e.g. Nevada, New Mexico, and others) where soil conditions are similar to Arizona’s. The data will be used to develop a database that can be further populated as more data becomes available. (2) Using the available axial load test data, calibrate and verify resistance factors for side resistance of drilled shafts in cohesionless soils. (3) Determine the cost savings of using the newly developed resistance factors. KW - American Association of State Highway and Transportation Officials KW - Arizona KW - Axial loads KW - Bridge anchorages KW - Bridge design KW - Cohesionless materials KW - Foundation soils KW - Load and resistance factor design KW - Load tests KW - Resistance (Mechanics) UR - https://trid.trb.org/view/1428229 ER - TY - RPRT AN - 01605732 AU - Cunningham, Christopher M AU - Schroeder, Bastian J AU - Warchol, Shannon AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Exploring Corridor Operations in the Vicinity of a Diverging Diamond Interchange (DDI) PY - 2016/06/27/Final Report SP - 145p AB - This research effort examined the corridor impacts of various signal timing and geometric strategies to improve the operational challenges observed at diverging diamond interchanges (DDIs). A microsimulation analysis was conducted using a calibrated and validated DDI modeled after the National Avenue and US-60 interchange in Springfield, Missouri. Four heavy volume scenarios were tested in combination with seven categories of strategies. These strategies were selected from a larger pool of strategies under the guidance of the North Carolina Department of Transportation (NCDOT) research panel and national expert recommendations. In addition to the microsimulation effort, a cost analysis was conducted for the same strategies. Considerations were made for implementation cost, disruption to user during implementation, and crash modification impacts. Finally, three sites in North Carolina were selected for field study. In the microsimulation analysis, those strategies which reduced the number of phases at the downstream adjacent intersection had the greatest benefit on the corridor routes for all four heavy volume scenarios. The reduction in phases reduced loss time and increased capacity for the intersection. Unfortunately, these strategies were also the most expensive alternatives studied, were likely to be the most disruptive to users during implementation. KW - Costs KW - Diamond interchanges KW - Field studies KW - Geometric design KW - Highway corridors KW - Microsimulation KW - North Carolina KW - Traffic delays KW - Traffic signal phases KW - Traffic signal timing KW - Traffic simulation KW - Traffic volume UR - https://connect.ncdot.gov/projects/planning/Pages/ProjDetails.aspx?ProjectID=2014-13 UR - https://trid.trb.org/view/1416946 ER - TY - RPRT AN - 01613746 AU - Gopalakrishna, Deepak AU - Garcia, Vince AU - Ragan, Ali AU - English, Tony AU - Zumpf, Shane AU - Young, Rhonda AU - Ahmed, Mohamed AU - Kitchener, Fred AU - Serulle, Nayel Ureña AU - Hsu, Eva AU - Brangaccio, Kate AU - ICF International AU - Wyoming Department of Transportation AU - Trihydro Corporation AU - McFarland Management, LLC AU - University of Wyoming, Laramie AU - Department of Transportation AU - Federal Highway Administration TI - CV Pilot Deployment Concept Phase 1, Outreach Plan — ICF Wyoming PY - 2016/06/24/Final Report SP - 39p AB - The Wyoming Department of Transportation’s (WYDOT) Connected Vehicle (CV) Pilot Deployment Program is intended to develop a suite of applications that utilize vehicle to infrastructure (V2I) and vehicle to vehicle (V2V) communication technology to reduce the impact of adverse weather on truck travel in the Interstate-80 (I-80) corridor. These applications support a flexible range of services from advisories, roadside alerts, parking notifications and dynamic travel guidance. Information from these applications are made available directly to the equipped fleets or through data connections to fleet management centers (who will then communicate it to their trucks using their own systems). The pilot will be conducted in three Phases. Phase I includes the planning for the CV pilot including the concept of operations development. Phase II is the design, development, and testing phase. Phase III includes a real-world demonstration of the applications developed as part of this pilot. This document presents a plan to effectively conduct outreach efforts in Phase II and Phase III to ensure that the results of the pilot are widely shared with the transportation community and elicit buy-in for continued investments from a diverse set of stakeholders including the public, state and local decision makers. The Outreach Plan identifies key stakeholders and audiences with whom this project should interact and also presents the approaches and techniques that will be used to engage each audience type. KW - Advanced driver information systems KW - Implementation KW - ITS program applications KW - Mobile communication systems KW - Outreach KW - Pilot studies KW - Stakeholders KW - Trucking safety KW - Trucks KW - Weather conditions KW - Wyoming Department of Transportation UR - http://ntl.bts.gov/lib/59000/59700/59739/FHWA-JPO-16-296.pdf UR - https://trid.trb.org/view/1425488 ER - TY - RPRT AN - 01613769 AU - Ahmed, Mohamed AU - Gopalakrishna, Deepak AU - Garcia, Vince AU - Ragan, Ali AU - English, Tony AU - Zumpf, Shane AU - Young, Rhonda AU - Kitchener, Fred AU - Serulle, Nayel Ureña AU - Hsu, Eva AU - ICF International AU - Wyoming Department of Transportation AU - Trihydro Corporation AU - McFarland Management, LLC AU - University of Wyoming, Laramie AU - Department of Transportation AU - Federal Highway Administration TI - Connected Vehicle Pilot Deployment Program Phase 1, Participant Training and Education Plan – ICF/Wyoming PY - 2016/06/22/Final Report SP - 36p AB - The Wyoming Department of Transportation’s (WYDOT) Connected Vehicle (CV) Pilot Deployment Program is intended to develop a suite of applications that utilize vehicle to infrastructure (V2I) and vehicle to vehicle (V2V) communication technology to reduce the impact of adverse weather on truck travel in the Interstate-80 (I-80) corridor. These applications support a flexible range of services from advisories, roadside alerts, parking notifications and dynamic travel guidance. Information from these applications are made available directly to the equipped fleets or through data connections to fleet management centers (who will then communicate it to their trucks using their own systems). The pilot will be conducted in three Phases. Phase 1 includes the planning for the CV pilot including the concept of operations development. Phase 2 is the design, development, and testing phase. Phase 3 includes a real-world demonstration of the applications developed as part of this pilot. This document is an overview of the training and education (T&E) activities that will be utilized in this pilot. As such, it identifies and describes the needs and approaches that will be used to train various users of the WYDOT CV-Pilot Demonstration. Users include drivers of various equipped vehicles, back-office personnel at WYDOT and fleet management centers, other agency personnel who will be involved in the maintenance and operations of the pilot system components. KW - Education and training KW - ITS program applications KW - Mobile communication systems KW - Pilot studies KW - Truck drivers KW - Trucking safety KW - Weather conditions KW - Wyoming Department of Transportation UR - http://ntl.bts.gov/lib/59000/59500/59501/FHWA-JPO-16-294.pdf UR - https://trid.trb.org/view/1425492 ER - TY - ABST AN - 01602520 TI - Western Alliance for Quality Transportation Construction (WAQTC) AB - Western Alliance for Quality Transportation Construction (WAQTC) is focused in three main areas: Standardizing test methods (WAQTC, American Association of State Highway and Transportation Officials (AASHTO), and American Society for Testing and Materials (ASTM)), accreditation of the Transportation Technician Qualification Program (TTQP), and working together on national programs of significance including research, training, and technology deployment. The WAQTC Mission Statement is to: "Provide leadership in the pursuit of continuously improving quality in transportation construction." Through its partnership, WAQTC will: promote an atmosphere of trust, cooperation, and communication between government agencies and the private sector; respond in a unified and consistent manner to identify quality improvement needs and new technologies that impact the products that are provided; provide a forum to promote uniform test standards; provide highly skilled, knowledgeable materials sampling and testing technicians; and provide reciprocity for qualified testing technicians among accredited agencies. KW - Construction KW - Deployment KW - Partnerships KW - Quality assurance KW - Research KW - Standardization KW - Technology KW - Test procedures KW - Training UR - http://www.pooledfund.org/Details/Study/600 UR - https://trid.trb.org/view/1412693 ER - TY - RPRT AN - 01605693 AU - Zayed, A AU - Shanahan, N AU - Tran, V AU - Markandeya, A AU - Williams, A AU - Elnihum, A AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - Effects of Chemical and Mineral Admixtures on Performance of Florida Structural Concrete PY - 2016/06/21/Final Report SP - 359p AB - Several mineral and chemical admixtures, commonly used in Florida structural concrete, were studied here to assess their effect on the fresh and hardened properties of cementitious systems. Pozzolans examined here were Class F fly ash, silica fume, blast furnace slag, and metakaolin, while chemical admixtures were air-entrainer, water reducer/retarder and two superplasticizers. The as-received materials were characterized for their chemical oxide composition, crystalline and amorphous content, density, fineness, specific surface area, and particle size distribution. Several tests were conducted on binary and ternary mixtures to assess the performance of the cementitious system, including heat of hydration using isothermal calorimetry, strength evolution, rheological properties, setting properties of paste and mortar, sulfate durability, semiadiabatic calorimetry and adiabatic temperature rise, and cracking potential. Microstructural evolution was followed by x-ray diffraction studies of the hydration phases, nanoindentation, and characterization of the pore structures using nitrogen adsorption for binary cementitious systems. The effect of chemical admixtures dosages on the pore size distribution was followed using nitrogen adsorption. The cracking potential for binary cementitious concrete mixtures was studied using an imposed temperature profile simulating a 1 m³ wall. The findings indicated that mineral admixtures, in general, retard setting and the extent was dependent on the amount and type of each pozzolan. Metakaolin mixtures showed the highest early-strength gain. Heat of hydration (HOH) measurements indicated that both metakaolin and slag (14.25% Al₂O₃) affect the sulfate-to-aluminate balance in the cementitious system. Factorial design was successful in predicting potential interaction between different mineral and chemical admixture combinations. Sulfate durability tests indicated that slag cementitious mixtures did not perform better than plain cement mixtures, and silica fume offered superior protection for cementitious mixtures exposed to a sulfate environment. Adiabatic temperature rise was highest for slag mixtures and lowest for Class F fly ash mixtures. High dosages of water reducer/retarder and superplasticizers increased the number of pores in the 2-30 nm range. Metakaolin and slag mixtures increased the number of large gel pores. KW - Admixtures KW - Air entraining agents KW - Chemical properties KW - Cracking KW - Durability KW - Florida KW - Fly ash KW - Microstructure KW - Performance tests KW - Silica fume KW - Slag KW - Superplasticizers KW - Water reducing agents UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT-BDV25-977-02-rpt.pdf UR - https://trid.trb.org/view/1415854 ER - TY - RPRT AN - 01612146 AU - Solaimanian, Mansour AU - Stoffels, Shelley AU - Milander, Scott AU - Morian, Dennis AU - Pennsylvania State University, University Park AU - Federal Highway Administration AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Evaluation of Thin Hot Mix Asphalt Overlay PY - 2016/06/20/Final Report SP - 26p AB - Preserving the road surface and maintaining it at a proper functional level is essential to safe transportation. Among alternatives for pavement surface treatment, thin asphalt overlays have been utilized and promoted by several states to serve this need. To evaluate the performance of such overlays and develop relevant specifications, the Pennsylvania Department of Transportation (PennDOT) initiated a four-year research program with Pennsylvania State University. The project carried several major objectives. One was to assess best practices for design and construction of such mixes through field application of three pilot projects and conducting necessary laboratory testing. Second was to evaluate the performance of such mixes placed in these pilot projects through visual survey and pavement condition measurements. Third was the use of existing advanced technology such as thermal imaging and ground-penetrating radar to determine the uniformity of such mixes during placement in regard to temperature and density. Finally, it was the intention of the project to develop relevant specifications and guidelines for thin asphalt overlays. Field evaluations, in general, indicated satisfactory performance of these roads. Considerable improvement has been achieved in terms of ride quality and skid resistance after placement of thin asphalt. The exception is SR 0220, for which the skid numbers were already high and skid resistance improvements were not as significant as for the other two projects. Field measurements have indicated minimal rutting, fatigue cracking, and raveling at all three sites. Reflective cracking has been the dominant distress at all three projects. Overall, it can be assessed that both construction and performance of the three pilot projects has been successful based on observations within this limited period of time. The results of the study were reflected in newly developed construction specifications for 6.3-mm mixes as well as construction guidelines and a manual of best practices. KW - Best practices KW - Bituminous overlays KW - Ground penetrating radar KW - Pavement design KW - Pavement performance KW - Paving KW - Pennsylvania KW - Pilot projects KW - Reflection cracking KW - Ride quality KW - Skid resistance KW - Specifications KW - Thermal imaging UR - http://www.mautc.psu.edu/docs/PSU-2014-04.pdf UR - https://trid.trb.org/view/1424236 ER - TY - RPRT AN - 01608699 AU - Yelchuru, Balaji AU - Abdelghany, Khaled AU - Zohdy, Ismail AU - Singuluri, Sashank AU - Kamalanathsharma, Raj AU - Booz Allen Hamilton AU - Department of Transportation AU - Federal Highway Administration TI - Analysis, Modeling, and Simulation (AMS) Testbed Development and Evaluation to Support Dynamic Mobility Applications (DMA) and Active Transportation and Demand Management (ATDM) Programs — Dallas Testbed Analysis Plan PY - 2016/06/16/Final Report SP - 103p AB - The primary objective of this project is to develop multiple simulation Testbeds/transportation models to evaluate the impacts of Dynamic Mobility Applications (DMA) connected vehicle applications and the active and dynamic transportation management (ATDM) strategies. The outputs (modeling results) from this project will help the US Department of Transportation (USDOT) prioritize their investment decisions for DMA and ATDM programs. The primary purpose of this report is to document the Analysis Plan for Analysis, Modeling, and Simulation (AMS) Dallas Testbed. The report expands on detailed testbed description including the geographic location, modes, operational conditions and cluster analysis details. In addition, the plan also provides details on the analysis scenarios, ATDM strategies that are evaluated using the Testbed and the plan to answer ATDM-specific research questions. The analysis plan provides details on the evaluation approach used to answer specific research questions. Additional data used for the testbed development and evaluation are provided in the Appendix. KW - Active Transportation and Demand Management KW - Cluster analysis KW - Dallas (Texas) KW - Data collection KW - Evaluation and assessment KW - Highway corridors KW - Mobile communication systems KW - Mobility KW - Performance measurement KW - Simulation UR - http://ntl.bts.gov/lib/59000/59300/59362/FHWA-JPO-16-373.pdf UR - https://trid.trb.org/view/1418644 ER - TY - ABST AN - 01601930 TI - Administration of Highway and Transportation Agencies. Task 108. CEO Peer Exchange on Agency Management and Emerging Issues (2016) AB - Experience has shown that chief executive officers (CEOs) of state transportation agencies (departments of transportation (DOTs)) value and benefit from opportunities to discuss the challenges, experience, and strategic issues of DOT leadership with their peers. American Association of State Highway and Transportation Officials (AASHTO) staff and leadership seek to make such opportunities available periodically by organizing one- to three-day peer exchanges and leadership forums highlighting current issues facing the organization’s member agencies. Research under the NCHRP Project 20-24 series of projects over the past two decades has provided intellectual and logistical support for a number of these very popular events. The objective of this research were to organize, provide intellectual and logistical support, and document a workshop with CEOs and other senior officials to discuss strategic leadership challenges. National Cooperative Highway Research Program (NCHRP) anticipates the workshop may engage AASHTO staff and possibly senior Federal Highway Administration officials as well. The typical preparation for such an exchange entails (1) identifying current issues to be the focus of workshop discussions, (2) preparing background documentation to motivate discussion, (3) convening an invited group of executives at an appropriate location, (4) facilitating these executives’ discussions, and (5) documenting the workshop in a report or other form that can be used to inform others about the matters addressed. Under this project, a workshop was held in April 2016 at the University of Minnesota. KW - American Association of State Highway and Transportation Officials KW - Communications KW - Information dissemination KW - Leadership KW - State departments of transportation KW - Strategic planning KW - Workshops UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3977 UR - https://trid.trb.org/view/1411579 ER - TY - RPRT AN - 01605574 AU - Overturf, Bradley J AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - New Technologies for Photolog Image and Data Acquisition: HDTV Image Acquisition, Distribution and Utilization PY - 2016/06/15/Final Report SP - 24p AB - The goal of this research project was to improve photolog imaging technology and subsequent image-to-client delivery in response to user-requests for enhanced desktop image retrieval capabilities, such as the ability to read small roadway signs, bridge numbers and utility pole numbers along Connecticut roadways. The resulting implementation of state-of-the-art photolog imaging research, hardware and software has provided the Connecticut Department of Transportation (ConnDOT) with an all-high definition television (HDTV) ground-based automated image inventory of its entire roadway network. HDTV represents a 5X increase in image resolution and significant improvement in overall image quality, which has met project goals and led to an increase in photolog use at ConnDOT. KW - Connecticut KW - Data collection KW - Digital cameras KW - High definition television KW - Image transmission KW - Imaging systems KW - Photologging KW - Technological innovations UR - http://www.ct.gov/dot/lib/dot/documents/dresearch/NewTechnologiesforPhotologImageandDataAcquisition.pdf UR - https://trid.trb.org/view/1415410 ER - TY - RPRT AN - 01611976 AU - Romig, Douglas AU - McNaughton, Cam AU - Kern, John AU - Golder Associates AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - Assessing the Potential to Sequester Carbon within State Highway Rights-of-Way in New Mexico Phase 2: Development of a Right-of-Way Carbon Sequestration Program PY - 2016/06/13/Final Report SP - 203p AB - Selected rights‐of‐way (ROW) vegetation management treatments were evaluated over three growing seasons to determine if they could increase soil organic carbon (SOC) along state highways in New Mexico. Eight test plots were established in north central and north eastern portions of the state along a SOC/precipitation gradient in Prairie and Lower Montane biomes. Treatments were to maintain biomass, increase soil moisture and increase available soil nitrogen.  In actively managed zones of the ROW, treatments included a modified mowing regime to retain more biomass (High Mow) compared to current mowing operations (Low Mow) combined with interseeding legumes (Legume).  The natural zone (ROW outside of managed areas) were treated with soil imprinting (Imprinting) and legume interseeding (Legume) compared to unmodified control (Natural).  Unfortunately, the legumes broadcast seeding into established ROW plant communities was ineffective and monitoring the treatment was discontinued in the second growing season. Field measurements included SOC and nitrogen, vegetation biomass and cover, soil temperature and moisture, and carbon dioxide (CO₂) efflux.  The project also considered the feasibility of a carbon offset protocol for highway ROW roadside vegetation management that could a be sold within a cap‐and‐trade carbon commodity market. High Mow subplots showed a trend of increased aboveground biomass and canopy cover at the end of the growing season compared to Low Mow. Aboveground biomass and canopy cover responses to Imprinting compared to the Natural subplots were varied and insignificant. Differences in soil carbon stock among managed and natural zone treatments were generally insignificant and equivocal in response. Continuous measurements of soil temperature and moisture did not identify any significant differences between treatments in either managed or natural ROW zones. Unmowed summertime net ecosystem exchange (NEE) was negative, indicating net sequestration of atmospheric CO₂ by photosynthetic plants. After mowing, daytime NEE were either positive for Low Mow or less negative for High Mow treatments.  Low Mow nighttime fluxes were also positive after mowing and exceeded NEE observed in High Mow and Control subplots. This response to mowing is consistent with the reduction in the leaf area and increased respiration as plants replace their leaves following defoliation.   The discrete chamber‐based measurements of CO₂ flux used characterized the ecosystem CO₂ dynamics at the ROW test plots where benchmarked against Ameriflux long‐term NEE data from semi‐arid grassland eddy covariance stations.  Qualitatively, the magnitude of NEE observations at the test plots were typically within 2 standard deviations of the 10‐year mean for the Kendall long‐term ecological research. KW - Biomass KW - Carbon KW - Carbon capture and storage KW - Carbon sequestration KW - Legumes KW - Moisture content KW - Mowing KW - New Mexico KW - Right of way (Land) KW - Soils KW - Temperature KW - Vegetation control UR - http://dot.state.nm.us/content/dam/nmdot/Research/NMDOT_CO2Seq_Final_20160613_.pdf UR - https://trid.trb.org/view/1417856 ER - TY - RPRT AN - 01624409 AU - LeVine, Scott AU - State University of New York, New Paltz AU - University Transportation Research Center AU - Office of the Assistant Secretary for Research and Technology AU - Federal Highway Administration TI - Empirical Analysis of Consumer Aspects of Autonomous Cars PY - 2016/06/11/Final Report SP - 15p AB - The objective of this research is to advance the state-of-knowledge regarding Vehicle Automation technologies by: identifying theoretical issues raised by Vehicle Automation, and supporting the collection of empirical evidence (through a Stated Preference survey instrument) to characterize consumer preferences for emerging Vehicle Automation concepts. The research consisted of the following tasks: (1) Theoretical analysis of mode choice descriptors and traffic flow regimes of Automated Vehicles; (2) Development of survey instrument; (3) Pilot-testing of survey instrument; and (4) Fieldwork (data collection). Initial quality assurance/quality control (QA/QC) analysis of the empirical data is contained in Sections V and VI of this report; further analysis of the data collected in this study with advanced statistical methods is planned for later in Summer 2016. KW - Analysis KW - Consumer preferences KW - Data quality KW - Intelligent vehicles KW - Mode choice KW - Stated preferences KW - Surveys KW - Technological innovations KW - Traffic flow UR - http://www.utrc2.org/sites/default/files/Final-Report-Empirical-Analysis-Consumer-Aspects-Autonomous-Cars.pdf UR - https://trid.trb.org/view/1445497 ER - TY - RPRT AN - 01610829 AU - Patnam, Krishna C AU - Roden, David B AU - Yin, Weihao AU - Feng, Li-Yang AU - Mallick, Sayeed AU - Smith, Scott B AU - AECOM AU - Federal Highway Administration TI - A Practical Guide on DTA Model Applications for Regional Planning PY - 2016/06/07/Final Report SP - 66p AB - This document is intended as a guide for use by Metropolitan Planning Organizations (MPO) and other planning agencies that are interested in applying Dynamic Traffic Assignment (DTA) models for planning applications. The objective of this document is to provide guidance on key practical aspects of working with DTA models, namely, information about model development, application, calibration and validation. This document relates to some experiences at the Southeast Michigan Council of Governments (SEMCOG). KW - Calibration KW - Dynamic traffic assignment KW - Metropolitan planning organizations KW - Regional planning KW - Southeast Michigan Council of Governments KW - Validation UR - http://www.fhwa.dot.gov/planning/tmip/publications/other_reports/dta_model_applications/fhwahep16078.pdf UR - http://ntl.bts.gov/lib/59000/59800/59871/fhwahep16078.pdf UR - https://trid.trb.org/view/1421252 ER - TY - ABST AN - 01599093 TI - Reliable Early Opening Strength for Concrete Pavements and Patch Work AB - The objective of this research project is to study the practices and requirements for early-opening-to-traffic concrete used by other state department of transportatoin (DOT’s). This research will look to improve opening times, cost of concrete, and road conditions while keeping in mind the dependability and durability of the concrete. Current specifications are based on strength alone and may not be a true representation of the material used. Other factors or methods could be used in determining opening requirements such as traffic loads and conditions, concrete flexural strength, and the use of maturity for opening. KW - Best practices KW - Concrete pavements KW - Durability KW - Flexural strength KW - Road construction KW - State departments of transportation KW - Traffic loads UR - https://trid.trb.org/view/1407779 ER - TY - RPRT AN - 01624403 AU - Xu, Zhiheng AU - Kang, Jee Eun AU - Chen, Roger B AU - University at Buffalo AU - University Transportation Research Center AU - Office of the Assistant Secretary for Research and Technology AU - Federal Highway Administration TI - A Random Utility Based Estimation Framework for the Household Activity Pattern Problem PY - 2016/06//Final Report SP - 35p AB - This paper develops a random utility based estimation framework for the Household Activity Pattern Problem (HAPP). Based on the realization that output of complex activity-travel decisions form a continuous pattern in space-time dimension, the estimation framework is treated as a pattern selection problem. In particular, the authors define a variant of HAPP that has capabilities of forecasting activity selection and durations in addition to activity sequencing. The framework is comprised of three steps, (1) choice set generation, (2) choice set individualization and (3) multinomial logit estimation. The estimation results show that utilities for work, shopping and disutilities for travel time, time outside home, and average tour delay are found to be significant in activity-travel decision making. KW - Activity choices KW - Decision making KW - Estimating KW - Forecasting KW - Households KW - Multinomial logits KW - Travel patterns KW - Travel time KW - Utility theory UR - http://www.utrc2.org/sites/default/files/Final-Report-A-Random-Utility-Based-Estimation-Framework.pdf UR - https://trid.trb.org/view/1442748 ER - TY - RPRT AN - 01620431 AU - Ullman, Gerald AU - Schroeder, Jeremy AU - Battelle AU - Federal Highway Administration TI - Transportation Management Plan Effectiveness Framework and Pilot PY - 2016/06//Final Report SP - 130p AB - This report was prepared to help practitioners formulate and follow clear, consistent approach towards assessing the effectiveness of Transportation Management Plan (TMP) strategies. The report provides an inventory of the measures-of-effectiveness (MOEs) that each of the TMP strategies may affect at a particular work zone, depending on the characteristics of that work zone and other TMP strategies that are used. An overall framework is presented to guide analysts on the available approaches towards TMP strategy effectiveness evaluations, possible scopes of those evaluations, and potential analytical methods. A synthesis of evaluations is also for those TMP strategies for which previous and current literature and data were available. KW - Evaluation and assessment KW - Highway traffic control KW - Performance measurement KW - Transportation planning KW - Work zones UR - http://www.ops.fhwa.dot.gov/publications/fhwahop16062/fhwahop16062.pdf UR - https://trid.trb.org/view/1440530 ER - TY - RPRT AN - 01620430 AU - Zollinger, Dan AU - Federal Highway Administration TI - Roller-Compacted Concrete Pavement PY - 2016/06//Tech Brief SP - 10p AB - Roller-compacted concrete (RCC) as a paved surface offers facility owners and pavement designers a concrete pavement alternative that may better meet the requirements of specific pavement projects than conventionally cast-in-place concrete pavements. RCC pavement applications can be tailored to the specific needs of a project, particularly those associated with roadway projects within the residential, commercial, and urban roadway sectors. This Tech Brief presents an overview of the best practices for roller-compacted concrete pavement. The Tech Brief discusses RCC pavement uses and provides information on RCC mixtures and construction of RCC pavements. KW - Admixtures KW - Best practices KW - Compaction KW - Paving KW - Roller compacted concrete pavements UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif16003.pdf UR - https://trid.trb.org/view/1440803 ER - TY - RPRT AN - 01618819 AU - Branam, Tracy AU - Green, Robin AU - Wittman, Oliver AU - Ayre, Anne AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Sulfates in Indiana Substrates SN - 9781622604333 PY - 2016/06//Final Report SP - 38p AB - This study was undertaken to develop modifications for improving cost and time efficiencies without sacrificing accuracy and precision to the current method employed by the Indiana Department of Transportation (INDOT) for determining sulfate content in soils. In addition, geographic information system (GIS) maps of Indiana were prepared for displaying the distribution of sulfate concentration in soils and shallow groundwater to provide guidance where high sulfate areas might exist and to show where gaps occur in available data. The IGS study confirmed that the current INDOT test method using 1:20 soil/water ratio and turbidimetric method for analyzing sulfate are optimal. A conductivity screening test on soil leachate eliminated the need to run a turbidity sulfate test for most samples, reducing the time necessary for filtering, and the cost of materials for running the test. Of the 11 samples in this study, 73% had conductivity readings corresponding to <3,000 ppm soil sulfate action threshold. A lower threshold of 1,000 ppm eliminated close to 60% of samples from sulfate determination. A much larger soil sulfate data set obtained from INDOT indicates sulfate analyses could be reduced by 50% to over 75%, depending on the threshold value. Contour maps of the distribution of sulfate in soils and groundwater were prepared with data from multiple agencies. Gaps in the data sets limit the usefulness of the current maps. In places of good data density, areas of minimal sulfate are distinguished from areas with elevated sulfate content, indicating how a more completed data set would be valuable as a guide to problem areas throughout the state. Some areas of elevated groundwater sulfate coincided with elevated soil sulfate, suggesting a correlation. However, the areal distribution gaps in both data sets prevent a more definitive interpretation. KW - Contour maps KW - Data files KW - Geographic information systems KW - Groundwater KW - Indiana KW - Indiana Department of Transportation KW - Soils KW - Sulfates UR - http://dx.doi.org/10.5703/1288284316342 UR - http://ntl.bts.gov/lib/60000/60500/60541/viewcontent.cgi.pdf UR - https://trid.trb.org/view/1437029 ER - TY - RPRT AN - 01616929 AU - Kockelman, Kara AU - Loftus-Otway, Lisa AU - Stewart, Duncan AU - Nichols, Aqshems AU - Wagner, Wendy AU - Li, Jia AU - Boyles, Steve AU - Levin, Michael AU - Liu, Jun AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Best Practices Guidebook for Preparing Texas for Connected and Automated Vehicles PY - 2016/06 SP - 38p AB - Connected and automated vehicles (CAVs) are destined to change how the Texas transportation system operates. Texas Department of Transportation (TxDOT) is responsible for the nation’s most extensive state-level network, and it is essential to explore the potential impacts of CAVs on the design, maintenance, and operation of the transportation system. Research into CAVs’ mobility, environmental, legal, and safety implications for the state of Texas was conducted by University of Texas (UT) Austin’s Center for Transportation Research (CTR). This document presents the main points of CTR’s research on CAVs and develops practice recommendations, emphasizing safety, to assist TxDOT in optimally planning for these new technologies using a holistic and qualitative approach. The current state of maturity of existing and developing CAV technologies is assessed here to provide recommendations for TxDOT to pursue in the short term (next 5 years), medium term (five to fifteen years), and long term (15+ years). Identified strategies include pavement-marking updates, improving signage standards, modifying design manuals, shaping legislative policy on autonomous vehicles (AVs), and establishing rules for shared AV (SAV) use, along with other options. The guidebook is divided into five sections: (1) Overview of CAV Technologies; (2) The Current Texas Legal Landscape for CAVs; (3) Potential Benefits Using CAV Technologies; (4) Potential Safety Strategies for TxDOT to Adopt to Prepare Texas for CAV Use; and (5) Best-Practice Recommendations for TxDOT in Deployment of CAVs in Texas. KW - Benefits KW - Best practices KW - Handbooks KW - Implementation KW - Intelligent vehicles KW - Mobile communication systems KW - Policy, legislation and regulation KW - Recommendations KW - Technological innovations KW - Texas KW - Texas Department of Transportation KW - Traffic safety KW - Transportation planning KW - Vehicle sharing UR - http://library.ctr.utexas.edu/ctr-publications/0-6849-p1.pdf UR - https://trid.trb.org/view/1428775 ER - TY - SER AN - 01616254 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Ardeshirilajimi, Ardavan AU - Wu, Di AU - Chaunsali, Piyush AU - Mondal, Paramita AU - Chen, Ying Tung AU - Rahman, Mohammad Mahfuzur AU - Ibrahim, Ahmed AU - Lindquist, Will AU - Hindi, Riyadh AU - University of Illinois, Urbana-Champaign AU - Illinois Center for Transportation AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Bridge Decks: Mitigation of Cracking and Increased Durability PY - 2016/06 SP - 102p AB - The application of pre-soaked lightweight aggregates (LWA) as an internal curing agent in concrete to reduce the cracking due to drying shrinkage is thoroughly studied in this report. It is determined that although LWA can significantly reduce autogenous shrinkage, its effect on drying shrinkage is minimal and in some cases it can even increase the drying shrinkage. Moreover, the combined effects of LWA and expansive cement (Type K) and LWA and shrinkage-reducing admixtures (SRAs) on drying shrinkage is also studied. It is shown that addition of Type K cement or SRA to mixtures containing LWA can significantly reduce drying shrinkage and make the mixture more volumetrically stable. KW - Autogenous shrinkage KW - Bridge decks KW - Cracking KW - Durability KW - Expansive cement KW - Lightweight aggregates KW - Prewetted lightweight aggregate KW - Shrinkage cracking KW - Shrinkage reducing admixtures UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=4980 UR - http://ntl.bts.gov/lib/60000/60400/60429/getfile1.pdf UR - https://trid.trb.org/view/1429406 ER - TY - RPRT AN - 01616251 AU - Sadeghi, Leila AU - McDaniel, Rebecca S AU - Haddock, John E AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Performance of Warranted Asphalt Pavements: Smoothness and Performance of Indiana Warranted Asphalt Pavements SN - 9781622604036 PY - 2016/06//Final Report SP - 55p AB - In the early 1990s the Indiana Department of Transportation (INDOT) developed a five-year warranty specification for asphalt pavements with the first project being built in 1996. In 2004, results indicated that the asphalt pavements built with the warranty specification had improved performance over the conventional asphalt pavements. Nineteen years have passed since the original asphalt pavement warranty project was placed in Indiana. It has been eleven years since the performance of the warranted asphalt pavements has been analyzed to determine the effectiveness of warranties. Therefore, it is prudent to reexamine the potential benefits of asphalt pavement warranties. Hence, the ultimate goal of the project is to advise the INDOT on whether the use of asphalt pavement warranties has potential benefit for lowering the cost of ownership for asphalt paved roadways. Overall, performance comparisons of Indiana’s warranted and non-warranted asphalt pavements indicate that warranted asphalt pavements tend to perform more effectively than do non-warranted asphalt pavements. On average, warranted asphalt pavement sections had lower IRI values and rut depths than did non-warranted sections. The variability in International Roughness Index (IRI) values and rut depths was also found to be less for warranted pavement sections than for the non-warranted sections. In terms of service life based on changes in IRI and rut depth, analyses indicate that warranted asphalt pavements could last 10 to 14 years longer than non-warranted asphalt pavements. When both initial capital costs and maintenance expenditures are considered, warranted asphalt pavements appear to be 15 to 40% more cost effective over a 5-year (short-term) period and 47 to 61% more cost effective over a 15-year (long-term) period. These savings do not include potential benefits of reduced user costs nor reduced INDOT inspection costs. KW - Asphalt pavements KW - Cost effectiveness KW - Indiana KW - International Roughness Index KW - Pavement performance KW - Ruts (Pavements) KW - Service life KW - Smoothness KW - Warranty UR - http://dx.doi.org/10.5703/1288284316339 UR - http://ntl.bts.gov/lib/60000/60400/60411/viewcontent.cgi1.pdf UR - https://trid.trb.org/view/1429183 ER - TY - RPRT AN - 01614852 AU - Schroeder, Jeremy AU - Plapper, Eric AU - Zeng, Henry AU - Krile, Bob AU - Battelle AU - Federal Highway Administration TI - Public Perception of Safety Messages and Public Service Announcements on Dynamic Message Signs in Rural Areas PY - 2016/06//Final Report SP - 144p AB - The objective of this project was to assess the effectiveness and potential benefits of posting public service announcements (PSAs) in rural areas by surveying a variety of travelers in those areas, including local residents, tourists, and long-haul truck drivers. This project addressed a number of questions related to safety awareness and PSA messages on dynamic message signs (DMS), including: driver awareness, driver understanding, changes in driver behavior, and drivers’ opinions. Study findings provide an understanding of the usefulness and effectiveness of using DMS for safety and PSA campaigns, providing a basis for recommendations to influence and/or improve agencies’ guidelines, policies and operations on using DMS as a tool for safety and public service campaigns. KW - Behavior KW - Drivers KW - Highway safety KW - Public information programs KW - Public opinion KW - Public service announcements KW - Recommendations KW - Rural areas KW - Surveys KW - Variable message signs UR - http://www.ops.fhwa.dot.gov/publications/fhwahop16048/fhwahop16048.pdf UR - https://trid.trb.org/view/1426167 ER - TY - RPRT AN - 01613818 AU - Steelman, Joshua AU - Stauffer, Steven AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Mid-America Transportation Center AU - Office of the Assistant Secretary for Research and Technology AU - Federal Highway Administration AU - Federal Transit Administration TI - Performance Assessment of Deteriorated and Retrofitted Steel HP Piles PY - 2016/06//Final Report SP - 98p AB - Steel piles are known to deteriorate at high rates in Nebraska, partially as a result of exposure to weathering, and partially due to corrosive soils. The Nebraska Department of Roads (NDOR) employs a reinforced concrete jacket to slow the progression of corrosion and also to restore capacity to deteriorated piles. The intent of this study was to assess the effectiveness of typical reinforced concrete encasement retrofits. The research included a literature review to collect information for current retrofit practices and research similar in nature to this study, followed by a series of experiments. The findings of the literature review showed that prescriptive concrete jackets were common, but fiber reinforced polymer (FRP) wraps are gaining popularity. Analytical and experimental support for pile retrofits is limited, and recent research is focused on FRP applications, leaving a gap in knowledge for the expected performance of traditional concrete jackets. For the experiments described in this report, two pile scenarios were represented: abutments and pile bents. For each type there was a non-deteriorated, deteriorated, and retrofitted specimen. The capacity of each pile was assessed by applying axial and flexure-inducing shear loads. Deteriorated and retrofitted cases simulated corrosion loss by milling the flanges and cutting out portions of the web. The retrofitted case utilized a reinforced concrete encasement consistent with reference drawings provided by NDOR. The key findings of this study were that the standard retrofit is sufficient and likely more robust than necessary, concomitant with a greater than anticipated jacket-to-pile bond strength developed at the retrofitted section. Further investigation is recommended to determine the bond characteristics of steel fully encased by concrete, and whether simplifications to the typical detail can reliably provide capacity restoration. KW - Abutments KW - Bents KW - Bond strength (Materials) KW - Corrosion KW - Deterioration KW - Evaluation and assessment KW - Fiber reinforced polymers KW - Jacketing (Strengthening) KW - Laboratory tests KW - Literature reviews KW - Nebraska KW - Piles (Supports) KW - Reinforced concrete KW - Retrofitting UR - http://www.roads.nebraska.gov/media/5840/finalreportm027.pdf UR - https://trid.trb.org/view/1425032 ER - TY - RPRT AN - 01610842 AU - Prozzi, Jorge A AU - Smit, Andre AU - Serigos, Pedro AU - Kouchaki, Sareh AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - International Center for Partnered Pavement Preservation (ICP3): First Year Progress Report PY - 2016/06 SP - 60p AB - The Accelerating Innovation in Partnered Pavement Preservation project was initiated to promote and streamline research in the area of pavement preservation and to optimize the use of Texas Department of Transportation's (TxDOT’s) research and implementation resources by fostering cooperation and collaboration with the US DOT Center for Highway Pavement Preservation (CHPP). CHPP is a research and innovation partnership lead by Michigan State University which members include: The University of Texas at Austin, The University of Illinois at Urbana-Champaign, The University of Minnesota, The University of Hawaii at Manoa and North Carolina A&T University. This preliminary progress report summarizes the work performed during the first five months of the project, from April to August 2015. During this period two task orders were developed and the corresponding work was planned and initiated. This report also presents the initial findings of these two task orders. The two task orders are: 1) Determination of Field Performance of Thin Overlays Relative to Alternative Preservation Techniques and 2) Quantification of Highway Pavement Surface Micro- and Macro-Texture. KW - Macrotexture KW - Microtexture KW - Overlays (Pavements) KW - Pavement maintenance KW - Pavement performance KW - Research projects KW - Surface course (Pavements) KW - Texas KW - Texas Department of Transportation UR - http://library.ctr.utexas.edu/ctr-publications/0-6878-1.pdf UR - https://trid.trb.org/view/1421308 ER - TY - SER AN - 01609440 JO - Hydraulic Engineering Circular PB - Federal Highway Administration AU - Kilgore, Roger T AU - Herrmann, George (Rudy) AU - Thomas, Wilbert O AU - Thompson, David B AU - Kilgore Consulting & Management AU - Federal Highway Administration TI - Highways in the River Environment — Floodplains, Extreme Events, Risk, and Resilience PY - 2016/06//2nd IS - 17 SP - 158p AB - This manual provides technical guidance and methods for assessing the vulnerability of transportation facilities to extreme events and climate change in riverine environments. The focus is quantifying exposure to extreme flood events considering climate change and other sources of nonstationarity. It is anticipated that there will be multiple uses for this guidance including risk and vulnerability assessments, planning activities, and design procedure development. The manual provides an overview of federal policies affecting floodplains and floodplain development including Federal Highway Administration (FHWA) and Federal Emergency Management Agency (FEMA) policies as they affect transportation. It also provides a description of extreme and other flood events and provides an overview of the rainfall/runoff and statistical models designers use for hydrologic design. The manual also discusses the uncertainty associated with hydrologic models. With a view toward future design, the manual explains the concept of nonstationarity and two important drivers for nonstationarity: climate change and land use/land cover changes. The manual introduces several tools for identifying and adjusting for trends in the historical record, as well as techniques for projecting floods. The manual provides an overview of climate modeling including descriptions of global climate models (GCMs), regional climate models (RCMs), statistical downscaling, and emissions scenarios. To provide guidance to planners and engineers who plan, design, and maintain the nation’s transportation infrastructure, the manual establishes a context based on the principles of risk and resilience. The manual describes the probabilistic nature of flood events and describes a larger assessment framework to provide cost-effective transportation assets. The manual provides an analysis framework and specific guidance for addressing nonstationarity, including climate change, based on five levels of analysis. The guidance recognizes that all plans and projects do not merit the same attention. Finally, the manual provides case studies to illustrate several of the concepts included in the manual. KW - Case studies KW - Climate change KW - Flood plains KW - Floods KW - Forecasting KW - Highways KW - Hydrologic phenomena KW - Manuals KW - Policy KW - Rainfall KW - Risk assessment KW - Rivers KW - Runoff KW - Statistical analysis KW - Uncertainty UR - http://www.fhwa.dot.gov/engineering/hydraulics/pubs/hif16018.pdf UR - https://trid.trb.org/view/1420799 ER - TY - RPRT AN - 01609438 AU - Smit, Andre de Fortier AU - Trevino, Manuel AU - Garcia, Natalia Zuniga AU - Buddhavarapu, Prasad AU - Prozzi, Jorge AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Selection and Design of Quiet Pavement Surfaces PY - 2016/06//Technical Report SP - 179p AB - This report provides guidelines for the selection and design of quieter pavement surfaces. The focus is on reducing noise at the tire-pavement interface, although the use of quieter pavement surfaces in conjunction with other noise abatement options, such as noise barriers, is also addressed as a case study. A comprehensive literature review is included that outlines the current state of the art in designing quieter pavements and all relevant contributing factors in terms of surface macrotexture, porosity, and resilience. An extensive pavement-noise database was compiled containing a large number and variety of different pavement surfaces used in Texas. In the effort to develop laboratory procedures for designing quieter surfaces, this database was analyzed to identify all relevant design parameters influencing noise. A laboratory test and design procedure to measure and evaluate noise was developed and correlated against design parameters for asphalt and concrete surfaces. Field testing of different asphalt and concrete surfaces was completed, including noise measurements using the on-board sound intensity test method as well as field measurements of surface macrotexture and permeability. The case study documents the design and use of a noise barrier in conjunction with low-noise surfaces to address noise complaints from residents residing along a busy stretch of Interstate Highway 30 (IH30) near Dallas. Products of this research include detailed laboratory test procedures for measuring noise generated by surface materials and a set of guidelines developed to provide the Districts with recommendations to assist in selecting appropriate candidate projects for low-noise surfaces and for designing surfaces to provide long-term noise reductions. KW - Case studies KW - Dallas (Texas) KW - Databases KW - Field tests KW - Laboratory tests KW - Literature reviews KW - Measuring methods KW - Noise barriers KW - Pavement design KW - State of the art KW - Surface course (Pavements) KW - Test procedures KW - Tire/pavement noise UR - http://library.ctr.utexas.edu/ctr-publications/0-6819-1.pdf UR - https://trid.trb.org/view/1420481 ER - TY - SER AN - 01608703 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Over, Thomas AU - Saito, Riki AU - Veilleux, Andrea AU - Sharpe, Jennifer AU - Soong, David AU - Ishii, Audrey AU - U.S. Geological Survey AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Estimation of Peak Discharge Quantiles for Selected Annual Exceedance Probabilities in Northeastern Illinois PY - 2016/06 IS - 16-014 SP - 334p AB - This report provides two sets of equations for estimating peak discharge quantiles at annual exceedance probabilities (AEPs) of 0.50, 0.20, 0.10, 0.04, 0.02, 0.01, 0.005, and 0.002 (recurrence intervals of 2, 5, 10, 25, 50, 100, 200, and 500 years, respectively) for watersheds in Illinois based on annual maximum peak discharge data from 117 watersheds in and near northeastern Illinois. One set of equations was developed through a temporal analysis with a two-step least squares-quantile regression technique that measures the average effect of changes in the urbanization of the watersheds used in the study. The resulting equations can be used to adjust rural peak discharge quantiles for the effect of urbanization, and in this study the equations also were used to adjust the annual maximum peak discharges from the study watersheds to 2010 urbanization conditions. The other set of equations was developed by a spatial analysis. This analysis used generalized least-squares regression to fit the peak discharge quantiles computed from the urbanization-adjusted annual maximum peak discharges from the study watersheds to drainage-basin characteristics. The peak discharge quantiles were computed by using the Expected Moments Algorithm following the removal of potentially influential low floods defined by a multiple Grubbs-Beck test. To improve the quantile estimates, generalized skew coefficients were obtained from a newly developed regional skew model in which the skew increases with the urbanized land use fraction. The drainage-basin characteristics used as explanatory variables in the spatial analysis include drainage area, the fraction of developed land, the fraction of land with poorly drained soils or likely water, and the basin slope estimated as the ratio of the basin relief to basin perimeter. This report also provides: (1) examples to illustrate the use of the spatial and urbanization-adjustment equations for estimating peak discharge quantiles at ungaged sites and to improve flood-quantile estimates at and near a gaged site; (2) the urbanization-adjusted annual maximum peak discharges and peak discharge quantile estimates at streamgages from 181 watersheds including the 117 study watersheds and 64 additional watersheds in the study region that were originally considered for use in the study but later deemed to be redundant. The urbanization-adjustment equations, spatial regression equations, and peak discharge quantile estimates developed in this study will be made available in the web-based application StreamStats, which provides automated regression-equation solutions for user-selected stream locations. Figures and tables comparing the observed and urbanization-adjusted peak discharge records by streamgage are provided at http://dx.doi.org/10.3133/sir20165050 for download. KW - Drainage basins KW - Illinois KW - Land use KW - Peak discharge KW - Regression analysis KW - Spatial analysis KW - Urbanization KW - Watersheds UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=4974 UR - https://trid.trb.org/view/1419247 ER - TY - RPRT AN - 01608651 AU - Liu, Jenny AU - Zhao, Sheng AU - Li, Lin AU - Center for Environmentally Sustainable Transportation in Cold Climates AU - Federal Highway Administration AU - Alaska Department of Transportation and Public Facilities TI - Characterization of Alaskan Hot-Mix Asphalt Containing Reclaimed Asphalt Pavement Material PY - 2016/06//Final Report SP - 194p AB - In order to properly characterize Alaskan hot-mix asphalt (HMA) materials containing recycled asphalt pavement (RAP), this study evaluated properties of 3 asphalt binders typically used in Alaska, PG 52-28, PG 52-40, and PG 58-34, and 11 HMA mixtures containing up to 35% RAP that were either produced in the lab or collected from existing paving projects in Alaska. Various binder and mixture engineering properties were determined, including true high binder grades, complex modulus (|G*|), and phase angle (δ) at high performance temperatures, multiple stress creep recovery (MSCR) recovery rate and compliance, bending beam rheometer (BBR) stiffness and m-value, direct tension (DTT) failure stress and strain for binders, and dynamic modulus, flow number, indirect tension (IDT) creep stiffness and strength for mixtures. Binder cracking temperatures were determined through Thermal Stress Analysis Routine (TSAR) software along with BBR and DTT data. Mixture cracking temperatures were determined with IDT creep stiffness and strength data. It was found that rutting may not be a concern with Alaskan RAP mix, while low-temperature cracking concerns may still exist in RAP mix in Alaska. A savings of $13.3/ton was estimated for a 25% RAP mix, with consideration of Alaskan situations. Many recommendations for future RAP practice and research are recommended based on testing results and cost analysis. KW - Alaska KW - Bituminous binders KW - Cracking KW - Hot mix asphalt KW - Pavement performance KW - Reclaimed asphalt pavements KW - Recommendations KW - Rutting KW - Stiffness KW - Thermal analysis KW - Thermal stresses UR - http://cem.uaf.edu/media/187206/rap-project-report_final_cesticc.pdf UR - https://trid.trb.org/view/1417855 ER - TY - RPRT AN - 01608634 AU - Federal Highway Administration TI - Climate Change and Environmental Justice: Considerations for Transportation Decision-making PY - 2016/06 SP - 4p AB - Rising levels of greenhouse gas (GHG) pollution, primarily from burning fossil fuels, are trapping heat in the atmosphere, causing climate changes such as: more frequent heat waves, heavier downpours, rising sea levels, and stronger coastal storms. Low-income communities are often severely impacted because they have fewer resources than most in the area to adapt to such changes. The U.S. Department of Transportation’s (USDOT) policy statement on climate change affirmed that USDOT will address issues of inequality and environmental justice (EJ) associated with climate change impacts and adaptation. Transportation agencies at the Federal, State, and local levels can reduce negative impacts of climate change on low-income populations and minority populations (EJ communities), through stakeholder inclusion, proactive planning, risk mapping, and the careful consideration of community needs in emergency operations procedures. This brief publication looks at climate change impacts on transportation for EJ communities; impacts of climate change action strategies on transportation needs of EJ communities; and resources for identifying and addressing the needs of EJ communities. KW - Climate change KW - Decision making KW - Environmental justice KW - Low income groups KW - Stakeholders KW - Transportation departments KW - Transportation planning KW - United States UR - http://www.fhwa.dot.gov/environment/environmental_justice/publications/ej_and_climate/ejandclimatechange.pdf UR - https://trid.trb.org/view/1418033 ER - TY - RPRT AN - 01608615 AU - Guensler, Randall AU - Khoeini, Sara AU - Sheikh, Adnan AU - Georgia Institute of Technology, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Macro-Modeling and Micro-Modeling Tools for HOV-to-HOT Lane Analysis PY - 2016/06//Final Report SP - 58p AB - This report summarizes the analysis of observed commuting changes after conversion of an existing carpool lane into a high-occupancy toll lane, on 15.5 miles of Atlanta I-85. The team explored the correlations between observed changes in travel behavior and the socio-spatial characteristics of the users using 1.5 million license plate observations coupled with census demographic data. Commuter response was evident in the observed changes in commuter choice to continue to use the new managed lane, or move to the general purpose lane after conversion. Aggregate-level socio-spatial analysis of the impacts of the Atlanta I-85 high-occupancy vehicle (HOV) to high-occupancy toll (HOT) conversion across demographic groups and socio-economic attributes are presented in this report. This study enhances the ability of modelers to integrate managed lanes into travel demand models, with respect to travel demand response across user characteristics. The report also introduces a comprehensive modeling framework for socioeconomic analysis of managed lanes. The methods developed through this can inform future Traffic and Revenue Studies and help to better predict the socio-spatial characteristics of the target market. KW - Analysis KW - Atlanta (Georgia) KW - Commuting KW - Demographics KW - High occupancy toll lanes KW - High occupancy vehicle lanes KW - Managed lanes KW - Socioeconomic factors KW - Spatial analysis KW - Travel behavior KW - Travel demand UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/14-31.pdf UR - https://trid.trb.org/view/1418718 ER - TY - SER AN - 01608524 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Ashiquzzaman, Md AU - Hui, Li AU - Schmeltz, Justin AU - Merino, Carlos AU - Bozkurt, Bora AU - Ibrahim, Ahmed AU - Lindquist, Will AU - Hindi, Riyadh AU - Saint Louis University AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Effectiveness of Exterior Beam Rotation Prevention Systems for Bridge Deck Construction PY - 2016/06 IS - 16-016 SP - 126p AB - Bridge decks often overhang past the exterior girders in order to increase the width of the deck while limiting the required number of longitudinal girders. The overhanging portion of the deck results in unbalanced eccentric loads to the exterior girders, which are generally greatest during construction. These eccentric loads mainly come from the bridge placing and finishing equipment as well as fresh concrete and other construction live loads that can create rotation of the exterior girders in the transverse direction. The rotations can also affect both the global and local stability of the girders as well as the bridge. In this study, the current bracing systems used by the Illinois Department of Transportation (IDOT) were evaluated through field instrumentation, finite element analysis (FEA), and the use of the Torsional Analysis Exterior Girders (TAEG)) program. Alternative bracing systems were evaluated through an experimental study and FEA. Based on this work, it is recommended that intermediate cross frames with top and bottom angles in addition to cross-angle sections in the exterior panels be specified to limit exterior girder rotation during construction. An alternative approach is to place transverse ties and diagonal pipes in the exterior panels at a spacing to maintain the spacing-to-girder-depth ratio below 3.94. KW - Beams KW - Bracing KW - Bridge construction KW - Bridge decks KW - Evaluation and assessment KW - Finite element method KW - Girders KW - Illinois Department of Transportation KW - Rotation UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=4976 UR - https://trid.trb.org/view/1417690 ER - TY - SER AN - 01605790 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - LaFave, James M AU - Fahnestock, Larry A AU - Wright, Beth A AU - Riddle, Joseph K AU - Jarrett, Matthew W AU - Svatora, Jeffrey S AU - An, Huayu AU - Brambila, Gabriela AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Integral Abutment Bridges Under Thermal Loading: Numerical Simulations and Parametric Study PY - 2016/06 IS - 16-015 SP - 85p AB - Integral abutment bridges (IABs) have become of interest due to their decreased construction and maintenance costs in comparison to conventional jointed bridges. Most prior IAB research was related to substructure behavior, and, as a result, most limit states that have been considered in design guidelines have been based on substructure considerations. However, integral abutment construction also affects superstructure behavior and demands, and superstructure properties directly influence substructure behavior. This report presents numerical simulations evaluating the behavior of IABs with composite steel I-girders subjected to temperature changes consistent with seasonal fluctuations in the state of Illinois. Nonlinear bridge models are introduced in which key parameters are varied, such as span length, pile size, and skew. Other parameters that were deemed of less importance, like various pile and soil conditions, are studied as well. Three-dimensional finite element model results indicate that longitudinal bridge movement is directly dependent on IAB effective expansion length (EEL), regardless of other bridge design parameters. Structural responses such as girder superstructure elastic stress and pile substructure inelastic strain are influenced by EEL, pile type and size, superstructure rotational stiffness, and bridge skew. Results presented herein suggest that superstructure geometry—including bridge skew—should be considered in IAB substructure design and that thermally induced stresses and strains should be considered in superstructure and substructure design. KW - Bridge design KW - Bridge superstructures KW - Finite element method KW - Girders KW - Illinois KW - Jointless bridges KW - Parametric analysis KW - Simulation KW - Skew bridges KW - Thermal stresses UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=4972 UR - https://trid.trb.org/view/1416842 ER - TY - RPRT AN - 01605775 AU - Felton, Benjamin R AU - Goodall, Jonathan L AU - Fitch, G Michael AU - Virginia Center for Transportation Innovation and Research AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Leveraging Freely Available Remote Sensing and Ancillary Datasets for Semi- Automated Identification of Potential Wetland Areas Using a Geographic Information System (GIS) PY - 2016/06//Final Report SP - 31p AB - The purpose of this study was to develop a wetland identification tool that makes use of freely available geospatial datasets to identify potential wetland locations at a spatial scale relevant for transportation corridor assessments. The tool was developed to assist the Virginia Department of Transportation in wetland identification over large geographic regions. Wetland identification is an integral part of many construction projects performed by state departments of transportation. However, current methods for wetland identification in support of these activities are lacking in one or more of the following ways: inadequate use of ancillary data, little automation, failure to leverage freely available data, excessive computation times, high expense, or the requiring of software not typically available to state departments of transportation. This study addressed these limitations through development of a geographic information system (GIS)-based wetland screening tool with freely available data and automated geoprocessing workflows to assist in wetland identification over large geographic regions. The tool was designed as a screening tool able to identify potential wetland areas that would require further investigation by a trained wetland identification expert. Therefore, the tool was designed to minimize false negatives: cases where the tool incorrectly designates wetland as non-wetland. Application of the tool to a study region with detailed wetland delineations showed that the tool correctly identified wetlands nearly 70% of the time, produced false positives 24% of the time, and produced false negatives only 6% of the time. The tool allows decision makers to adjust the sensitivity of the wetland identification algorithm in order to decrease false negatives at the expense of increasing the fraction of the study area identified as potential wetland. The tool, therefore, allows decision makers to balance trade-offs between the amount of area requiring more detailed wetland identification and the frequency with which wetland areas are misidentified by the screening tool as false negatives. Although the wetland identification tool was shown to be effective, future studies will be required to calibrate and validate the tool further using a broader range of application areas. The study recommends that this be done by way of additional corridor analyses to facilitate further improvements to the tool. KW - Decision support systems KW - Detection and identification KW - Geographic information systems KW - Geospatial analysis KW - Remote sensing KW - Spatial analysis KW - State departments of transportation KW - Transportation corridors KW - Transportation planning KW - Virginia KW - Wetlands UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/16-r21.pdf UR - https://trid.trb.org/view/1415837 ER - TY - SER AN - 01605773 JO - TechBrief PB - Federal Highway Administration TI - Comparison of Driver Yielding for Rectangular Rapid-Flashing Beacons Used Above and Below Pedestrian Crossing Signs PY - 2016/06 SP - 8p AB - Traffic control devices, such as rectangular rapid-flashing beacons (RRFBs), have been shown to increase the number of drivers yielding to crossing pedestrians. Evaluations of field installations of these devices have been conducted in several locations, including Florida, Texas, Oregon, Michigan, Arizona, Wisconsin, and Calgary, AB. Before-after studies have shown a large increase in driver yielding between the before period (range of 1 to 83 percent) to the after period (range of 38 to 98 percent). Although the RRFB is allowed under interim approval from the Federal Highway Administration (FHWA), there is a 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, 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. One of the areas for which the STC is seeking advice is the position of the beacons relative to the crossing sign. For example, does positioning the beacons above the sign improve the driver’s ability to see a pedestrian crossing or waiting to cross and thus yield to crossing pedestrians? This TechBrief describes the methodology and results from an open-road study sponsored by FHWA that examined driver yielding behavior at crosswalks with RRFBs positioned above the pedestrian crossing sign and at crosswalks with RRFBs positioned below the sign. KW - Behavior KW - Crosswalks KW - Drivers KW - Field studies KW - Flashing beacons KW - Methodology KW - Pedestrian signs KW - Yielding UR - http://www.fhwa.dot.gov/publications/research/safety/16041/16041.pdf UR - https://trid.trb.org/view/1415261 ER - TY - RPRT AN - 01605753 AU - Perez, William A AU - Bertola, Mary Anne AU - Philips, Brian AU - Leidos AU - Federal Highway Administration AU - Federal Highway Administration TI - Active Traffic Management: Comprehension, Legibility, Distance, and Motorist Behavior in Response to Selected Variable Speed Limit and Lane Control Signing PY - 2016/06 SP - 110p AB - Active traffic management (ATM) incorporates a collection of strategies allowing the dynamic management of recurrent and nonrecurrent congestion based on prevailing traffic conditions. These strategies help to increase peak capacity, smooth traffic flows, and enhance safety on busy major highways. This final report describes a series of experiments that developed and tested alternative signs focusing on lane control signs (LCS) and variable speed limit (VSL) signs and used the deployments in Minnesota and Washington as inputs to sign development. Laboratory and field studies determined both the comprehension of the ATM signs as well as their respective legibility distances. Two driving simulator studies helped determine how motorists responded to these signs in a simulated driving environment. Research results are discussed for the various studies, including legibility distances, driver behavior, speed selection, and visual clutter with respect to the used of the LCS and VSL signs. KW - Advanced traffic management systems KW - Behavior KW - Comprehension KW - Distance KW - Drivers KW - Driving simulators KW - Field studies KW - Laboratory studies KW - Legibility KW - Minnesota KW - Variable message signs KW - Variable speed limits KW - Washington (State) UR - http://www.fhwa.dot.gov/publications/research/safety/16037/16037.pdf UR - https://trid.trb.org/view/1415260 ER - TY - RPRT AN - 01605748 AU - Federal Highway Administration TI - Bike Network Mapping Idea Book PY - 2016/06 SP - 57p AB - This resource highlights ways that different communities have mapped their existing and proposed bicycle networks. It shows examples of maps at different scales, while also demonstrating a range of mapping strategies, techniques, and approaches. Facility types represented on the respective maps and legends are each different because they represent a community’s unique context and needs. It is intended to serve as a resource as communities work to identify, plan, and improve their bicycle networks. Connected pedestrian and bicycle networks make walking, wheeling, and bicycling viable transportation choices for everyone. Networks enhance access to jobs, schools, and health care, while also promoting equity, physical activity, and health. Connected networks are comprised of a range of facility types (e.g. bike lanes, separated bike lanes, shared use paths, etc.), linked together to facilitate short trips to and from destinations and long linear connections across a city or region. A first step to achieving connected networks is to document where bicycling infrastructure currently exists. It is also essential to establish a vision for the future network. This vision is often captured in the form of a map and it’s developed as part of a local planning process that includes opportunities for public participation and input. A community’s existing and proposed bicycle network maps inform the day-to-day programming and prioritization of projects and help to ensure that all transportation improvements are enhancing the quality of the nonmotorized network and capturing opportunities to make linkages between existing and new facilities. KW - Bicycle facilities KW - Cities KW - Mapping KW - Maps KW - Networks KW - Regional planning UR - http://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/bikemap_book/bikemap_book.pdf UR - http://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/bikemap_book/bikemap_book_lowres.pdf UR - http://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/bikemap_book/bikemap_book_part1.pdf UR - http://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/bikemap_book/bikemap_book_part2.pdf UR - http://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/bikemap_book/bikemap_book_part3.pdf UR - https://trid.trb.org/view/1415853 ER - TY - RPRT AN - 01605690 AU - Dahlberg, Justin M AU - Phares, Brent AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Polymer Concrete Overlay Evaluation PY - 2016/06//Final Report SP - 245p AB - The objectives of this work were to document the state-of-the-practice with respect to polymer concrete overlays, document the placement of two overlays in Iowa, monitor the field performance of the overlays over a two-year period, and relate their performance to material usage and/or workmanship. The two bridges—a Johnson County, Iowa bridge over I-80 on 12th Avenue in Coralville, and the Keg Creek Bridge on Hwy 6 in western Iowa, 10 miles east of Council Bluffs—were overlaid during the summer/fall of 2013. The process by which each bridge was overlaid was similar in many ways, although a few slight differences existed. Over time, each overlay has generally performed quite well with only a few areas of exception. It is believed that these localized areas likely underperformed due to poor deck preparation, improper polymer mixing, snowplow impact, or a combination thereof. KW - Bridge decks KW - Concrete overlays KW - Evaluation and assessment KW - Highway bridges KW - Iowa KW - Polymer concrete KW - State of the practice UR - http://lib.dr.iastate.edu/cgi/viewcontent.cgi?article=1206&context=intrans_reports UR - https://trid.trb.org/view/1415855 ER - TY - RPRT AN - 01605686 AU - Moruza, Audrey K AU - Matteo, Adam D AU - Mallard, Jonathan C AU - Milton, Jeffrey L AU - Nallapaneni, Prasad L AU - Pearce, Rex L AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Methodology for Ranking Relative Importance of Structures to Virginia’s Roadway Network PY - 2016/06//Final Report SP - 61p AB - In 2011, the Structure and Bridge Division of the Virginia Department of Transportation (VDOT) requested assistance from the Virginia Transportation Research Council to develop a structure scoring tool that would rank the relative importance of VDOT-maintained structures to the highway network and to the economy of Virginia. Although tools existed to rank structures by condition and age, no scoring tool existed that systematically incorporated non–condition-based structure features known to be relevant to decision-makers, such as intensity of travel demand for a structure relative to its capacity, the relative magnitude of user costs imposed by potential closure of the structure, and the relative impact of closure of a particular structure on key nearby facilities. The new tool produces a structure score dubbed the “Importance Factor” score (IF score) for all open structures in VDOT’s current inventory database. IF scores are based on current data in the structure inventory database on which other structure scoring tools in current use are based, supplemented by geopositional data that identify schools, hospitals, and fire/rescue stations within half-mile increments of each eligible structure up to 3 miles. Beyond 3 miles, a structure is assumed to provide negligible mobilization options to these “key” facilities. IF scores are relative rankings; thus they have no inherent meaning at face value. The tool was statistically tested and adjusted to ensure that the structure characteristics selected to generate IF scores would have known and measurable impacts in accordance with the intentions of an expert panel composed of staff from VDOT’s Structure and Bridge Division. Consequently, the relative influences of the factors that determine IF scores are assured by model specification. IF scores are relative rankings of eligible VDOT-maintained structures and may be updated each time a structure inventory database is refreshed. To existing structure scoring tools that measure relative funding need among structures based on condition and age factors, the IF score adds the critically important dimension of the structure’s role in the highway system and the economy of Virginia. The study recommends that VDOT’s Structure and Bridge Division include consideration of IF scores in making closure decisions and in the process of allocating funds; that VDOT’s Structure and Bridge Division consider the new IF rankings, alongside condition and budget data, in decisions relating to bridge maintenance such as ranking structures for rehabilitation or replacement, restorative maintenance, and preventative maintenance actions when preparing the annual needs assessment; and that VDOT’s Traffic Engineering Division and Information Technology Division provide support to VDOT’s Structure and Bridge Division to automate the export of relevant data that are incorporated into the IF tool from data sources outside the Structure and Bridge Division. KW - Bridges KW - Decision support systems KW - Maintenance management KW - Methodology KW - Ranking (Statistics) KW - Spatial analysis KW - Structures KW - Virginia KW - Virginia Department of Transportation UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/16-r19.pdf UR - https://trid.trb.org/view/1414826 ER - TY - RPRT AN - 01605676 AU - Gibson, Bryan AU - Wallace, Candice AU - Kentucky Transportation Center AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Cost Benefit Analysis: Applications and Future Opportunities PY - 2016/06 SP - 46p AB - Cost Benefit Analysis (CBA or Benefit Cost Analysis — BCA) is an evaluation tool that state transportation agencies can use to compare infrastructure project options across transportation modes and gauge if the discounted value of benefits exceed the costs. CBA lets policymakers compare alternative project proposals to a baseline scenario, or status quo case, under which no investments are made. CBA is used to select which proposal is the most sensible investment — ideally, the project that maximizes benefits while minimizing costs should be chosen. As the use of CBA to evaluate projects and grant applications (e.g., Transportation Investments Generating Economic Recovery (TIGER) Discretionary Grants) continues to grow, state transportation agencies must gain knowledge of CBA methodologies, especially if they want to remain competitive for federal funding. This study documents historical trends in CBA from literature and past studies, provides background on how CBA’s are performed, and describes the purpose and basic function of CBAs. The researchers investigated CBA applications and programs that the Kentucky Transportation Cabinet (KYTC) could potentially use to prioritize projects and identify other investment opportunities. This report serves as a primer on the basic elements of CBA, describes what costs and benefits are typically incorporated into analysis, and gives an overview of the formulas that are used to derive costs and benefits. In the transportation context, most benefits are derived from travel time savings and crash reductions. Typical costs include construction and subsequent maintenance. Researchers developed a simple workbook application that KYTC personnel can use to run a CBA. The workbook calculates present value of costs and benefits and makes both net present value (NPV) and benefit-cost ratio (BCR) available to the user. KW - Benefit cost analysis KW - Benefits KW - Costs KW - History KW - Kentucky Transportation Cabinet KW - Literature reviews KW - Methodology KW - State departments of transportation KW - Transportation planning UR - http://www.ktc.uky.edu/files/2016/07/KTC_16_04_SPR16_517_1F.pdf UR - https://trid.trb.org/view/1416969 ER - TY - SER AN - 01605660 JO - TechBrief PB - Federal Highway Administration TI - Road User Behaviors At Pedestrian Hybrid Beacons PY - 2016/06 SP - 8p AB - The pedestrian hybrid beacon (PHB) has shown great potential for improving pedestrian safety and driver yielding. However, questions remain regarding under what roadway conditions— such as crossing distance (i.e., number of lanes) and posted speed limit—should it be considered for use. In addition, there are questions about the device’s operations; for example, a current topic of discussion within the profession is the way drivers treat a PHB when it is dark. PHBs dwell in a dark mode for drivers until activated by a pedestrian. A concern within the profession is that drivers will see a dark PHB and treat it as a Stop sign (R1-1), similar to the required behavior for a dark traffic control signal that has experienced a power outage. Because of the questions being asked regarding driver and pedestrian behaviors with PHBs, the Federal Highway Administration (FHWA) sponsored a study to record behaviors at existing sites. This TechBrief describes the methodology and results from an open-road study that examined driver and pedestrian behavior at crosswalks with PHBs. KW - Behavior KW - Crosswalks KW - Drivers KW - Field studies KW - Flashing beacons KW - Methodology KW - Pedestrians KW - Traffic control devices UR - http://www.fhwa.dot.gov/publications/research/safety/16039/16039.pdf UR - https://trid.trb.org/view/1415262 ER - TY - RPRT AN - 01605555 AU - Mobile Barriers LLC AU - American Traffic Safety Services Association AU - Federal Highway Administration TI - Portable Positive Protection: A Guide for Short Duration and Short Term Work Zones PY - 2016/06 SP - 16p AB - Transportation agencies, contractors, researchers, and private vendors are actively looking for new methods and devices to help make construction and maintenance work zones safer while maximizing mobility. Short-term and short-duration work zones are no exception, especially as fewer devices can be used in a practical way than in long-term work zones due to the limited installation time available. Practitioners commonly cite the challenge of using traditional devices for protection, as installation costs are high relative to the project and it may take longer to install the devices than perform the planned activities. This situation creates the need for more portable positive protection devices in lieu of traditional devices (such as temporary concrete barrier or “TCB”) that are commonly used on long-term projects, but can’t be repositioned easily. This document looks at why portable positive protection should be used and examines types of portable positive devices currently available such as: highly mobile barriers, movable steel barriers, and protective vehicles. It also examines the cost benefits of portable positive protection and includes ten suggested steps to take when planning to use portable positive protection. KW - Benefit cost analysis KW - Implementation KW - Portable equipment KW - Temporary barriers KW - Vehicles KW - Work zone safety KW - Work zones UR - http://mobilebarriers.com/images/docs/20160627%20Portable%20Positive%20Protection%20Guide--Mobile%20Barriers%20MBT-1.pdf UR - https://trid.trb.org/view/1414357 ER - TY - RPRT AN - 01603593 AU - Bryce, James M AU - Flintsch, Gerardo W AU - Katicha, Samer W AU - Diefenderfer, Brian K AU - Sarant, Alex AU - Virginia Tech Transportation Institute AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Development of Pavement Structural Capacity Requirements for Innovative Pavement Decision-Making and Contracting: Phase II PY - 2016/06//Final Report SP - 47p AB - The structural capacity of a pavement has been shown to be a good indicator of the required maintenance and expected performance of pavements. However, results in the literature provide few indices for rigid and composite pavements. This study developed an index that produced promising results for use with composite pavements. The index relates deflection measurements to the performance of the pavement. Limited conclusions could be drawn from the results of rigid pavement testing due to the limited sample size and scope of the available data. The report presents steps for including the structural indices in pavement evaluation and management processes and a tool that can be used by engineers to calculate the structural indices for flexible and composite pavements based on defined input parameters. A number of recommendations for implementation are made based on the findings of this study. KW - Composite pavements KW - Decision making KW - Deflection tests KW - Evaluation KW - Flexible pavements KW - Nondestructive tests KW - Pavement performance KW - Recommendations KW - Structural analysis KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/16-r20.pdf UR - https://trid.trb.org/view/1412045 ER - TY - RPRT AN - 01603566 AU - Higgins, Chad AU - Liu, Ziru AU - Stewart, Ryan AU - Kelley, Jason AU - Drake, Steve AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Design Guide for Roadside Infiltration Strips in Western Oregon PY - 2016/06//Final Report SP - 134p AB - Roadside infiltration strips, also called vegetated filter strips, have the ability to decrease the immediate impact of road runoff on nearby streams and agricultural fields. Though there is a rich history of research on the chemical and physical filtering capabilities of these structures, total infiltration capacity is often not the focus of these research efforts. By using dimensional analysis of a varied infiltration capacity dataset, this research developed a new design equation and subsequent design chart to simplify and streamline the infiltration strip design process. Given that the parameters and variables used in this design process are freely available in map form, a preliminary analysis of all roads within the western corridor of Oregon could be performed in geographic information systems (GIS) for future filter width design. The design equation was created by the following process. 1) A network of roadside infiltration observation plots was constructed and operated for 2 years. The network consisted of five plots arranged in a transect from the Oregon coast to the Cascade foothills. Within each plot, rainfall, soil moisture, soil water content and total runoff from the observation area were recorded every 15 minutes and averaged into daily infiltration intervals; 2) Semi-empirical relationships between the road geometry, the soil physical properties, and the local climate were explored with dimensional analysis; 3) Final groupings of variables were found, collapsing the data to a single semi-empirical relationship. This relationship is the design equation. For practical design applications, a specified range of variables was used to turn the design equation into a design chart. This report is divided into 4 sections. An introduction and general background is presented in Section 1, followed by a detailed description of each study sited is presented in Section 2. In Section 3, summary statistics and time series of the data are presented. In Section 4, the rationale and logical process to create the design equation is outlined, and the ultimate design equation and design chart is given. The report is concluded with an example calculation of a roadside filter strip width. KW - Design KW - Geographic information systems KW - Infiltration KW - Oregon KW - Roadside KW - Runoff KW - Time series analysis KW - Vegetation KW - Width UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR758_DesignGuide_InfiltrationStrips_FinalReport.pdf UR - https://trid.trb.org/view/1411141 ER - TY - RPRT AN - 01603556 AU - Courville, Leticia S F R AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - LED Traffic Signal Management System PY - 2016/06//Final Report SP - 71p AB - This research originated from the opportunity to develop a methodology to assess when LED (Light Emitting Diode) traffic signal modules begin to fail to meet the Institute of Transportation Engineers (ITE) performance specification for luminous intensity for motorists. The ultimate goal of this research project is to provide the Louisiana Department of Transportation and Development (DOTD) with a replacement schedule for LED signal modules. To this end, the objective of this research is to develop lifetime curves of these modules and to establish the life-span of signal modules. These curves will depict how these modules’ luminous intensity degrades until reaching the end of their useful life. The research methodology and findings will allow other researchers in different climatic regions to test their own modules. In this research, the operating time of LED signal modules is equal to 20,000 hours of operation. The research methodology is comprised of three data sets of measurements of the luminous intensity of the signal modules. The first data set was collected by an independent lab with multiple data points per module. This lab data set was measured sequentially at a fixed 2,000-hour time interval for the first 10,000 hours of operation, and then once again at 20,000 hours. The other two data sets were collected by DOTD employees at the Traffic Services yard using two distinct devices with one data point per module. These in-house data sets will be measured sequentially at a fixed 500-hour time interval for the duration of this research project. The results of this study indicate that a five-year replacement schedule of LED modules appears to be too soon. It is unknown at this point what the exact lifetime curve of these specific LED modules is. KW - Data collection KW - Equipment replacement KW - Light emitting diodes KW - Louisiana KW - Luminous intensity KW - Service life KW - Traffic signals UR - http://www.ltrc.lsu.edu/pdf/2016/FR_563.pdf UR - https://trid.trb.org/view/1411146 ER - TY - SER AN - 01603533 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Schattler, Kerrie L AU - Hanson, Trevor AU - Maillacheruvu, Krishnanand AU - University of Illinois, Urbana AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Effectiveness Evaluation of a Modified Right‐Turn Lane Design at Intersections PY - 2016/06 IS - 16-013 SP - 131p AB - From 2006 to 2014, ten right‐turn approaches in the Peoria, Illinois, area were selected and reconstructed with a modified right‐turn lane design. The major purpose of the modified design was to improve the line of sight for passenger vehicles attempting to turn right, while also accommodating semi‐tractor trailer trucks. While the actual changes varied among intersections, the final result at each was an improvement to the approach angle for right‐turning vehicles stopped to view cross traffic. Bradley University researchers were involved in a two‐part study in which they (1) performed site‐specific effectiveness evaluations of the modified sites, and (2) conducted a crash causation analysis of right‐turn crashes at 116 sites in Illinois to identify geometric design variables that correlate with right‐turn crashes. In the site‐specific evaluation, driver behavior analyses and traffic crash–based safety analyses were performed to assess the safety performance of the modified right‐turn lane design. The field investigations of driver behavior, which included a comparative “test and control” analysis at ten sites, indicated that line of sight and approach angle was improved; specifically, fewer drivers had to make exaggerated head turns to complete the right‐turn, there were fewer roll‐and‐go stops, and more vehicles stopped at the stop bar when a stop was required. Additionally, the crash‐based safety evaluation, using the empirical Bayes method, revealed statistically significant reductions in crashes at the subject approaches (59.0%) and the targeted crash type, right‐turn crashes at the subject approaches (59.6%) after the modifications were made. Based on these results, it is recommended that improving the right‐turn approach angle by reducing the skew of the right‐turn approach be considered as a safety measure for sites experiencing right‐turn crashes in Illinois. The results of the crash causation analyses revealed significantly higher right‐turn crashes for approaches with head‐turn angles greater than 140°, right‐turn angles less than 45°, and acute intersection angle less than 75°. Recommendations on the characteristics of good candidate sites for the installation of the modified right‐turn lane design in Illinois are presented in this report.   KW - Bayes' theorem KW - Behavior KW - Crash analysis KW - Crash causes KW - Drivers KW - Evaluation KW - Geometric design KW - Highway design KW - Line of sight KW - Peoria (Illinois) KW - Right turn lanes UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=4949 UR - https://trid.trb.org/view/1410490 ER - TY - RPRT AN - 01603532 AU - Kreitman, Kerry AU - Azad, Amir Reza Ghiami AU - Patel, Hemal AU - Engelhardt, Michael AU - Helwig, Todd AU - Williamson, Eric AU - Klingner, Richard AU - Texas Department of Transportation AU - Federal Highway Administration AU - University of Texas, Austin TI - Strengthening Existing Continuous Non-Composite Steel Girder Bridges Using Post-Installed Shear Connectors PY - 2016/06 SP - 154p AB - This study investigated the use of post-installed shear connectors for strengthening existing non-composite continuous steel girder bridges. The existing bridges considered in this study have strength deficiencies in both the positive and the negative moment regions. The type of post-installed shear connector investigated in this study was an adhesive anchor, which is installed from underneath the bridge deck. The strengthening approach involves installing adhesive anchors to increase girder flexural capacity in positive moment regions, and allowing inelastic moment redistribution in negative moment regions. A variety of theoretical, computational, and experimental studies were completed as part of this investigation. The findings of this research indicate that strengthening non-composite continuous steel girder bridges with post-installed shear connectors and moment redistribution is a feasible and efficient method of extending the useful service life of a bridge. Increases of more than 60% in the load rating of bridges considered in this study were attained by strengthening to a composite ratio of only 30%. Design recommendations are provided in this report. KW - Anchors (Structural connectors) KW - Bridge anchorages KW - Continuous girder bridges KW - Flexural strength KW - Load factor KW - Recommendations KW - Steel bridges KW - Strengthening (Maintenance) UR - http://library.ctr.utexas.edu/ctr-publications/0-6719-1.pdf UR - https://trid.trb.org/view/1410845 ER - TY - RPRT AN - 01603498 AU - Ohlms, Peter B AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Trip Generation at Virginia Agritourism Land Uses PY - 2016/06//Final Report SP - 57p AB - When new agritourism land uses are initially proposed, a lack of data on how many vehicle trips these uses tend to create (known as trip generation) means that there is limited guidance available for transportation planners and engineers to make appropriate and sound recommendations regarding entrances and other traffic improvements. Agritourism land uses can include farm wineries, breweries, distilleries, orchards allowing visitors to pick fruits and vegetables, and farm stands and markets. This study reviewed existing information about agritourism trip generation rates and conducted data collection and analysis with regard to these rates at five winery and cidery sites in Virginia. In Virginia, localities have the ability, albeit limited, to regulate special events held at agritourism sites, so this study looked at non-event trip volumes. Engineers and transportation planners typically use trip generation data from the Institute of Transportation Engineers’ Trip Generation Manual to determine entrance categories and to recommend street improvements and strategies for safety or capacity. The manual includes trip rates for several uses that could be considered related but that do not exactly represent the range or character of agritourism uses, with the possible exception of breweries serving a full menu approximating the manual’s definition of “quality restaurant.” The data reported in the manual for most of these agritourism-related uses had a large degree of variability. Recent studies of trip generation at wineries, all from California, were also reviewed. Data collected for the five Virginia sites had high variability, but certain independent variables had moderately high correlations with trips: (1) number of employees, (2) population within a 60-minute drive, (3) households within a 60-minute drive, and (4) square footage of tasting room. Although based on a small sample size, the results suggest that established retail wineries/cideries are likely to exceed the Virginia Department of Transportation’s 50-trips-per-day maximum threshold for a “low volume commercial entrance,” falling instead into the “moderate volume commercial entrance” or the “commercial entrance” category. Based on the findings of this study, it appears that Virginia Department of Transportation's (VDOT’s) practice of assuming low trip volumes for agritourism land uses may result in entrances that are undersized for the amount of traffic they carry. The “moderate volume commercial entrance” category may be appropriate for agritourism land uses in most cases. In addition, weekday peak hour volumes for the agritourism land use sites studied did not occur during the weekday peak hours of adjacent streets. Promising site-based variables for Virginia wineries include square footage of a tasting room and number of employees at peak season, and when no site-based variables are available other than location, Census-derived variables can provide some information. Additional research could clarify the findings of this study. Recommendations for VDOT’s Office of Land Use include (1) providing guidance to VDOT’s transportation and land use directors indicating that retail-focused wineries can be assumed to generate well more than 50 vehicle trips per day at peak season and (2) investigating possible adjustments to the traffic volume thresholds for the “moderate volume commercial entrance” category. KW - Commercial buildings KW - Farms KW - Land use KW - Tourism KW - Traffic volume KW - Transportation planning KW - Trip generation KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/16-r18.pdf UR - https://trid.trb.org/view/1412047 ER - TY - RPRT AN - 01602596 AU - Himes, Scott AU - Gross, Frank AU - Eccles, Kimberly AU - Persaud, Bhagwant AU - VHB AU - Federal Highway Administration TI - Safety Evaluation of Intersection Conflict Warning Systems PY - 2016/06 SP - 80p AB - The Federal Highway Administration (FHWA) organized a pooled fund study of 40 States to evaluate low-cost safety strategies as part of its strategic highway safety effort. One of the strategies selected for evaluation was intersection conflict warning systems (ICWSs). This strategy is intended to reduce the frequency of crashes by alerting drivers to conflicting vehicles on adjacent approaches at unsignalized intersections. Geometric, traffic, and crash data were obtained for four-legged, rural, two-way stop-controlled intersections with ICWS installations in Minnesota, Missouri, and North Carolina. To account for potential selection bias and regression-to-the-mean, an empirical Bayes before–after analysis was conducted, using reference groups of similar four-legged, rural, two-way stop-controlled intersections without ICWS installation. The analysis also controlled for changes in traffic volumes over time and time trends in crash counts unrelated to the strategy. The combined results for all States indicated statistically significant crash reductions for most crash types for two-lane at two-lane intersections and for four-lane at two-lane intersections. For two-lane at two-lane intersections, the statistically significant crash modification factors (CMFs) for total, fatal and injury, right-angle, and rear-end crashes were 0.73, 0.70, 0.80, and 0.43, respectively. For four-lane at two-lane intersections, the statistically significant CMFs for total, fatal and injury, right-angle, and nighttime crashes were 0.83, 0.80, 0.85, and 0.61, respectively. The benefit-cost ratio estimated with conservative cost and service life assumptions was 27:1 for all two-lane at two-lane intersections and 10:1 for four-lane at two-lane intersections. The results suggest that the ICWS strategy, even with conservative assumptions on cost, service life, and the value of a statistical life, can be cost effective. Because this is an evolving strategy, the results of this study reflect installation practices to date. KW - Before and after studies KW - Benefit cost analysis KW - Cost effectiveness KW - Crash modification factors KW - Empirical Bayes method KW - Minnesota KW - Missouri KW - North Carolina KW - Rural areas KW - Traffic conflicts KW - Two way stop controlled intersections KW - Unsignalized intersections KW - Warning systems UR - http://www.fhwa.dot.gov/publications/research/safety/16035/16035.pdf UR - https://trid.trb.org/view/1412576 ER - TY - RPRT AN - 01602594 AU - Al-Qadi, Imad AU - Wang, Hao AU - Ouyang, Yanfeng AU - Grimmelsman, Kirk AU - Purdy, Jeffrey AU - Pennoni Associates Incorporated AU - Federal Highway Administration TI - LTBP Program’s Literature Review on Weigh-in-Motion Systems PY - 2016/06//Final Report SP - 46p AB - Truck size and weight are regulated using Federal and State legislation and policies to ensure safety and preserve bridge and highway infrastructure. Weigh-in-motion (WIM) systems can capture the weight and other defining characteristics of the vehicles actually using the Nation’s highways, providing important loading-related data that are essential for evaluating the performance of transportation infrastructure. As part of the Federal Highway Administration’s (FHWA's) Long-Term Bridge Performance (LTBP) Program’s Technical Assistance Contract, a literature review of the state of the practice was performed for WIM systems installed in pavements and on bridges. This literature review focused on the development of WIM systems, concepts for measuring axle loads, the applications of WIM sensors for pavements, and recent advancements in bridge WIM systems. This review covers the types, installation, calibration, operations, accuracy, efficiency, effectiveness, and durability of WIM systems, in addition to current Federal and State truck load regulations. This review facilitates selection of the appropriate WIM technology systems for consideration and use to address LTBP Program needs. This literature review serves as a reference document for Pooled Fund Project Number TPF-5(283), The Influence of Vehicular Live Loads on Bridge Performance, which targets the impact of vehicle live loads on bridge component durability. KW - Bridges KW - Data collection KW - Durability KW - Literature reviews KW - Long-Term Bridge Performance Program KW - Size and weight regulations KW - State of the practice KW - Trucks KW - Weigh in motion UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/ltbp/16024/16024.pdf UR - https://trid.trb.org/view/1412575 ER - TY - RPRT AN - 01610885 AU - Whitney, Reeves AU - Braxtan, Nicole Leo AU - Wang, Qian AU - Koch, Gregory AU - Manhattan College AU - University Transportation Research Center AU - Federal Highway Administration AU - Office of the Assistant Secretary for Research and Technology TI - Analysis of Curved Weathering Steel Box Girder Bridges in Fire PY - 2016/05/31/Final Report SP - 61p AB - Box girder bridges are becoming more common because of their ease of construction, pleasing aesthetics, and serviceability. Projects with curved configuration and long spans can especially benefit from these advantages. However, the industry lacks a wide range of research on multi-span steel box girder cross-sections and their response to fire events. In addition, steel box girders are commonly constructed from weathering steel, which has little available research into their performance in fire. This paper will discuss the current literature, challenges, and available verification studies for this particular combination of cross section and material properties. Results show large deflections in the steel box girder as the temperature of the steel increases over the duration of the fire. Temperatures of the steel tub increase rapidly due to the low weight-to-heated perimeter ratio of the thin members. The concrete slab does not exhibit significant increase in temperature from the fire below. Furthermore, forces that act on the individual members of the bridge are greatly affected by the location of the fire. KW - Box girder bridges KW - Bridge members KW - Curved bridges KW - Deflection KW - Fire KW - Literature reviews KW - Steel bridges KW - Thermal analysis KW - Weathering steel UR - http://www.utrc2.org/sites/default/files/Final-Report-Analysis-of-Curved-Weathering-Steel-Box-Girder.pdf UR - https://trid.trb.org/view/1422216 ER - TY - RPRT AN - 01610849 AU - Wang, Hao AU - Li, Maoyun AU - Rutgers University, Piscataway AU - University Transportation Research Center AU - Federal Highway Administration AU - Office of the Assistant Secretary for Research and Technology TI - Nondestructive Evaluation of Pavement Structural Condition for Rehabilitation Design PY - 2016/05/31/Final Report SP - 32p AB - Falling Weight Deflectometer (FWD) is the common non-destructive testing method for in-situ evaluation of pavement condition. This study aims to develop finite element (FE) models that can simulate FWD loading on pavement system and capture the complexity in material properties, layer interface, and boundary conditions. Parametric analysis was conducted considering the effects of dynamic analysis, temperature gradient, bedrock depth, asphalt layer delamination, viscoelasticity, and unbound material nonlinearity on pavement surface deflections and critical strain responses. Although the parametric analysis findings vary depending on the specific pavement response, the study results illustrate the appropriate selection of analysis type, constitutive models of pavement material, and layer boundary conditions on the accuracy of FE modeling results. In particular, the analysis findings show that delamination in asphalt layers induces the greater strain responses; while neglecting bedrock effect overestimates surface deflections. The developed FE models can directly benefit the use of FWD testing for in-situ pavement condition evaluation, such as pavement performance prediction and/or backcalculation of layer moduli. KW - Deflection KW - Delamination KW - Falling weight deflectometers KW - Finite element method KW - Nondestructive tests KW - Pavement maintenance KW - Pavement performance KW - Structural analysis UR - http://www.utrc2.org/sites/default/files/Final-Report-Nondestructive-Evaluation-of-Pavement.pdf UR - https://trid.trb.org/view/1422218 ER - TY - RPRT AN - 01603646 AU - Washer, Glenn AU - Fabian, Pedro Ruiz AU - Dawson, James AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Monitoring Vibrations on the Jefferson City Truss Bridge PY - 2016/05/25/Final Report SP - 43p AB - The objective of the research was to determine the frequency and cause of resonant vibrations of truss verticals on bridge A4497 over the Missouri River in Jefferson City, MO. Instrumentation to monitor the vibrations of four verticals was installed on the bridge and monitored for 42 days. The instrumentation consisted of wireless accelerometers that monitored the accelerations on the four verticals. Weather data available from a weather station located at the Jefferson City Airport was used to analyze the weather conditions causing resonant vibrations of the verticals. It was found that there were eleven vibration “events” in which the vertical members vibrated with higher than normal accelerations. The average wind speeds during the events was about 17 mph. The wind direction during the events was from the WNW/NW during nine of the “events” and from the SE for 2 of the “events.” It was found that the frequency of the events was 0.26 events per day during the monitoring period. Historical weather data was analyzed to determine how frequently the resonance vibrations may be occurring, i.e., how frequently the combined wind speed and direction matched the conditions determined through the field monitoring. Historical weather data from 442 days was analyzed and it was found that there were 89 occurrences of the combined wind speed and direction that could cause vibrations of the vertical members. The resulting frequency of events was determined to be 0.20 events per day. It was concluded that the frequency of resonant vibration events is likely 0.25 events per day or less. The vibrations are caused by average winds from the WNW/NW or SW of ~17 mph or greater, based on monitoring results. Recommendations stemming from the research were as follows: 1) The effect of the vibration events on the durability of the members should be analyzed further to determine if a retrofit is necessary. The data provided through the field monitoring should be used in the analysis; and 2) Other vertical members of a similar length should be monitored to determine if they are affected by resonant vibrations. KW - Accelerometers KW - Data collection KW - Jefferson City (Missouri) KW - Recommendations KW - Truss bridges KW - Trusses KW - Vibration KW - Weather conditions KW - Wind UR - https://library.modot.mo.gov/RDT/reports/TR201605/cmr16-012.pdf UR - https://trid.trb.org/view/1410246 ER - TY - RPRT AN - 01608613 AU - Laman, Jeffrey A AU - Shah, Meet AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Assessment of Current Design Loads for Permit Vehicles PY - 2016/05/23/Final Report SP - 809p AB - This study was designed to evaluate the current Pennsylvania Department of Transportation (PennDOT) Live Load Design Permit Vehicle, P-82 (8-axle, 204-kip truck configuration) and PHL-93 for adequacy as a model to predict loading effects of current special hauling permit vehicles, specifically from the heaviest Pennsylvania-issued superload permits. Where the current P-82 and PHL-93 truck load models and their corresponding effects do not envelope the recent and anticipated special hauling permit vehicle effects, a recommendation for an enveloping truck model and/or revisions to bridge analysis policies is made. This study is based on databases and documents provided by the Pennsylvania Department of Transportation. A fundamental objective of this study was to develop the analytical tools needed to evaluate the truck data files, both weight-in-motion (WIM) and superloads. An analytical tool was developed to filter WIM data files where the files contained exceedingly large numbers of vehicle lines that were not of interest to the study. Primary analytical tools were developed to enable an automated procedure to simulate the passage of large numbers of trucks, including WIM database trucks, permit database trucks, and established permit vehicle load models, over several bridge configurations to obtain the maximum moments and shears. The final objective was to construct a proposed permit design vehicle model that envelopes all or most WIM and superload vehicles in the PennDOT-provided databases. This permit design vehicle construction required processing of the WIM and superload vehicles by characterizing the population by vehicle width, number of axles, axle spacings, axle loads, axle group loads, and gross vehicle weight. Characterization for a given vehicle class includes averages, standard deviations, 95th percentiles, and maximums. The final result is the construction of a proposed permit design vehicle for PennDOT consideration. KW - Data analysis KW - Design load KW - Evaluation and assessment KW - Highway bridges KW - Live loads KW - Overweight loads KW - Pennsylvania Department of Environmental Protection KW - Permits KW - Trucks KW - Weigh in motion UR - http://www.dot7.state.pa.us/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Design/Assessment_of_Current_Design_Loads_for_Permit_Vehicles.pdf UR - https://trid.trb.org/view/1419999 ER - TY - ABST AN - 01599759 TI - Regional Roadside Turfgrass Performance Testing Program AB - The objectives of this project are to: (1) institute a multi-state roadside turfgrass testing program; (2 develop a data collection and reporting system that provides the most recent research results to state departments of transportation (DOTs) in a timely manner; and (3) increase collaboration between University research programs that work on roadside turf. KW - Cooperation KW - Grasses KW - Roadside flora KW - State departments of transportation KW - Testing KW - Turf KW - Vegetation control UR - http://www.pooledfund.org/Details/Study/595 UR - https://trid.trb.org/view/1408379 ER - TY - ABST AN - 01599760 TI - I-10 Western Connected Freight Corridor Project AB - The portion of I-10 under consideration extends east from the vicinity of the ports of Los Angles and Long Beach in the Los Angeles region, through the cities of Phoenix and Tucson, across New Mexico, passes through El Paso and San Antonio, and ends in Houston, a total of about 1500 miles in length. The project objectives include the following: (1) All Interstate credentialing and permitting information will be handled "end-to-end" with a single permit per load. (2) Truck parking and reservation systems will be in place at strategic locations, expandable as needed and as practical. (3) Interstate transponder technology (example: PrePass and/or PrePass 360) will be in use to facilitate a single inspection for each truck and load, once the truck is on the Corridor. (4) Interstate Weigh-In-Motion (WIM) devices will be in place and communicating between and among participating states from LA/Long Beach to Houston. (5) A fleet of five to ten trucks, with drivers and employing selected connected vehicle technologies (to be determined), will successfully navigate from LA/Long Beach to Houston in a driver-assisted Truck Platoon. KW - Houston (Texas) KW - Inspection KW - Parking facilities KW - Permits KW - Port of Long Beach KW - Port of Los Angeles KW - Port operations KW - Truck traffic KW - Weigh in motion UR - http://www.pooledfund.org/Details/Study/599 UR - https://trid.trb.org/view/1408377 ER - TY - RPRT AN - 01603545 AU - Federal Highway Administration TI - Renewable Energy Generation in the Highway Right-of-Way PY - 2016/05/19 SP - 10p AB - State Departments of Transportation (DOTs) are increasingly exploring the use of highway right-of-way (ROW) to accommodate renewable energy technologies. The ample lands DOTs manage are often close to electrical loads and have sometimes already been disturbed, potentially making these properties ideal locations for renewable energy applications. Renewable energy highway projects can involve installing photovoltaic (PV) cells or wind turbines or planting biomass, within or near highway ROW, and are designed to complement, not compromise, the transportation system. This document includes potential business models, example applications to accommodate solar energy technologies, federal and state regulations, potential funding sources, and examples of solar development programs. KW - Case studies KW - Financing KW - Policy, legislation and regulation KW - Renewable energy sources KW - Right of way (Land) KW - Solar energy KW - State departments of transportation UR - http://www.fhwa.dot.gov/environment/climate_change/mitigation/publications/row/renewablerow.pdf UR - https://trid.trb.org/view/1411010 ER - TY - RPRT AN - 01611984 AU - Federal Highway Administration TI - Use of Benefit-Cost Analysis by State Departments of Transportation: Report to Congress PY - 2016/05/17 SP - 63p AB - This study responds to Senate Report 113-182, which requires the U. S. Department of Transportation to “evaluate the use of benefit-cost analysis by State departments of transportation (State DOT), and to issue a report to the House and Senate Committees on Appropriations.” This report addresses four topic areas: (1) The extent to which State departments of transportation use benefit cost analysis when making decisions and setting priorities; (2) The quality of such analysis; (3) Challenges that State departments of transportation face when trying to use benefit cost analysis; and (4) Strategies for addressing those challenges. This study uses a qualitative approach, combining a literature review of existing research on this topic with case studies of nine State DOTs that provide more in-depth information about how benefit cost analysis (BCA) is used at the State level. KW - Benefit cost analysis KW - Case studies KW - Decision making KW - Evaluation KW - Literature reviews KW - State departments of transportation KW - Strategic planning UR - http://www.fhwa.dot.gov/policy/otps/pubs/bca_report/senate_bca_report_05172016_revised.pdf UR - https://trid.trb.org/view/1423327 ER - TY - RPRT AN - 01603640 AU - Kohtz, Justine E AU - Bielenberg, Robert W AU - Rosenbaugh, Scott K AU - Faller, Ronald K AU - Lechtenberg, Karla A AU - Reid, John D AU - Midwest Roadside Safety Facility AU - Nebraska Department of Roads AU - Federal Highway Administration TI - MASH Test Nos. 3-11 and 3-10 on a Non-Proprietary Cable Median Barrier PY - 2016/05/17/Final Report SP - 362p AB - The Midwest States Pooled Fund has been developing a new non-proprietary cable median barrier. This system incorporates four evenly spaced cables, Midwest Weak Posts (MWPs) spaced at 8 to 16 ft (2.4 to 4.9 m) intervals, and a bolted, tabbed bracket to attach the cables to each post. Full-scale crash testing was needed to evaluate the barrier’s safety performance. According to the Manual for Assessing Safety Hardware (MASH) updated/proposed testing matrix for cable barriers installed within a 6H:1V or median ditch, a series of eight full-scale tests are required to evaluate the safety performance of a system. A ninth test is required to establish the working width for systems with variable post spacing. Three full-scale crash tests were performed. Test no. MWP-4 was conducted according to MASH test no. 3-11 and utilized a 2270P pickup truck impacting the barrier on level terrain. The vehicle was contained by the barrier, and the test was deemed acceptable. Test no. MWP-6 was conducted according to MASH test no. 3-10 and utilized a 1100C passenger car impacting the barrier on level terrain. The vehicle was contained and redirected by the system. However, the system posts penetrated the occupant compartment through tearing and rupture of the vehicle floor board, and the test was deemed unacceptable. Test no. MWP-7 was also conducted with a 1100C vehicle according to MASH test no. 3-10. Alterations were made to the system posts. Although the vehicle was contained by the system, occupant compartment penetration by line posts was again observed. Test no. MWP-7 was deemed unacceptable. KW - AASHTO Manual for Assessing Safety Hardware KW - Automobiles KW - Cables KW - Highway safety KW - Impact tests KW - Median barriers KW - Pickup trucks KW - Posts UR - http://www.transportation.nebraska.gov/mat-n-tests/pdfs-docs/ARLinks/TRP-03-327-16.pdf UR - https://trid.trb.org/view/1411144 ER - TY - ABST AN - 01601661 TI - Live Load Rating of Cast-In-Place Concrete Box Culverts in Louisiana AB - The objective of this study is to assess live load effects on cast-in-place concrete box culverts. Field load testing of the culverts selected by the Louisiana Department of Transportation and Development (LADOTD) will be conducted after instrumenting to monitor their response. Understanding the response of the culverts will provide insight as to how the live loads are actually distributed as well as the actual rigidity of the box corner connections. KW - Box culverts KW - Cast in place concrete KW - Field tests KW - Live loads KW - Load factor KW - Louisiana Department of Transportation and Development KW - Stiffness UR - https://trid.trb.org/view/1410302 ER - TY - ABST AN - 01598885 TI - Research for AASHTO Standing Committee on Highways. Task 386. Update to AASHTO Guide Specifications for Highway Construction AB - The current version of the Guide Specifications for Highway Construction was published by American Association of State Highway and Transportation Officials (AASHTO) in 2008. A recent review by the AASHTO Highway Subcommittee on Construction (SCOC) revealed the need for updating the Guide Specifications to include, in addition to editorial revisions, substantive changes to recognize the use of different contract methods (e.g., alternative contracting methods), the changes in construction practices and technologies, and other relevant items. The project will develop material to update the 2008 AASHTO “Guide Specifications for Highway Construction” to address changes in construction practices, technologies, contracting methods, and other relevant topics. KW - American Association of State Highway and Transportation Officials KW - Best practices KW - Construction management KW - Construction projects KW - Contract administration KW - Guidelines KW - Road construction KW - Specifications UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4000 UR - https://trid.trb.org/view/1406920 ER - TY - ABST AN - 01608018 TI - Best Construction Practices for Longitudinal Joint Construction and Compaction AB - The overall goal of this research is to identify best practices for construction of longitudinal joints in asphalt pavements in South Carolina. The final product of the research will include a guide of best practices for construction of longitudinal joints and recommendations for revisions to the current specification related to joint construction. These products will have the potential to enhance the quality of South Carolina’s transportation infrastructure at a lower life-cycle cost than under the present practices by minimizing premature pavement failure at longitudinal joints. The results from this project will provide South Carolina Department of Transportation (SCDOT) and asphalt paving contractors with information that can be used to construct longer-lasting asphalt pavements by improving the integrity of longitudinal joints. KW - Asphalt KW - Best practices KW - Compaction KW - Joint construction KW - Life cycle costing KW - Longitudinal joints KW - Pavement joints KW - South Carolina Department of Transportation UR - http://www.scdot.scltap.org/projects/current/ UR - https://trid.trb.org/view/1420922 ER - TY - ABST AN - 01608017 TI - Sign Life Expectancy AB - The main objective of this study is to provide South Carolina Department of Transportation (SCDOT) with a well-researched sign management plan based on actual expected sign life that will extend the life of signs over the current method and at the same time be in compliance with the Manual on Uniform Traffic Control Devices (MUTCD) specified minimum retroreflectivity levels. SCDOT maintains approximately 750,000 signs. Prolonging the life of these assets will result in direct cost savings. The benefits of having a more accurate sign management program will also improve roadway safety and support the SCDOT’s Target Zero initiative and commitment to eliminating traffic fatalities and severe injuries over time. KW - Cost effectiveness KW - Manual on Uniform Traffic Control Devices KW - Retroreflectivity KW - Service life KW - Sign sheeting KW - Traffic control devices KW - Traffic signs UR - http://www.scdot.scltap.org/projects/current/ UR - https://trid.trb.org/view/1420918 ER - TY - ABST AN - 01607474 TI - Updating and Implementing the Grade Severity Rating System (GSRS) for Wyoming Mountain Passes AB - The proposed study is aimed at achieving two main goals. First, the Federal Highway Administration's Grade Severity Rating System (FHWA’s GSRS) model will be updated to reflect the current truck population characteristics. This will be achieved by carrying out field tests with an instrumented vehicle to update parameters in the model that reflect current truck characteristics and braking systems. The second objective of the study is to evaluate Wyoming mountain passes and their warning systems with regard to truck downgrade crashes. By doing this, the best means of communicating with truck drivers to reduce the probability of runaway truck incidences can be recommended. By achieving the two goals, the study will present recommendations that will counter the occurrence and severity of downgrade truck crashes on Wyoming mountain passes. A new software will be developed for estimating maximum safe speeds for truck weight categories using the new parameters. The estimates from the new software will be more consistent with current truck characteristics and a combination of these estimates with an effective warning system will encourage compliance by truck drivers. KW - Braking KW - Field tests KW - Hills KW - Passes (Mountains) KW - Software KW - Speed KW - Truck crashes KW - Truck drivers KW - Warning systems KW - Wyoming UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/RS09126%20GSRS.pdf UR - https://trid.trb.org/view/1419122 ER - TY - ABST AN - 01598991 TI - The Effectiveness of Compost Amended Vegetated Filter Strips Using a Compost Blanket Application Method for Pollutant Removal from Highway Runoff AB - Low Impact Development (LID) techniques that are economical and appropriate for the highway environment are important tools for departments of transportation (DOTs) faced with meeting increasingly demanding water quality and hydrologic management requirements. Vegetated filter strips along highways, an accepted LID Best Management Practice (BMP), are a valuable and cost-effective alternative to hydraulically engineered BMPs. However, their use is limited by site constraints such as vegetation density, limited right-of-way, and steep side slopes. Furthermore, their effectiveness may vary greatly depending on climate, soils, and other factors. Compost amended vegetated filter strips (CAVFS) can overcome some of these limitations by promoting stormwater filtration through compost amended soils and infiltration of stormwater into the native underlying soils. CAVFS have received general use designation and approval by the Washington State Department of Ecology TAPE protocol for dissolved metals removal, including zinc and copper. CAVFS are relatively low cost and low maintenance, which makes them attractive to DOTs. Unfortunately, they can be a driving hazard since their design, consisting of an uncompacted layer of mixed compost and soil 12 inches deep, can trap the wheels of vehicles leaving the highway. This hazard limits where CAVFS can be used along highways. A proposed modified CAVFS, consisting of a 2- to 4-inch thick blanket of coarse to medium textured yard waste compost placed on the untilled highway embankment, has the potential to match the pollutant removal and hydrologic benefits of the standard CAVFS. The thin layer of compost eliminates the risk of tire trapping associated with the deep amended soil in the standard CAVFS. Before a compost blanket CAVFS can become a standard LID BMP, it is necessary to confirm its performance and develop design guidance. This involves determining pollutant removal capability and capacity; the ability to detain and retain runoff; and the effect of climate, soils, compost composition, compost blanket thickness, and other parameters on its water quality and hydrologic effectiveness. DOTs are facing increasing costs due to stricter stormwater management requirements intended to protect water quality and avoid adverse hydromodification of receiving waters. The large increase in the number of stormwater BMPs installed is placing an increasing burden on projects and DOTs’ maintenance divisions. For example, between 2012 and 2014 the Oregon Department of Transportation more than doubled the number of its stormwater quality facilities (377 to 786). This burden magnifies the need for BMPs with demonstrated effectiveness and low construction and maintenance costs. Developing design guidance for compost blanket CAVFS will provide DOTs with an effective and economical BMP of wide applicability, without the safety issues associated with the standard CAFVS. Results produced by testing the water quality effectiveness of compost blanket CAVFS would support the appropriate use of these BMPs to meet regulatory treatment requirements. In situations where a stormwater retrofit is needed, a compost blanket CAVFS could be very cost-effective option and its construction is very straight forward. If compost blanket CAVFS are shown to have substantial hydrologic benefits, their use could lead to a reduced size of detention basins for flow control and significantly lessen the financial strain on DOTs for stormwater management. A literature review suggests that the research involving vegetated filter strips (VFS) looked at the standard VFS design and did not include any compost blankets on the VFS. The research generally concluded that the effectiveness of the VFS was based on the vegetation cover. In contrast to standard VFS design, compost blanket CAVFS would allow a substantial portion of highway runoff to filter into and through the compost layer. The rate of runoff is reduced, more of the runoff comes in contact with organic material that can remove dissolved metals, and the longer contact with the underlying soil promotes infiltration. The compost blanket studies looked at the benefits of applying compost to roadway embankments for erosion purposes. The studies didn’t look at using compost blankets as a modification to an existing stormwater BMP (i.e., VFS) and monitoring its effectiveness over the standard VFS design. The focus of this research is to test the compost blanket CAVFS, a design variation of the standard CAVFS BMP, to determine if it provides the same, or better, level of stormwater treatment while also providing a safer roadway embankment. The research has two main objectives: Objective 1: Test and establish the water quality and hydrologic management capabilities of compost blanket CAVFS, and determine the effect of various design and site factors on performance over a range of conditions typical of the highway environment. Some of these site factors include compost blanket depths, existing embankment soil types, and roadway embankment slopes. Maintenance-related factors should also be addressed. Objective 2: Develop guidance on the use, limitations, design, and implementation of compost blanket CAVFS for use along highways, based on the results of field and laboratory testing and literature review. The guidance is intended to be a practical manual for those who select and design stormwater management facilities. It will be broadly applicable and not limited to a narrow range of conditions or geography. The guidance will also be useful in evaluating the impact of highway runoff on the natural environment. Achieving the project’s objectives involves the following tasks: Task 1: Survey and synthesis of existing literature related to the water quality and hydrologic characteristics of compost blankets, and the use and stability of compost blankets on highway or other embankments. The survey should focus on the following areas: compost blanket ability to remove various types of pollutants associated with highway runoff; leaching of pollutants from the compost used for the blanket; hydrologic capabilities of compost blankets, including detention capacity; effective lifespan of compost blankets along roadsides; stability on slopes receiving runoff; effects of climate and various underlying soil types in roadway embankments on the above characteristics; and the effect of compost blanket composition and quality on the above characteristics. The synthesis report should cover the above elements and include a gap analysis of information required to complete the project. Task 2: Design and implement testing of compost blanket CAVFS. Field testing should occur at two highway test locations. One test location could have a low gradient roadway embankment slope while the other location could be steeper. At each location, ensure it can accommodate three compost blanket CAVFS. One of the objectives is to test how deep the compost blanket should be. The compost blanket CAVFS should be 2 inches, 3 inches, and 4 inches in depth. There should be enough room for monitoring setup and equipment. Build and monitor the test sites. The compost blanket CAVFS sites would be sized per the VFS BMP design criteria with compost blankets that vary in thickness. This will help the study compare both stormwater quality and flow control benefits. Field and possibly laboratory testing will be conducted to address the information gaps in Task 1 and establish, and as appropriate confirm, the capabilities of compost blankets to manage highway runoff in varying roadside situations. Analyze data collected in Tasks 1 and 2. Task 3: Develop guidance on the use and design of compost blanket CAVFS in the highway environment. Include information on when and where compost blanket CAVFS are an appropriate stormwater BMP and the factors that support these conclusions. Develop design criteria for compost blanket CAVFS, taking into account varying roadside, climate, and traffic variables. Criteria should address compost characteristics, layer thickness, range of slopes, seeding etc. Discuss techniques and information required to estimate the water quality and hydrologic performance of CAVFS for project specific situations. Discuss what type and how often maintenance is needed for a compost blanket CAVFS. KW - Best practices KW - Compost KW - Erosion control KW - Hydrology KW - Roadside flora KW - Runoff KW - State departments of transportation KW - Sustainable development KW - Vegetation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4196 UR - https://trid.trb.org/view/1407202 ER - TY - ABST AN - 01598992 TI - Transforming Roadside Management Technology and Practices for the Benefit of Safety, Ecology, and Economy AB - A transition to safer, more resilient and energy-efficient, and less costly methods of roadside vegetation management is currently underway throughout the country. This transformation is gaining momentum but slow to take hold in some areas. Additional research and documentation is needed to complete the shift nationwide, which will ultimately reduce maintenance requirements, benefit worker safety, and improve ecosystems. Historically and to varying degrees nationwide, the default for a large percentage of roadside vegetation management has been based on an agronomic approach, using agricultural principles and routine mowing to maintain vegetation in a set condition. While a routinely mowed or low-growing stand of vegetation may be beneficial to traffic operations, and safety adjacent to pavement and structures (commonly referred to as the safety clear zone, or clear area), increasing evidence shows that it is better to let vegetation grow in as natural state as possible along corridors in that segment of right-of-way width beyond what is required for safety. Benefits from taking a less maintenance-intensive approach include less worker exposure to traffic hazards, improvements to local and global environments, and savings for highway maintenance budgets. As a result, a number of states have reduced or eliminated mowing outside of the safety clear zone along wider freeway corridors. Newer methods are based on an ecological approach of selective control measures using the lowest maintenance combination possible of mowing, mechanical trimming and removal, and chemical and biological treatments. This is often part of a long-term plan to further minimize maintenance requirements over time. However, despite the known benefits of the ecological approach, there is still pressure from the public and from some within transportation organizations to continue to use routine mowing beyond what is needed for safety. Transportation agencies and their staff would be better able to explain and realize the benefits of an ecological approach to roadside vegetation management, if they had methodology and information that captures the overall benefit/cost advantages compared to regular mowing. Such a tool would also help transportation agencies answer public concerns and questions about why a more natural approach to roadside vegetation management is advantageous and how it can be used to improve ecological outcomes without compromising safety. The primary objective of this research effort is to develop a framework and supporting rationale that vegetation managers and agency executives could use to compare benefits and costs between ecologic and agronomic approaches to roadside vegetation management. The application would be specific to locations where there is right-of-way area beyond the safety clear zone. The analysis would consider and account for variations in maintenance requirements of different regional ecosystem types around the country. The framework would include a list and summary of existing research on all safety and environmental factors meriting consideration when evaluating comparative benefit/cost of agronomic vs. ecologic approaches, and recommendations on how to assign and weight values, including non-monetary values and direct labor, equipment, materials, and management/planning costs, within the context of individual agencies and regional ecosystems. KW - Benefit cost analysis KW - Ecology KW - Ecosystems KW - Environmental impacts KW - Highway maintenance KW - Labor force KW - Right of way (Land) KW - Roadside flora KW - Safety KW - Vegetation control UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4197 UR - https://trid.trb.org/view/1407201 ER - TY - ABST AN - 01598993 TI - Develop Comprehensive Objective Criteria to Reduce Serious and Fatal Lane Departure Crashes and Prepare a Major Update to the Roadside Design Guide AB - The American Association of State Highway and Transportation Officials (AASHTO) Technical Committee on Roadside Safety (TCRS) is currently finalizing their 2015 strategic plan. The TCRS mission is to develop, implement, and maintain guidance which will reduce fatal and incapacitating-injury roadway departure crashes. Chapter 3 of the draft plan outlines a strategic approach to advance this mission. Namely, a major update of the Roadside Design Guide (RDG) was deemed necessary. The major update would provide a comprehensive roadside safety approach which embraces explicit design objectives for the roadside, medians, bridges, and work zones as well as provide planners, designers, and construction and maintenance personnel with tools for assessing and achieving the stated objectives. A minor update to the RDG is currently underway. The minor update will lay the foundation for the introduction of the risk-based objective criteria which are currently being researched. This research for a major update will compile the ongoing research of risk-based objective criteria, coordinate these new criteria with other AASHTO documents and initiatives, and provide for accommodations for practical design in roadside engineering. The development of the “objective criteria” or “selection and placement guidelines” has been the subject of numerous recommendations by the National Transportation Safety Board over the last 10 years. The objectives of this research are to benchmark the existing risk for different roadside features, establish a goal for reduction (to be included in an updated RDG), gather the recently completed objective criteria (for the selection and placement of roadside, median, and bridge hardware), and assess recently completed/soon-to-be completed research on buses and motorcycles and available research on automated vehicles to determine appropriate encroachment adjustment factors for implementation in this update to the RDG. Then, coordinate the new criteria into a comprehensive document that communicates the RDG design objective to the user and that can be continually updated by the TCRS, based on changes to the crash testing criteria and new research. In addition, the research should identify outdated guidelines for removal from the RDG, identify conflicts with other AASTHO documents that develop as a result of the new objective criteria, and work with AASHTO to resolve these conflicts. This research should explicitly incorporate practical design principles where supported by available research and propose a process for monitoring the effectiveness of each new guideline suggested for inclusion in the major update to the RDG. KW - Crash injuries KW - Fatalities KW - Guidelines KW - Highway design KW - Ran off road crashes KW - Roadside hazards KW - Traffic crashes UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4198 UR - https://trid.trb.org/view/1407200 ER - TY - ABST AN - 01598994 TI - Arterial Weaving on Conventional and Alternative Intersections AB - Arterial roadways are crucial links in the national transportation system providing both local and regional mobility and access; as such, they are critical to the vitality of our economy and quality of life. As increasing demands are placed on transportation infrastructure, and freeway congestion continues to increase, arterials have become an alternative route for many drivers, resulting in the lower performance of these roadways. In many areas, arterial safety and operational performance is negatively affected by weaving maneuvers that occur at freeway interchanges and other access points where there are large turning volumes. Intensive weaving activity is often found on the arterial segment between the interchange off-ramp terminal and an adjacent signalized intersection. It is also found on frontage road segments between the freeway off-ramp and the frontage-road/cross-street intersection. Further, many alternative intersection configurations, including median U-turns and restricted crossing U-turns, weaving maneuvers can affect their operations and safety. The extent of arterial weaving activity is directly related to the number of vehicles that enter or exit at the ramp terminal or other access point, the distance between these entry/exit points and the driveway/access point density on the arterial. The negative effect of weaving activity on traffic speed is well-documented in the context of freeway weaving areas. Although arterial weaving reduces speeds, very little is known about the magnitude of the effect especially where alternative arterial street designs are used. Understanding the safety and operation of alternative arterial street designs and the effect of weaving on these arterials is important for state and local agencies tasked with the responsibility of maintaining these roadways. The Highway Capacity Manual (HCM) provides a methodological approach for estimating the performance of weaving areas on freeway segments. This methodology, however, is not applicable on either traditional arterial street segments or on alternative arterial streets because of differences in traffic control, traffic flow characteristic, and driver behavior between freeways and arterials. The freeway section represents uninterrupted flow with merging control for entering vehicles. In contrast, the arterial segment is often regulated by upstream and downstream signals and may use no-control, yield, stop, or signal control to regulate both the entry and the exit maneuvers. Arterial weaving capacity is significantly affected by the gaps introduced by the upstream signal and the distance available for weaving (which varies with the queue length at the downstream signal). It is likely that the current service measures for arterial analysis, average travel speed, and service measures for freeway weaving, such as speed and density, are not appropriate for alternative arterial design and arterial weaving. Therefore, this study should seek to gain insight from the traveling population and researchers to identify appropriate measures and thresholds of performance. The objective of the research project is to develop guidelines that can be used to evaluate the safety and operations of alternative arterial designs based on consideration of access-related weaving, signalized and unsignalized access spacing, median type, upstream and downstream intersection design and traffic control, and intermediate driveway design and control. The guidelines would assist in the identification of the best combination of arterial design and intersection design (considering both conventional and alternative intersection forms) based on consideration of operational and safety issues, access management goals, construction costs, and environmental benefits. The guidelines should explicitly address automobile, truck, pedestrian, bicycle, and transit travel modes. The guidelines should be developed to assist planners and designers with the development of new construction, reconstruction, and access management decisions. The products of this research should complement (and integrate as appropriate) the recently completed research by Federal Highway Administration (FHWA) in the area of alternative intersections and interchanges. A key component of this research will be the development of procedures for separately evaluating the safety and operational performance of arterial street segments. These procedures should provide a means of quantifying the effect of access-related weaving movements on safety and operations. This includes the identification, from a traveler’s perspective, of appropriate operational and safety performance measures, thresholds for the evaluation of level of service, and the development of a quantitative methodology for the estimation of those measures. The safety evaluation procedure would be developed in a format suitable for inclusion in the next edition of the Highway Safety Manual. Similarly, the operations evaluation procedure would be developed for inclusion in the next edition of the Highway Capacity Manual. Draft text should be developed documenting recommended changes to the American Association of State Highway and Transportation Officials (AASHTO) document A Policy on Geometric Design of Highways and Streets (especially as it relates to Section 10.4, Access Separations and Control on the Crossroads at Interchanges). The researchers of this project should coordinate with the researchers conducting National Cooperative Highway Research Program (NCHRP) Project 07-23, “Access Management in the Vicinity of Interchanges.” The products of this project should leverage the data and findings from NCHRP 07-23 and extend them as needed to achieve the project objective. KW - Arterial highways KW - Geometric design KW - Highway capacity KW - Highway Capacity Manual KW - Mobility KW - Quality of life KW - Signalized intersections KW - Traffic congestion KW - Traffic flow KW - Traffic safety KW - Weaving traffic UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4199 UR - https://trid.trb.org/view/1407199 ER - TY - ABST AN - 01598995 TI - Incorporating Road Safety Planning in the Highway Safety Manual AB - The first edition of the American Association of State Highway and Transportation Officials (AASHTO) Highway Safety Manual (HSM) published in 2010 provides three major tools for highway agencies: (1) a roadway safety management process to identify sites with potential for safety improvement, diagnose conditions at the site, and select and prioritize countermeasures for implementation; (2) predictive methods for estimating changes in crash frequencies of alternative designs for an existing facility under past or future traffic volumes and for designs of a new facility under future (forecast) traffic conditions; and (3) a catalog of crash modification factors that can be used to estimate how effective a countermeasure or set of countermeasures will be in reducing crashes at a specific location. The HSM procedures provide robust methods for conducting spot-specific safety analyses known as micro-level analyses. These micro-level analyses can either be in reaction to evaluating alternatives to fix an identified black spot (i.e., reactive), or as part of an entirely new facility planned for an area (i.e., proactive). Micro-level analysis procedures such as the predictive method and Crash Modification Factors presented in the HSM are significant tools that highway agencies are beginning to integrate into their safety management and design procedures and practices. Further, agency personnel are becoming more knowledgeable about and comfortable with the theory and statistical concepts in the manual through use of such tools as Safety Analyst, the Interactive Highway Safety Design Model (IHSDM), and spreadsheet tools developed by state departments of transportation. Micro-level analysis tools are suitable for analysis of specific intersections or roadway segments. They make it possible to consider the safety impacts of alternative design features such as number or type of lanes, shoulder width, or intersection control. In contrast to micro-level analysis procedures for spot-specific or corridor situations, macro-level analysis procedures perform analyses on an area-wide basis—entire neighborhoods, cities, and/or regions. Macro-level analysis procedures can complement micro-level tools by explicitly considering area-wide impacts of planned land use and/or transportation projects, something that micro-level tools do not address. Macro-level analysis procedures would be used to incorporate safety prediction into area-wide long-range transportation system planning, programming, and policy development. The absence of macro-level safety analysis procedures in the HSM is a gap in knowledge that has been precluding reliable quantitative safety procedures in road safety planning. The outcomes from this research could be applied immediately by state and metropolitan planning organization (MPO) planners and could be used as a consideration in community-wide safety goals and support analyses to meet Moving Ahead for Progress in the 21st Century (MAP-21) performance requirements. The work also has the potential to be utilized as part of Strategic Highway Safety Plan or community-specific transportation safety action plans. The primary objectives of this research are to (1) develop quantitative macro-level safety prediction models for use by transportation planners at state departments of transportation or MPOs; (2) provide guidance to state and MPO planners on application of these models and integration of the model results into agency planning procedures; (3) provide training and outreach on the methods developed; and (4) develop a quantitative safety planning chapter for the AASHTO HSM, including simple spreadsheet or web-based tools for applying the methods. KW - Crash causes KW - Highway design KW - Highway safety KW - Highway Safety Manual KW - Interactive Highway Safety Design Model KW - Metropolitan planning organizations KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Safety management KW - Strategic planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4200 UR - https://trid.trb.org/view/1407198 ER - TY - ABST AN - 01598996 TI - A Practical Approach to Fixed Objects Within the Clear Zone AB - Each year, roadway departure crashes in the United States result in numerous serious injuries and fatalities for road users. These crashes accounted for almost two-thirds of all fixed-object fatal crashes during this same period. The America Association of State Highway and Transportation Officials (AASHTO) Strategic Highway Safety Plan and the Federal Highway Administration (FHWA) Roadway Departure Strategic Plan both highlight the importance of reducing the incidence and severity of roadside crashes. The AASHTO Technical Committee on Roadside Safety has also prioritized fixed-object crashes in its strategic plan. Current guidance directs transportation agencies to remove or avoid placing fixed objects within regions close to the traveled way. However, agencies must often consider numerous competing interests. As state transportation agencies continue to expand the use of data-driven decision-making processes, there is a need to quantitatively evaluate the safety risks posed by fixed objects located near the traveled way as well as the benefits of implementing various safety treatments. With recent concepts, such as context sensitive solutions, complete streets, and practical design evolving into more mainstream practices, there are many factors that must be considered and balanced in the development of the roadside environment. Practitioners need a risk-based, technical approach to help mitigate fatal and serious injury crashes with fixed objects. This alternative approach would allow engineers to quantitatively and impartially balance safety with other factors as well as better communicate to decision makers and the public the safety risks posed by fixed objects placed in proximity to the roadway. Results from this research would enable transportation agencies to use quantitative information in decision making as it pertains to fixed objects within or near the clear zone. In situations where removal or relocation proved to be infeasible, the research results would be used to communicate the safety risks posed by fixed objects as well as various safety treatments, thus allowing for improved selection guidelines based on reduced risk and an appropriate use of safety funds. This is consistent with the approach for other guidance being developed for the next version of the AASHTO Roadside Design Guide and the proposed draft Strategic Plan for the Technical Committee for Roadside Safety. This research will develop objective guidance for elements related to placement of trees, utility poles, and other fixed objects, which quantifies the crash risk and will allow engineers to balance the competing factors. It is anticipated that the results of this research will be incorporated into a major revision of the Roadside Design Guide. State transportation agencies may utilize this research as a foundation for policy development on evaluation of roadside landscaping treatments, utility accommodations, and the placement of other fixed objects in proximity to the roadway. KW - Crash causes KW - Crash injuries KW - Fatalities KW - Highway design KW - Highway safety KW - Ran off road crashes KW - Single vehicle crashes KW - Strategic planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4201 UR - https://trid.trb.org/view/1407197 ER - TY - ABST AN - 01598997 TI - Implementation and Training Materials for the Highway Safety Manual, Second Edition AB - An update of the first edition of the American Association of State Highway and Transportation Officials (AASHTO) Highway Safety Manual (HSM) is being undertaken as NCHRP Project 17-71, “Proposed AASHTO Highway Safety Manual, Second Edition.” The second edition of the HSM will incorporate multiple National Cooperative Highway Research Program (NCHRP) and related research projects and other associated HSM guidance documents and publications. While the second edition of the HSM is not intended to be a complete rewrite of the first edition, the HSM will undergo significant changes in content and organization. Expanding implementation of the HSM is critical and it is through this proposed NCHRP research that AASHTO, Federal Highway Administration (FHWA), and ultimately the states can build upon the first edition and advance implementation of the HSM second edition. This NCHRP project will support the implementation of the second edition of the HSM and would fill the need to build upon existing first edition HSM training material. The objective of the new training implementation materials will (1) illustrate how to apply the new content in real-world projects; (2) reinforce how to apply the previously published content in real-world projects; (3) facilitate proper and consistent application and ease of use of technical material by developing a variety of spreadsheet tools that will incorporate new material and methods, and similar terminology and approaches and that can be used to illustrate and apply the methods within projects for all facility types; (4) educate AASHTO members of the changes in the second edition of the HSM to facilitate balloting process and overall implementation; (5) inform and reinforce the value the HSM can bring to a wide range of roadway planning, design, and operations activities; and (6) support implementation through checklists, job aids, and spreadsheet tools. KW - American Association of State Highway and Transportation Officials KW - Education and training methods KW - Highway operations KW - Highway safety KW - Highway Safety Manual KW - Implementation KW - Training programs UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4202 UR - https://trid.trb.org/view/1407196 ER - TY - ABST AN - 01598999 TI - Design and Construction of Wide-Flange Precast Concrete Deck Girders with Ultra-High Performance Concrete Connections for Prefabricated Bridge Elements and Systems/Accelerated Bridge Construction AB - In spite of the benefits of deck girder bridge systems for prefabricated bridge elements and systems (PBES)/accelerated bridge construction (ABC), their usage has been limited to relatively short span and low traffic bridges because of their long term performance of their connections, and difficulties in accommodating super-elevation transitions on bridge decks, pier skews, differential camber, shipping, and handling stability. Skewed girders cause bridge deck profile problems because the cambers in adjacent girders do not align. The diaphragms are then difficult to connect and/or quite big forces are induced if they are used to bring the girders into line. In order to optimize the decked bulb tee design, the longitudinal joint between flanges must have sufficient stiffness such that the same live load distribution factor can be used as for I-girder bridges with cast-in-place decks. There are a myriad of potential variables for the joint including width, bar size, bar spacing, bar detailing (straight, bent, or headed), and black or epoxy bars. The variable flange thickness (thicker near the web) will help the ultra-high performance concrete (UHPC) joint, by attracting much of the total static moment due to a wheel load toward the negative moment region at the web and away from the mid-span region where the UHPC joint is located. Research is needed to investigate design, fabrication, transportation, and construction of precast deck girder bridges. Other factors such as connections between adjacent units, longitudinal joints, live load distribution, continuity for live load, skew effects, and suitability of lightweight aggregates concrete need to be addressed by this research. The research should focus on optimizing the joint width. This project should address the constructability aspects and suggest methods of leveling the girders, how to determine the size of the leveling equipment needed, and means of holding the girders in the level position to allow the leveling equipment to be removed before the flange connections are fully cured. The objective of this research is to implement design, fabrication, transportation, and construction algorithms and to develop suitable details for the connection for prefabricated deck girders with UHPC for PBES/ABC. KW - Bridge construction KW - Bridge decks KW - Bridge members KW - Cast in place concrete KW - Girder bridges KW - Precast concrete KW - Prefabricated bridges KW - Skew bridges KW - Ultra high performance concrete UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4204 UR - https://trid.trb.org/view/1407194 ER - TY - ABST AN - 01599000 TI - Methods for Identifying and Evaluating Transportation Investment Right-Sizing Scenarios AB - Across the United States, transportation agencies are faced with the same problem: given shortcomings and instability in transportation funding, assets and programs simply can no longer be maintained to formerly envisioned standards of performance. In June 2015, American Association of State Highway and Transportation Officials (AASHTO) president John Cox made a statement to Congress summarizing this new era of constraints: “For almost 60 years, the Highway Trust Fund provided stable, reliable and substantial highway and transit funding…However over the past seven years this has not been the case.” At the same time, practitioners are becoming wiser to the fact that the future will not be like the past, and—as John Halikowski, Director of the Arizona Department of Transportation (DOT), put it—”the only certainty is change.” As the transportation system ages, successive generations of users create patterns of demand, performance requirements, and transportation needs that differ from those for which infrastructure was originally planned and built. Agencies are struggling to balance the need to support new emerging demands with the need to maintain and preserve long-standing assets. DOTs need practical and implementable methods to analyze investment tradeoffs and “right-sizing” scenarios, so that they can continue to be good stewards of a functional and accessible transportation system—all while working within limited means. This challenge has been highlighted nationally and by individual states. The National Cooperative Highway Research Program (NCHRP) 750 Foresight Series presented a broad look at strategic issues facing transportation, addressing considerations related to potential freight movement, climate change, technology, sustainability, energy, and demographic trends. The series offers tools for addressing and managing uncertainty in the transportation planning process; several of the reports are structured around scenario analysis. Another community of practice centers on performance-based “practical design.” As described by Utah DOT, practical design “focuses on maximizing improvements to the roadway system as a whole, rather than maximizing improvements to a few locations.” It confronts the risk of both overdesign and of infrastructure shortcomings and emphasizes the use of clear objective to guide design selection. Iowa DOT Director Paul Trombino has presented similar thinking: “let’s not let the system degrade and then we’re left with whatever’s left. Let’s try to make a conscious choice.” Embedded in these approaches is recognition that over-design in one location effectively removes available funds from other potential projects and reduces overall system performance compared to a more holistic approach. The emphasis on understanding the functional importance of individual assets relative to the overall system is situated within the much broader U.S. shift toward performance-based planning. Moving Ahead for Progress in the 21st Century Act (MAP-21) promotes the use of performance measures within a risk-based planning framework. An important component of this new framework is to move beyond condition or state of repair measures alone and instead focus on maximizing the performance of the transportation system in serving society. That shift opens up the possibility to improve design or right-size an asset, rather than there being simply a binary decision of whether or not to maintain or replace the asset as-built. It also highlights the need for social and economic valuation approaches to assess tradeoffs within a goal-oriented planning process. Despite innovations in practical design, scenario planning, and performance measurement, each year billions of dollars of investment needs are identified and go unmet. For projects and infrastructure elements that consistently fail to make the prioritization “cut,” the long-term cost to either preserve, replace, or restore to even the most practical design and performance standards rises with each year of unmet needs until it becomes infeasible for some assets to ever perform efficiently. Furthermore, agencies are often unprepared to make decisions about the role and fate of these assets and do not have adequate tools to re-evaluate and address the underlying needs that such assets where originally constructed to meet. Quite simply, there are few practical and consistent mechanisms within the planning and resource allocation process by which an agency can evaluate funding trends, identify right-sizing opportunities, analyze tradeoffs across multiple objectives, and then select appropriate resource allocation strategies. Therefore, there is a critical research need to enhance existing decision-making processes and organize available analytical tools into a well-understood best practice for “right-sizing” (determining and implementing the optimal, sustainable investment level), re-using, or disinvesting in existing assets and programs to support more efficient uses of limited funding. Absent such guidance, the problem of passive “disinvestment” will continue to pose both long-term performance challenges and economic inefficiencies. The objective of this research is to develop practices for identifying and evaluating transportation investment right-sizing scenarios. Although agencies are generally equipped to assess investment strategies, less guidance is available on how to identify and assess right-sizing or disinvestment scenarios in ways that pinpoint opportunities associated with resource constraints. Outcomes of this research should enable agencies that today are equipped to answer “why are we spending on project A and what are its benefits” to just as well answer “why are we spending less on (or eliminating) project B and why is that a good decision, given the functional requirements of the entire transportation system?” In particular, the research should: Demonstrate how agencies can best recognize important patterns of investment decision-making and funding shortfalls across sequential long-range planning (e.g., LRTP) and near-term programming (e.g., STIP) processes. The ability to identify long-term trends in funding declines and unmet needs (by programs, asset classes, or geographic areas) is a necessary prerequisite to the identification of passive or intentional disinvestment situations and opportunities for right-sizing strategies. Offer practical methods for “auditing” an identified recurring funding shortfall in a given program, asset class, or geographic area to ascertain (a) the appropriateness of current performance and design standards given the functional needs of the system, (b) the adequacy of benchmarking and forecasting that may be informing the prioritization (e.g., is risk and uncertainty suitably accounted for?), and (c) the potential economic and financial long-term risk of the investment trend. The intent of such an audit process will be to understand what is driving recurring shortfalls (relative to the defined need) and whether there are opportunities for changing performance standards and investment strategies across programs, asset classes, or geographic areas. Suggest a best practice (based on the application of developed approaches to real-world agency situations) in developing and implementing a right-sizing plan for areas facing reduced funding which includes (a) understanding and articulating the rationale for the funding decisions, (b) making the most efficient use of both the asset and its available funding under the right-sizing scenario, and (c) anticipating and mitigating the long-term consequences of the change in funding level for system users. To be immediately applicable to transportation agency practitioners, the developed methods should build on currently available demand, risk, needs, and economic models to consider both the options and outcomes likely to arise from right-sizing or disinvestment situations. Typical planning scenarios today do not consider the economic risk of overinvestment versus underinvestment, or the potential impacts of a deliberate right-sizing scenario in comparison with an “unexpected shortfall” in revenue. The final product of this research is envisioned to include a series of practical approaches based on pilot examples developed concurrently with transportation agency staff that (a) identify trends of declining investment, (b) assess factors driving such trends and their implications, and (c) offer right-sizing plans to manage the anticipated decline in ways that account for potential wider economic and societal impacts as well as tradeoffs among strategies. These approaches, and their associated methods, should be readily transferrable to DOTs, metropolitan planning organizations, regional planning organizations, and other agencies currently facing budget shortfalls and shifting demands. It should address related guidance demonstrating (a) how an agency decision-making process can be augmented to identify and confront situations of long-term reduced funding and (b) how agencies can apply currently available demand, risk, needs, and economic models to consider both the options and outcomes likely to arise from right-sizing or disinvestment situations. In summary, the research should develop a business process with supporting analytical methods for identifying and evaluating transportation investment right-sizing scenarios. Specifically, a study is needed to (a) guide agencies in the identification of disinvestment situations and right-sizing opportunities and (b) clearly demonstrate how existing methods can be used in an integrated fashion to compare different investment and disinvestment scenarios while accounting for uncertainty and both the risk of over-build and under-build in the long term. KW - Asset management KW - Budgeting KW - Highway design KW - Highway Trust Fund KW - Investments KW - Long range planning KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - State departments of transportation KW - Strategic planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4205 UR - https://trid.trb.org/view/1407193 ER - TY - ABST AN - 01599001 TI - Deploying Transportation Security Practices in State DOTs AB - In 2012, the American Association of State Highway and Transportation Officials (AASHTO) Special Committee on Transportation Security and Emergency Management (SCOTSEM) adopted National Cooperative Highway Research Program (NCHRP) Report 525, Volume 14: Security 101: A Physical Security Primer for Transportation Agencies. Since the publication of this volume, there have been significant changes and a substantial increase in knowledge about surface transportation security. In response to this changed landscape, NCHRP Project 20-59(51)A, “Update of Security 101: A Physical Security Primer for Transportation Agencies” was initiated in September 2015 to update the NCHRP Report 525, Volume 14 guidance and resource material. This new edition will include not only the latest state-of-the-practice recommendations on physical security, cybersecurity and infrastructure protection as defined in NCHRP Report 525, Volume 14, but will also present the transportation security function in the broader contexts of system resilience and sustainability, systems management and operations (broadly defined). The updated primer is scheduled to be available in the fourth quarter of 2017. As part of this project, the contractor will prepare a stand-alone technical memorandum titled “Implementation of Research Findings and Products.” This required deliverable will (a) provide recommendations on how to best deploy the updated approaches into practice; (b) identify possible institutions that might take leadership in applying the research findings/products; (c) identify issues affecting potential implementation of the findings/products and recommend possible actions to address these issues; and (d) recommend methods of identifying and measuring the impacts associated with implementation of the findings/products. Additionally, the contractor’s final report will contain an Implementation Plan that describes, at a minimum, (a) the “product” expected from the research; (b) the audience or “market” for this product; (c) a realistic assessment of impediments to successful implementation; (d) the institutions and individuals that might take leadership in applying the research product; (e) the activities necessary for successful implementation; and (f) the criteria for judging the progress and consequences of implementation. As noted in the NCHRP Project 20-59(51)A request for proposals, “Implementation of these recommendations is not part of the [update] research project and, if warranted, details of these actions will be developed and implemented in future efforts.” All too often, research products are not fully deployed in state transportation agencies due, in part, to a lack of tools, training, and tutors. This research is intended to more effectively bridge the gap between security research and DOT practice and thereby reduce the risk to the nation’s travelers, economy, and infrastructure. This proposed project supports and aligns with Goal 4 of SCOTSEM’s 2014-2018 Strategic Plan, “Advance the state-of-the-practice and awareness of transportation infrastructure protection and emergency management through training, technical assistance, and technology transfer activities.” The final report summary for NCHRP Project 20-59(29), “All-Hazards Security and Emergency Management Implementation Plan,” November 2010, was used to identify potential deployment strategies and funding estimates. The objective of this research is to develop and implement a comprehensive deployment and change management strategy assisting states that wish to more effectively evaluate and implement the revised security guidelines recommended in the updated primer and related material developed in NCHRP Project 20-59(51)A. KW - Disasters and emergency operations KW - Emergency management KW - Implementation KW - Security KW - State departments of transportation KW - State of the practice KW - Sustainable development UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4206 UR - https://trid.trb.org/view/1407192 ER - TY - ABST AN - 01599006 TI - Deploying Transportation Resilience Practices in State DOTs AB - Although comparatively large public- and private-sector investments have been made to improve transportation system resiliency over the past decade, the 2013 Transportation Research Board (TRB) report Critical Issues in Transportation concluded that “[T]he performance of the transportation system is neither reliable nor resilient, yet transportation’s role in economic revival and in global economic competition has never been more important.” This finding was echoed by American Association of State Highway and Transportation Officials (AASHTO’s) Standing Committee on Research (SCOR) which noted that “[a] major performance issue across all modes is the inadequacy of preparation” for natural and human-made disasters as well as for extreme weather events when it identified resiliency as the number one National Cooperative Highway Research Program (NCHRP) emphasis area for FY2017. SCOR also noted that the application of resiliency engineering in the transportation sector is still in its infancy. This finding is echoed by the USDOT, the National Academies of Sciences, Engineering, and Medicine, AASHTO’s Special Committee on Transportation Security and Emergency Management, and others that have indicated the need for more work to be done in implementing systemic resilience-based approaches in surface transportation. TRB’s Cooperative Research Programs have produced a wealth of resiliency-related studies, products, guidelines, and effective practices aimed at those responsible for system operations and performance. These projects include: Airport Cooperative Research Program (ACRP) Project 2-74: Integrating Climate Resiliency into Airport Management Systems National Cooperative Freight Research Program (NCFRP) Project 37: Making U.S. Ports Resilient as Part of Extended Intermodal Supply Chains (NCFRP) Project 50: Improving Freight Transportation Resilience in Response to Supply Chain Disruptions National Cooperative Highway Research Program NCHRP Report 750: Strategic Issues Facing Transportation, Volume 2: Climate Change, Extreme Weather Events, and the Highway System: Practitioner’s Guide and Research Report NCHRP Project 20-59(53): FloodCast: A Framework for Enhanced Flood Event Decision-Making for Transportation Resilience NCHRP Project 20-101: Guidelines to Incorporate the Costs and Benefits of Adaptation Measures in Preparation for Extreme Weather Events and Climate Change Transit Cooperative Research Program (TCRP) Project A-41: Improving the Resiliency of Transit Systems Threatened by Natural Disasters Each of the aforementioned research projects have included recommendations for implementation but have not had dedicated resources to carry out a systematic program of implementation support. Consequently, in spite of this large collective research effort, successful “on-the-ground” deployment has been ad hoc, inconsistent, fragmented, and slow. The fundamental problem is that new guidelines and effective practices developed by these and other programs are not being deployed by the state departments of transportation (DOTs) as quickly and uniformly as possible, leaving travelers, businesses and governments at greater risk than necessary. This proposed project supports and aligns with Goal 4 of AASHTO’s Special Committee on Transportation Security and Emergency Management (SCOTSEM) 2014-2018 Strategic Plan, “Advance the state-of-the-practice and awareness of transportation infrastructure protection and emergency management through training, technical assistance, and technology transfer activities.” The final report summary for NCHRP Project 20-59(29) “All-Hazards Security and Emergency Management Implementation Plan,” November 2010, was used to identify potential deployment strategies and funding estimates. The objective of this research is to develop a set of implementation support tools and services to assist transportation organizations in deploying resilience-based innovations and effective practices based on the implementation recommendations contained in completed resiliency research. The scope of these services shall encompass those activities involving (1) organizational/institutional implementation (e.g., governance, business process/data, performance measures, work plans); (2) employee learning (grounded in modern adult learning theory and centered on facilitating learning in the workplace); and (3) stakeholder outreach and engagement. A significant component of the this project will be to organize a national summit and peer exchange on transportation resiliency to be held in 2017 and co-sponsored by TRB, AASHTO (SCOTSEM, Standing Committee on the Environment, and Resilient and Sustainable Transportation Systems), Federal Highway Administration (FHWA), Federal Emergency Management Agency, Department of Homeland Security, and other interested parties KW - Disasters KW - Emergency management KW - Guidelines KW - Resilience (Materials) KW - State departments of transportation KW - State of the practice KW - Supply chain management KW - Weather conditions UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4208 UR - https://trid.trb.org/view/1407190 ER - TY - ABST AN - 01599007 TI - Effective Performance Management for Transportation Agencies AB - The American Association of State Highway and Transportation Officials' (AASHTO’s) Standing Committee on Performance Management (SCOPM) serves as the technical and policy resource on transportation performance management issues for AASHTO members’ work to enhance agency capabilities to ensure high agency and transportation-system performance. As such, the committee routinely identifies needs for research to address such matters as performance-measure definition, data collection requirements, analysis methods, target setting, and communication and reporting of performance delivery. SCOPM has recently initiated an ongoing “roadmap” process for identifying research needs and mobilizing resources to perform the needed research, disseminate research results, and facilitate adoption of these results in management practice. The process is being applied in cooperation with organizations representing the perspectives of local and metropolitan transportation agencies and operators. The objective of the current project is to undertake selected initial research activities defined by SCOPM’s roadmap process: (1) Comparative Performance Management – Non-Motorized Measures: Non-motorized modes of transportation (i.e., walking and biking) are increasingly popular choices for personal travel. Understanding the impact these modes are having in meeting transportation agency objectives is needed. (2) Comparative Performance Management – Environmental Measures: Understanding the impacts of transportation on the environment is a major challenge for state departments of transportation. A major focus of measuring environmental impact has been on vehicle emissions in congested locations. A broader perspective is needed. (3) Effective Performance Benchmarking Practices for the Transportation Sector: Research is needed to outline effective benchmarking practices agencies can adopt quickly and to explain how these practices can be used to enhance management effectiveness among peer agencies. (4) Communicating the Importance of Establishing Performance Targets: Research is needed to identify and document leading practices of state departments of transportation (DOTs) in establishing and communicating performance targets within in the context of federal legislation and regulatory requirements. These initial topics may be addressed separately or in a consolidated research effort designed to support SCOPM’s longer term goals. KW - Benchmarks KW - Environmental impacts KW - Nonmotorized transportation KW - Performance measurement KW - State departments of transportation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4209 UR - https://trid.trb.org/view/1407189 ER - TY - ABST AN - 01599005 TI - Evaluating the Use of Highway Corridors by Monarch Butterflies AB - In response to the decline of critical pollinators, including butterflies, a presidential memorandum entitled, “Creating a Federal Strategy to Promote the Health of Honey Bees and other Pollinators,” established the Pollinator Health Task Force. The U.S. Department of Transportation is a member of this task force and is tasked with evaluating its current guidance and identifying opportunities for establishing pollinator habitat and promoting pollinator friendly practices in transportation corridors. The monarch butterfly is found throughout the lower 48 states, Hawaii, southern Canada, and northern South America. Because of its large bright orange and black-patterned wings and its migration path spanning much of the northwestern hemisphere, its decline has been more noticeable than most other pollinators. This butterfly has experienced a 59 percent decline, based on observations when they are concentrated in overwintering grounds. Reasons for its decline: habitat and food source loss; invasive plant species that outcompete milkweed; species both native and introduced that mimic milkweed and fool the butterfly into laying eggs where the milkweed required for the larval stage does not exist; pesticide use; and illegal logging in its very limited overwintering grounds. Milkweeds, which provide food for the larval stage, are often considered “weeds” in need of eradication in agricultural settings. Research is needed to expand on the existing body of knowledge around roadside pollinator habitat to provide a better understanding of the relationship between long-term maintenance and roadside management activities. In particular, the information will assist in evaluating potential tradeoffs between providing monarch butterfly habitat and safety concerns relative to changes in maintenance practices to maintain the habitat. The objectives of the research are to (1) provide objective answers as to whether planting native species, including the milkweeds preferred by the larval stage of the butterfly and nectar producing plants for the adult stage, along roadways contributes to sustainable or increased populations; (2) produce implementation guidelines on the minimal area of plantings needed to create effective habitat enhancement for the monarch butterfly, as well as location of plantings in the roadside topography, and whether planting too close to the roadway may increase butterfly mortality through strikes by vehicles or mowing plants when larvae are present in clear zones; and (3) provide information to state departments of transportation about the impacts of transportation on and benefits and drawbacks of planting milkweed and nectar providing plantings for the butterfly. KW - Alternatives analysis KW - Environmental impacts KW - Habitat (Ecology) KW - Highway corridors KW - Highway maintenance KW - Insects KW - Native plants KW - Roadside flora UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4210 UR - https://trid.trb.org/view/1407188 ER - TY - ABST AN - 01599003 TI - Development of a Collaborative Approach for Multi-State In-Service Evaluations of Roadside Safety Hardware AB - Roadside safety hardware (e.g., guardrail, bridge rail, crash cushion, etc.) is installed along the roadways to reduce the risk of serious and fatal injuries to motorists in inadvertent road departures. Impact performance criteria for roadside hardware are detailed in American Association of State Highway and Transportation Officials (AASHTO) Manual for Assessing Safety Hardward (MASH), based on full scale crash testing. MASH prescribes a set of specific crash tests which are limited to frontal crashes of cars, light trucks, and selected heavy vehicles. The tests are conducted under ideal site conditions, (e.g., non-sloped surfaces, idealized soils for post embedment, installation by expert installers, and carefully controlled impact conditions). MASH tests represent only a fraction of the potential types of crashes and site conditions which motorists may experience in the field. While an important means of checking impact performance, the tests are limited in what they can tell us about field performance where vehicles and occupants experience a broad range of site, impact, and field conditions. Since National Cooperative Highway Research Program (NCHRP) Report 230 was published in 1981 through the current testing guidelines in MASH, in-service evaluation has been recommended as the final step in evaluating roadside hardware including end terminals. NCHRP Report 490, published in 2003, provided detailed procedures and guidelines for performing in-service evaluations including in-service evaluations of roadside safety hardware. Although the roadside safety community has agreed for over three decades about the importance of in-service evaluations and procedures have been available for nearly a decade, relatively few in-service performance evaluations have been completed and their role in making decisions about roadside safety is not well defined. The need to fully understand the actual real world performance of existing and new roadside hardware safety devices has been underlined by recent concerns over guardrail end terminal performance. However, end terminals are only one example of the many types of engineered roadside systems which are crash tested and widely deployed, but for which little is known about field performance. The development of a more proactive approach, which incorporates the efforts of all affected state departments of transportation (DOTs) is urgently needed to evaluate the actual in service performance of the full range of roadside safety hardware currently in service on the nation’s highway system. The objectives of this research are to: (1) work with the states to identify the opportunities, challenges, institutional barriers, and costs associated of multi-state in-service performance evaluations (ISPE); (2) develop necessary collaborative support tools for multi-state collection and analysis of ISPE data; (3) coordinate with other existing studies and update NCHRP Report 490 to reflect advancements in data collection and asset management protocols; (4) identify and train early adopting states in an enhanced multi-state ISPE protocol; (5) demonstrate the new protocol by working with selected states to identify a common problem of interest; (6) organize and conduct a workshop as a forum for early adopting parties in order to report results and determine possible procedures for use of the conducted ISPE and appropriate measures of effectiveness. This research would likely result in improved recommendations and updates to the AASHTO Roadside Design Guide and would also likely provide valuable information for the Federal Highway Administration (FHWA) and state transportation agencies in developing up-grade, retrofit and replacement policies regarding end terminals and barrier treatments. Finally, a comprehensive multi-region ISPE program would also provide the real-world foundation to potentially modify AASHTO MASH in order that crash testing results are more representative to actual crashes in the field. KW - AASHTO Manual for Assessing Safety Hardware KW - Asset management KW - Bridge railings KW - Cooperation KW - Crash cushions KW - Data collection KW - Guardrails KW - Highway safety KW - Impact tests KW - Measures of effectiveness KW - Performance measurement KW - Roadside structures UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4213 UR - https://trid.trb.org/view/1407186 ER - TY - ABST AN - 01598985 TI - Synthesis of Information Related to Highway Practices. Project 48-13. Resilience in Transportation Planning, Engineering, Management, Policy, and Administration AB - Although the general concept of “resilience” has existed for decades in transportation, its emergence as a critical topic in the field has come about more recently in the wake of numerous major disasters and other high profile incidents and system failures. After such events it has been typical to see a progression in which problems and weaknesses were identified and new practices, policies, and procedures developed and implemented to reduce or eliminate the potential for future occurrence. The purpose of this study is to collect, review, and summarize available information related to resilience practices in planning, engineering, operational practice, policy and administration. The study will also summarize methods used by transportation practitioners to assess, apply, and evaluate resilience measures. The study will help transportation practitioners prepare and plan for, absorb, recover from, and more successfully adapt to decreases in functionality no matter what the cause, scale, or duration. It is expected that with this information practitioners will be better informed and guided on ways to “working smarter” by showing how the needs of resilience (many of which are already taking place) can be better organized, understood, and worked into a comprehensive business operations. The study will seek to explain the following: (1) What resiliency is; (2) How it works; (3) What it can do; (4) How to assess and measure it; (5) How to pay for it; and (6) How to organize it and incorporate into existing business. The synthesis will be conducted in two separate, though closely related, components. The first will be a review of the body of existing literature, including both “traditional” sources of technical information (scientific and practitioner-oriented journals, conference compendiums, trade publications, research project reports, and non-technical reports) as well as a review of the “grey literature,” including unpublished planning studies for local communities, Department of Transportation (DOT) reports, management manuals, and other location-specific difficult-to-access reports and studies. The second component of the synthesis will be a survey to State DOTs regarding current practice. Information to be gathered will include, but not be limited to the following: (1) Methods and practices to plan, prepare, respond, and recover within existing frameworks and budgets as part of routine operations; (2) How agencies conduct cost benefit analysis to evaluate, compare, and justify the allocation of funding and resources to enhance resilience within the context of routine and competing needs; (3) Current practices related to training, procedures, policies, plan content, and jurisdictional roles and involvement; (4) Commonalities and differences in practices; (5) Unique and effective practices; and (6) Reported failings, shortcomings, and practices to avoid. KW - Administration KW - Benefit cost analysis KW - Financing KW - Management KW - Performance measurement KW - Resource allocation KW - State departments of transportation KW - State of the practice KW - Training KW - Transportation engineering KW - Transportation planning KW - Transportation policy UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4175 UR - https://trid.trb.org/view/1407098 ER - TY - ABST AN - 01598983 TI - Synthesis of Information Related to Highway Practices. Topic 48-14. State of Practice of State DOTs and Metropolitan Planning Organizations in Analyzing Data for Managing Transportation Performance AB - The Moving Ahead for Progress in the 21st Century (MAP-21) legislation introduced performance into the Federal Highway Program through the establishment of goals in which State departments of transportation (DOTs) and Metropolitan Planning Organizations (MPO) will be required to report on and make progress towards targets they will set against a number of national performance measures. The objective of this new aspect of the Federal program is to focus Federal funds on the achievement of national goals, increasing accountability and transparency, and improving investment decision-making through performance-based planning and programming. Currently, a series of rulemakings are underway to establish the regulations to implement these new aspects of the Federal program and a number of efforts are underway by Federal Highway Administration (FHWA), State DOTs, MPOs, and other entities to prepare for these changes. One issue that has arisen as part of the preparation and comments received on the rulemakings has been data. FHWA, State DOTs, and MPOs are in agreement that a critical aspect of the new Federal Highway Program will be the collection and analysis of transportation data. State DOTs and MPOs will need to manage, process, and analyze data to conduct many of the functions needed to carry out a performance-based program. The goal of this synthesis project is to better understand how State DOTs and MPOs are currently analyzing data for managing transportation performance as part of anticipated changes to the Federal program or current performance-based programs an agency may have implemented. To address the goal, this synthesis has three objectives: (1) Identify and better understand the current state of practice in the availability and use of analysis tools; (2) Identify research and development underway of promising new tools; and (3) Determine the gaps that need to be addressed to better support State DOT and MPO needs. Information will be gathered through a literature review and survey of State DOTs and a sample of MPOs subject to the new Federal rules. The MAP-21 performance areas include safety, infrastructure condition, system performance, congestion, air quality, and freight movement, which are all integrated into the planning and programming process. The study will gather information about how State DOTs and MPOs do the following: (1) Process, review, and manage data; (2) Conduct project and network level benefit-cost analyses; (3) Conduct modeling and forecasting performance; (4) Establish short and long-term targets; (5) Select and program projects; (6) Monitor system performance and progress; and (7) Create visual displays of performance. The findings of the synthesis study will be documented in a final report that can be used by national, state, and local organizations to learn about best practices and to identify needs for future research, development, and deployment. KW - Air quality KW - Data analysis KW - Freight transportation KW - Highway safety KW - Infrastructure KW - Metropolitan planning organizations KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Performance measurement KW - State departments of transportation KW - State of the practice KW - Traffic congestion UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4176 UR - https://trid.trb.org/view/1407097 ER - TY - ABST AN - 01598982 TI - Synthesis of Information Related to Highway Practices. Topic 48-15. Determine the Value of Multimodal Projects Versus Added Capacity Highway Projects AB - Departments of transportation are responsible for providing the traveling public with a reliable and safe transportation system. In the past, this has meant building new roadways or adding lanes to existing roads, but as the population continues to grow, this may not be the most efficient way to address congestion and provide reliable trip times. With the increased interest in passenger rail and high-speed rail as a means to address the growing congestion problem, there is a need to summarize the different methods used by transportation agencies to quantify the benefits of a railway project versus a highway project. This synthesis study will summarize the methods that transportation providers use to calculate the value and benefit of different types of transportation projects to determine the best use of public funds for reducing congestion, improving commute times, or moving freight. It may be found, in certain situations, that passenger rail may provide a better value for commuters providing a more reliable commute time than adding additional roadway capacity at a lower total cost. Improvements to the freight rail system may help to reduce truck traffic, thereby improving safety, reducing wear and tear on roadway network, reducing maintenance costs and providing cost savings to transportation departments. Information will be gathered through a literature review and a survey of state departments of transportation (DOTs). The study will also identify gaps in knowledge and needed research. In addition to the cost benefit analysis, the study will summarize ways to measure and compare the environmental impacts between highway and rail projects. Calculations that could be used to evaluate environmental impacts, such as emissions reductions, greenhouse gas emissions, noise impacts, and environmental justice concerns will also be included. KW - Alternatives analysis KW - Benefit cost analysis KW - Construction projects KW - Environmental impacts KW - Highway capacity KW - Multimodal transportation KW - Railroad construction KW - Road construction KW - State departments of transportation KW - Valuation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4177 UR - https://trid.trb.org/view/1407096 ER - TY - ABST AN - 01598976 TI - Guidebook for Implementing Constructability Across the Entire Project Development Process: NEPA to Final Design AB - The Federal Highway Administration (FHWA) Every Day Counts Program brought national visibility to implementing alternative technical concepts (ATCs) for incorporation in transportation projects and continues to encourage state departments of transportation (DOTs) to implement this alternative contracting method on projects delivered using design-build (DB), construction manager at-risk (CMR) or construction manager/general contractor (CMGC), and design-bid-build (DBB) contracts. ATCs have huge and well-documented potential for accruing sizable benefits in terms of cost savings, increased constructability, and schedule reduction. In almost every case, the approved ATC was in reality a previously unrecognized approach to alter the design and enhance its constructability by matching the design of a given feature of work with the proposing contractor’s preferred means and methods. National Cooperative Highway Research Program (NCHRP) Synthesis 455: Alternative Technical Concepts for Contract Delivery Methods found that the major barrier to implementing ATCs on all types of highway construction projects is the perceived difficulty of permitting a contractor to revise commitments made during the environmental permitting process to receive National Environmental Policy Act (NEPA) clearance to proceed. While projects in Minnesota and Missouri have successfully changed their environmental permits to take advantage of potentially large savings from ATCs without a substantial delay in the project schedule, the perception held both in industry and by DOT project managers that any change to approved environmental documents will trigger an unacceptable delay for resource agencies to review, narrows the scope of the ATC consideration process. Durinng a FHWA Every Day Counts ATC implementation outreach workshop with industry, both contractors and design consultants agreed that they will summarily dismiss any potential ATC that alters the project’s environmental permit regardless of the potential cost or time savings. Some DOTs that have implemented ATCs will include a statement in a project’s solicitation documents to the effect that only ATCs that can be incorporated without further external review will be accepted. NCHRP Synthesis 455 also found that knowledge of project constructability was lacking in DOT planning, programming, and environmental staffs. Furthermore, these professionals have evolved a set of “acceptable” design solutions over the years of working with their local resource agencies. The result is that the NEPA clearance process has become more restrictive than absolutely necessary and literally constrains the DOT and its industry partners’ ability to innovate after the permit is finally approved. While changes in the permitting process are not the subject of this research needs statement, the intent of this project is to furnish a uniform set of guidelines for the application of constructability reviews during all phases of project development and delivery. The challenges demand a process and/or set of procedures that allow the agency to capture the benefits accrued by permitting ATCs on a construction project without violating the public trust and commitments that may have been made during project development. Ultimately, a sound business case must be made for each ATC as well as when and where including an ATC provision in construction procurement is appropriate. This ultimately requires a methodology to identify potential ATCs at a very early stage of project development and a common approach to conduct a tradeoff analysis during the permitting process to balance the time it takes to get final approval and the required amount of specificity articulated in permit commitments. The research objective then becomes to focus on extending the constructability review and value analysis process, which currently takes place during final design, backward in time to begin at the appropriate point in the planning and permitting process, thus leaving the widest possible set of options for design innovation, and construction means and methods, open for implementation in the project delivery process, without the need to revisit the permitting decisions. The research will benchmark the existing research on constructability and marry it to the state of the practice in project delivery procedures, planning processes, and environmental legislation, regulations, and policies. This study will assemble a set of effective practices and develop a guidebook that can be utilized by agencies to implement, based on local statutory and/or policy requirements, the application of constructability principles across the entire project development and delivery process. The guidebook should include a methodology to compare potential design alternatives on a basis of both potential cost and time savings. It should also incorporate guidance that allows DOTs to be able to justify the selection of a higher cost alternative on a basis of offsetting environmental/social benefits. Lastly, it is important to state that while the advent of ATCs triggered the need to relook at the environmental permitting process and ensure that it does not become unnecessarily restrictive, the proposed research is not merely restricted to projects using ATCs. Traditional low bid design bid build (DBB) projects encounter the same issues during the preliminary and final design phases; DOT and consultant design engineers suffer the same constraints as they attempt to develop a highly constructible design and a clear set of construction documents. Thus, the primary aim of the proposed research is to determine the minimum level of design specificity necessary to fulfill the statutory requirements to protect the environment without needlessly limiting the potential for post-permit design innovation. KW - Contracting KW - Environmental policy KW - Guidelines KW - Minnesota KW - Missouri KW - National Environmental Policy Act KW - Permits KW - Project delivery KW - Project management KW - State departments of transportation KW - Value engineering UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4191 UR - https://trid.trb.org/view/1407095 ER - TY - ABST AN - 01598975 TI - Optimal Procedures for Validating Contractor Test Data AB - The objective of this research is to develop an effective method for validating contractor test data to replace the current F- and t-test procedure. Proposed tasks include: (1) Conduct a literature search on the use of statistical tests to compare independent data sets. (2) Select one or more statistical tests as potential replacements for the currently recommended F- and t-test procedure. Evaluate the tests using actual or simulated data. Determine the effectiveness of each method for evaluating independent data sets. (3) Perform a risk analysis to determine the effects of sample size and significance level. Recommend minimum samples sizes and an appropriate significance level for use in the validation process. (4) Develop recommended specification language and business rules for data validation including what action to take if contractor data is not validated; how to address the issue of “practical differences” (i.e., the difference between data sets is statistically significant, but so small as to be of no practical significance); the role of dispute resolution in the validation process. (5) Develop guidance and tools for an optimum procedure to validate contractor test data for use in the acceptance process. KW - Contractors KW - Data files KW - Project delivery KW - Risk analysis KW - Specifications KW - State departments of transportation KW - Test procedures KW - Validation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4192 UR - https://trid.trb.org/view/1407094 ER - TY - ABST AN - 01598973 TI - Cross-Frame Analysis and Design Improvements AB - Developments in bridge design and analysis in recent years have created the need for improvements to cross-frame analysis and design for steel girder bridges. In the past, the configuration of cross-frame systems were generally based upon standard designs in which member sizes and layouts were dependent upon geometry and minimum member cross section requirements. The opportunities for improvements to cross-frame analysis and design cover a variety of topics. This project will address a number of these topics in a single, comprehensive research program that should result in a dramatic improvement in reliability and economy of cross-frames for steel I-girder bridges. The topics addressed should include (1) improved definition of fatigue loading for cross-frames in curved and/or severely skewed steel girder bridges analyzed using refined analysis methods; (2) implementation of stability bracing strength and stiffness requirements in the context of American Association of State Highway and Transportation Officials (AASHTO) load and resistance factor bridge design; (3) additional guidance for adjustment of the effective stiffness of cross-frame members in refined analysis models to reflect the influence of end connections on cross-frame member stiffness; and (4) streamlined design procedures for tee (WT) members in truss-type cross-frames and other strut applications The objective of this research is to provide (1) comprehensive, quantitatively based, guidance on the calculation of the design forces in cross-frames in steel girder bridges, (2) the calculation of stiffness requirements for stability, and (3) the influence of cross-frame member geometry upon the cross-frame stiffness. KW - Bridge design KW - Frames KW - Girder bridges KW - Load and resistance factor design KW - Steel bridges KW - Stiffness UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4194 UR - https://trid.trb.org/view/1407092 ER - TY - ABST AN - 01598972 TI - Development of an Automated Tool to Assist in the Formulation and Maintenance of Long Range Equipment Replacement Plans AB - State highway agency equipment fleets are vital assets to the delivery of agency programs, projects, and services. Integrating asset management strategies, including the development of long-range replacement plans, is needed to maximize the use of available funding. State highway agency equipment fleet managers are responsible for making complex decisions related to equipment replacement that have major long-term fiscal impacts to fleet operations as well as impacts to state highway agency productivity and their ability to meet program goals. There is a great need to make the most informed decisions for efficiency and to better communicate the long-range impact from different equipment management decisions. Typically, an equipment replacement plan is a living document that identifies candidate equipment replacements using established replacement criteria usually for a 1- to 2-year period. Longer term equipment replacement projections can be prepared, but an established means for scenario-based planning is lacking. Pavement managers have such automated long-range, scenario-based tools that provide analysis of the impact of funding scenarios on pavement condition throughout the planning period. Fleet managers are in need of an analogous tool for long-range fleet replacement planning. National Cooperative Highway Research Program (NCHRP) Project 20-07/Task 309, “Challenges and Opportunities: A Strategic Plan for Equipment Management Research” (referred to as the Equipment Research Roadmap), calls out the need for research on long-range equipment replacement planning. The automated tool resulting from this research will allow fleet managers and decision makers to optimize replacement strategies and to better communicate the long range impact from various equipment management decisions. Without this tool, state highway agencies may underestimate and thus underfund these assets without fully understanding the impacts. Once these assets have been underfunded, a backlog of equipment replacement needs develops and can grow exponentially. Once a backlog develops, equipment costs increase significantly and state highway agency productivity decreases. The objective of this research is to provide an automated tool to assist in the formulation and maintenance of long-range equipment replacement plans based on using highway agency fleet equipment asset historical cost, usage data, established life cycle criteria, and funding levels information. This tool should be able to project these plans using different scenarios with multiple inputs such as funding, inflation, fleet composition, fleet size, etc. This tool will be used to optimize replacement strategies and to better communicate the long-range impact from different equipment management decisions. The automated, computer-based process should have the capability to incorporate the optimized replacement cycles being developed under NCHRP Project 13-04, “Guide for Optimal Replacement Cycles of Highway Operations Equipment.” In order to achieve this objective, the following tasks are required: (1) conduct a literature review and synthesis of completed and active research in the area of long-range equipment replacement planning and scenario-based analysis including both public and private fleets with heavy equipment similar to state fleet composition; (2) conduct a synthesis of the current equipment replacement planning/practices (long range or single year) and scenario-based analysis used in highway agency equipment fleets and document best practices identified; (3) conduct a survey of state departments of transportation (DOTs)’ equipment fleet managers to determine what problems, needs, and concerns they in developing long-range equipment replacement plans and scenario-based analysis; (4) using information collected in Tasks 1, 2, and 3, develop a process to incorporate the necessary factors to produce long-range equipment replacement plans and scenario-based analysis for highway agencies’ total fleet and for each of the various classifications of equipment in the agencies’ fleets; and (5) provide a computer-based solution that highway agencies’ fleet managers can utilize to upload their data and run the various scenarios to determine their long-range replacement plans based on the process developed in Task 4. The option to upload customized replacement criteria or other needed data is required. The solution must provide a standard process using normal office hardware that can be used by all highway agency equipment fleets. The process of uploading data into the solution must be in a manner such that it can easily be performed by typical highway agency equipment fleet management staff without the assistance of information technology professionals. A successful tool will have the following capabilities: (a) Produce equipment replacement plans that quantify long-term replacement costs including the ability to model future changes in fleet capital (including adjustments for inflation) associated with future changes in fleet size, replacement cycles, mission needs, technology (e.g., emission reduction requirements) and/or fuel-type changes and resulting cost increases, and asset ages. Time horizon length shall be configurable from 1 to 25 years. (b) Account for other than like-for-like replacement, i.e., change in fleet composition. (c) Quantify equipment replacement backlog and the rate of increase or decrease at configurable funding levels. (d) Provide a process for evaluating the effects of scenarios such as deferring or accelerating specific equipment units on the leveling of needing funds on a multi-year basis. The specific equipment units shall be configurable. (e) Conversely, the solution shall suggest equipment units in need of replacement to be deferred or accelerated in order to achieve configurable funding scenarios. Parameters related to the deferment or acceleration shall be configurable. (f) Provide a reliable basis for developing replacement rates in a sinking-fund business model to ensure that rates account for future needs including capital costs, fleet asset mix changes, or the cost of new technology. (g) Be compatible for modeling and comparing the economic and fiscal impacts of alternative capital financing approaches such as outright cash purchase, a sinking fund, debt financing, and leasing. Note: The American Association of State Highway and Transportation Officials (AASHTO) Standing Committee on Research directed that this research be coordinated with the work being performed under NCHRP Project 13-04, “Guide for Optimal Replacement Cycles of Highway Operations Equipment.” KW - Equipment replacement KW - Forecasting KW - Highway maintenance KW - Life cycle analysis KW - Long range planning KW - Optimization UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4195 UR - https://trid.trb.org/view/1407091 ER - TY - ABST AN - 01598971 TI - Research for AASHTO Standing Committee on Highways. Task 395. MASH Equivalency of NCHRP 350-Approved Bridge Railings AB - The American Association of State Highway and Transportation Officials (AASHTO) will soon be publishing an updated edition of the Manual for Assessing Safety Hardware (MASH), the document defining criteria for crash testing hardware. Along with this, Federal Highway Administration (FHWA) and AASHTO are developing a revised joint implementation agreement which will establish dates for discontinuing the use of safety hardware that has met earlier crash testing criteria for new installations and full replacements on the National Highway System. There are many types of non-proprietary bridge rails in use throughout the states and research is needed to determine which rails need to be retested to MASH criteria and which, if any, can be "grandfathered" based on evaluation under previous criteria. In 1997, FHWA provided a list of 74 bridge rails and their equivalent National Cooperative Highway Research Program (NCHRP) 350 test level, based on the earlier NCHRP Report 230 test levels and AASHTO Bridge Specifications performance levels (http://safety.fhwa.dot.gov/roadway_dept/policy_guide/road_hardware/barriers/bridgerailings/docs/appendixb5.pdf). In 2000, FHWA provided guidance that allows for demonstrating that variations of a bridge rail design would not have to be crash tested if the basic geometry of a bridge rail has not been changed and the structural design of the rail is comparable to the rail that has been tested (http://safety.fhwa.dot.gov/roadway_dept/policy_guide/road_hardware/barriers/bridgerailings/docs/bridgerail_analysis_may16.pdf). With the pending approval and publication of an update to MASH and proposed joint AASHTO/FHWA implementation agreement, there is a need to review these resources, determine whether the concept is still appropriate, and also modify as needed to account for MASH (in other words, determine equivalent MASH test levels for bridge railings and which rail needs to be retested). The objectives of this research project are to: (1) prioritize bridge railings including concrete barrier, (2) determine MASH equivalent test levels, and (3) determine whether individual types of bridge railing could be submitted to FHWA for determination of Federal-aid reimbursement eligibility or whether retesting is needed. Task 1. Determination of how commonly various bridge railings will be used in the United States (i.e., level of interest for determining whether a rail meets MASH), through a poll, survey, review of standard drawings, or other means, to establish a priority for evaluation. Task 2. Assessment of methodology previously accepted by FHWA as appropriate for analyzing variations of fully crash tested bridge rail designs, for appropriateness for use with MASH crash test criteria. Note: Submit a draft letter report for Tasks 1 and 2 no later than 4 months after contract award. NCHRP approval will be required before proceeding with the remaining tasks. Task 3. Analysis of bridge rails to determine whether crash testing is needed or if a MASH test level equivalent can be established using data already known. Task 4. Coordination with pooled fund and other research initiatives to share information, avoid duplication of efforts, and work toward compiling information on all devices that meet MASH in one location. Task 5. Compilation of information and letters for devices not requiring re-testing for FHWA to determine eligibility of the devices for the Federal-aid reimbursement. Task 6. Presentation of the research findings to the AASHTO Subcommittee on Bridges and Structures, Technical Committees: T-7 Guardrail and Bridge Rail and AASHTO Technical Committee on Roadside Safety. Task 7. Submission of the final report describing the entire research. Following receipt of the draft final report, the remaining 2 months shall be for NCHRP review and comment and for research agency preparation of the revised final report. KW - AASHTO Manual for Assessing Safety Hardware KW - Bridge railings KW - Impact tests KW - Manuals KW - U.S. Federal Highway Administration UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4214 UR - https://trid.trb.org/view/1407090 ER - TY - ABST AN - 01618648 TI - Synthesis of Information Related to Highway Practices. Topic 48-08. Connected Work Zones - Integrating Technology into Work Zones, Vehicles, and Equipment to Improve Worker, Driver, Pedestrian, and Bicycle Safety AB - Abstract withdrawn. KW - Cyclists KW - Highway safety KW - Pedestrian safety KW - Technology KW - Work zone safety KW - Work zones UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4170 UR - https://trid.trb.org/view/1436707 ER - TY - RPRT AN - 01613999 AU - Qian, Zhen (Sean) AU - Carnegie Mellon University AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Real-time Incident Detection Using Social Media Data PY - 2016/05/09/Final Report SP - 54p AB - The effectiveness of traditional incident detection is often limited by sparse sensor coverage, and reporting incidents to emergency response systems is labor-intensive. This research project mines tweet texts to extract incident information on both highways and arterials as an efficient and cost-effective alternative to existing data sources. This research report presents a methodology to crawl, process and filter tweets that are accessible by the public for free. Tweets are acquired from Twitter using the REST API in real time. The process of adaptive data acquisition establishes a dictionary of important keywords and their combinations that can imply traffic incidents (TI). A tweet is then mapped into a high dimensional binary vector in a feature space formed by the dictionary, and classified into either TI related or not. All the TI tweets are then geocoded to determine their locations, and further classified into one of the five incident categories. The author applies the methodology in two regions, the Pittsburgh and Philadelphia Metropolitan Areas. Overall, mining tweets holds great potential to complement existing traffic incident data in a very cheap way. A small sample of tweets acquired from the Twitter API covers most of the incidents reported in the existing data set, and additional incidents can be identified through analyzing tweets text. Twitter also provides ample additional information with a reasonable coverage on arterials. A tweet that is related to TI and geocodable accounts for approximately 10% of all the acquired tweets. Of those geocodable TI tweets, the majority are posted by influential users (IU), namely public Twitter accounts owned by public agencies and media, while a small number is contributed by individual users. There is more incident information provided by Twitter on weekends than on weekdays. Within the same day, both individuals and IUs tend to report incidents more frequently during the day time than at night, especially during traffic peak hours. Individual tweets are more likely to report incidents near the center of a city, and the volume of information significantly decays outwards from the center. The author develops a prototype web application to allow users to extract both real-time and historical incident information and visualize it on the map. The web application will be tested in Pennsylvania Department of Transportation (PennDOT) transportation management centers. KW - Data mining KW - Geographic information systems KW - Incident detection KW - Philadelphia (Pennsylvania) KW - Pittsburgh (Pennsylvania) KW - Real time information KW - Social media KW - Traffic incidents KW - Twitter KW - Web applications UR - http://www.dot7.state.pa.us/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Operations/Real_time_Incident_Detection_Using_Social_Media_Data.pdf UR - https://trid.trb.org/view/1426771 ER - TY - ABST AN - 01604738 TI - Synthesis of Information Related to Highway Practices. Project 48-16. Construction and Rehabilitation of Concrete Pavements under Traffic AB - A common misconception about the construction of new concrete roads, concrete overlays or major rehabilitation is that they cannot be effectively done under traffic. Advancements in materials, equipment, placement techniques and project coordination have proven this not to be the case. There are a great number of projects that have been constructed under varying levels of traffic ranging from temporary closures to maintaining a high level of live traffic adjacent to or through the project. Current state of the practice in constructing or rehabilitating concrete pavements under traffic relies primarily on a few high profile and well documented projects. However, there are many noteworthy projects that have adequate documentation either by the owner or the contractor, but are not widely known. In order to better facilitate future projects, it is recommended that a synthesis of current practice, as outlined below, be undertaken. KW - Concrete pavements KW - Construction KW - Lane closure KW - Overlays (Pavements) KW - Rehabilitation (Maintenance) KW - Road construction KW - State of the practice KW - Traffic loads UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4227 UR - https://trid.trb.org/view/1416506 ER - TY - ABST AN - 01598966 TI - Synthesis of Information Related to Highway Practices. Topic 48-01. Practices for Preventing Roadway Departure Crashes AB - A roadway departure (RwD) crash is defined by the Federal Highway Administration (FHWA) as “A crash in which a vehicle crosses an edge line, a centerline, or otherwise leaves the traveled way.” These crashes, comprised of run-off-road (ROR) and cross median/cross center line head-on collisions, tend to be more severe than other crash types. The reasons for ROR events are varied and include inattentive driving due to distraction, fatigue, sleep, or drugs; the effect of weather on pavement conditions; and traveling too fast through a curve or down a grade. There are also a number of roadway design factors that can increase the probability that a driver error will become a ROR crash (e.g., substandard curves, and unforgiving roadsides). RwD is one of the most severe types of crashes. According to a query of seven years of crash data (2007-2013) from the Fatality Analysis Reporting System (FARS) database, an average of 57 percent of motor vehicle traffic fatalities occurred each year due to RwD in the United States, necessitating further investigations. Over the past few decades, different engineering countermeasures have been proposed, implemented, and tested by various state and local agencies to mitigate RwD crashes. These countermeasures can be divided into three major categories: (1) signs (e.g., chevrons; dynamic curve warning systems; and advance curve warning and advisory speed sign); (2) pavement safety (e.g., high friction surface treatments; raised pavement markers; edge line pavement markings; safety edge; centerline rumble strips; and shoulder rumble strips); and (3) roadside design (e.g., cable barrier; guardrail; breakaway supports for signs and lighting; clear zone improvements; and shoulder widening). According to the FARS database, more than a quarter of all fatal crashes occur at curves, and 83 percent of those crashes are roadway departures. Enhancing curve delineation with signs is typically considered to be a low-cost safety improvement. Pavement safety countermeasures can also make significant contributions to reducing the number of RwD crashes. Collision with a fixed object has been identified as the primary harmful event in ROR crashes. Some practical countermeasures to enhance roadside safety include roadway cross-section improvements, hazard removal or modification, and delineation. These countermeasures have been used in all area types (i.e., rural, suburban, and urban) to keep vehicles in travel lanes and to reduce potential collisions with roadside objects, such as trees, signs, and utility poles. The objective of this synthesis is to document and summarize strategies and countermeasures taken by transportation agencies throughout the nation to prevent RwD crashes and the impact of those measures. The study will document strategies reported as effective as well as promising experimental technologies and strategies. Information will be gathered by literature review, a survey of state departments of transportation (DOTs), and follow-up interviews with selected agencies. KW - Countermeasures KW - Crash data KW - Distraction KW - Driver errors KW - Fatalities KW - Fatality Analysis Reporting System KW - Frontal crashes KW - Highway safety KW - Ran off road crashes KW - Road markings UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4163 UR - https://trid.trb.org/view/1407109 ER - TY - ABST AN - 01598967 TI - Synthesis of Information Related to Highway Practices. Topic 48-02. Tack Coat Specifications, Materials, and Construction Practices AB - Tack coat is a light application of asphalt, usually an asphalt emulsion, onto an existing relatively non-absorptive pavement surface. Tack coat is normally applied between two asphaltic concrete pavement layers or between a new asphalt pavement layer that is placed over an existing Portland cement concrete (PCC) surface. It is used to provide an adequate bond between the pavement being placed and the existing surface, achieving a monolithic system capable of withstanding traffic and environmental stresses. Insufficient bonding between pavement layers decreases the pavement bearing capacity and may cause slippage. In addition, insufficient bonding may cause tensile stresses to be concentrated at the bottom of the wearing course. There has been a pronounced increase in interest regarding tack coat specifications, materials, and construction practices in the past few years, primarily due to: (1) Release of National Cooperative Highway Research Program (NCHRP) Report 712, “Optimization of Tack Coat for Hot Mix Asphalt (HMA) Placement” in 2012; (2) Creation and marketing of several new reduced-tracking tack coat products; and (3) Implementation of Tack Coat workshops in virtually every state in 2015 and 2016 by the Federal Highway Administration (FHWA) and the Asphalt Institute (AI). As a result of these factors, state agencies across the United States are reevaluating their tack coat specifications, the materials they use, and the practices by which the tack coats are placed. As states review their tack coat related activities, the work being done in the area by other states becomes highly interesting. The previously mentioned FHWA/AI Tack Coat Workshops in each state included both pre-workshop and post-workshop meetings between personnel from state agencies, FHWA, AI, and other industry partners. The meetings established each state’s current tack coat specifications, materials, and construction practices, plus a discussion of what might be changed as a result of the information provided in the workshop. The goal of this study is to provide an overview of the current state of practice regarding specifications, materials, and construction practices. This information will aide state agencies as they review their current practices regarding tack coats, and assess what changes to their current specifications should be implemented. In addition this study will help agencies identify gaps in their current specifications and practices, and provide them with research information necessary to ensure a sufficient bond between subsequent pavement lifts. Specific goals include: (1) state of the practice on the use of tack coat materials and application rates for the various types of pavement surfaces; (2) state practice of quality control (QC) and quality assurance (QA) for tack coat material; and (3) state specifications for methods of payment of tack coat materials. Information will be gathered by literature review and a survey of the state departments of transportation (DOTs). Current FHWA guidance and AI guidance will also be reviewed. Topics to be studied include research and practice on the following items(not inclusive list): (1) Whether the tack coat is paid for as a separate bid item, or whether the cost of tack coat is included in the bid price for asphalt mixtures; (2) What tack coat products are available; (3) The method of acceptance for the tack coat materials (testing of material samples, certification, testing of bond strength, etc.); (4) For states testing tack coat bond strength, is the test monotonic or cyclic? Is the application of stress in tensile, shear, or torsion mode; (5) How each state chooses the best product for their agencies. Either based on performance, environment, cost, and availability; (6) The proper application rate based on the material type and surface upon which it is applied; (7) How each state verifies that the appropriate application rate of tack coat was applied; (8) Whether or not the tack coat is allowed to be diluted, and if so, whether it is allowed to be diluted in the field or whether it is required to be diluted at the supplier’s terminal; (9) Construction-related issues such as specification verbiage regarding pavement cleanliness, allowable surface temperatures, spraying vertical surfaces, nighttime application, verification of uniform application, limitations on distances allowed to be tacked in front of the paver, how to handle vehicle tracking of tack, etc.; and (10) The number of states that use spray pavers, and under what conditions they are used. KW - Construction management KW - Hot mix asphalt KW - Portland cement concrete KW - Quality control KW - State departments of transportation KW - State of the practice KW - Surface course (Pavements) KW - Tack coats UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4164 UR - https://trid.trb.org/view/1407108 ER - TY - ABST AN - 01598968 TI - Synthesis of Information Related to Highway Practices. Topic 48-04. Staffing for Alternative Contracting Methods AB - Alternative Contracting Methods (ACM) are a significant part of the Federal Highway Administration (FHWA) Every Day Counts initiative because they are seen as tools that can be used to expedite project delivery. Most U.S. Departments of Transportation (DOTs) have implemented ACMs in varying degrees and with varying degrees of success. The issue that has yet to be resolved is the question of what changes to the traditional design-bid-build (DBB) staffing level requirements need to be made when an ACM is used to procure a given project. Some DOTs have created separate “innovative contracting” divisions that centrally manage ACM projects. Others retain the decentralized approach and let current geographic areas of responsibility dictate who will deliver an ACM project. Both methods have been successful, but the literature contains little, if any, detailed information on the human resources requirements necessary to adequately staff the DOT project team so that it can fulfill its statutory due diligence responsibilities during design and construction. Since there have literally been hundreds of ACM projects of all sizes, types and levels of complexity completed across the nation, there is a rich set of local lessons learned by individual agencies that would be valuable to the rest of the industry if they can be captured and published in a single document. The objective of this synthesis is to identify effective practices for establishing staffing levels for ACM projects. Topics to be studied include research and practice on the following, but not limited to: (1) staffing practices during ACM project planning and programming; (2) staffing practices during ACM project environmental clearance; (3) staffing practices during the ACM project design phase; (4) unique staffing issues for the primary delivery methods (CM/GC, D-B, P3); (5) project staffing practices during ACM project procurement; (6) project staffing practices during ACM project construction; (7) impact of incentives/disincentives to accelerate project delivery on office and field staffing requirements; (8) planning, design, and construction contract administration process modifications that promote accelerated delivery of projects in tight areas; and (9) structural modifications to various project delivery methods for implementation with minimal DOT staff oversight. This synthesis will also explore public and industry outreach efforts that were used successfully by transportation agencies in implementing the delivery of ACM projects, as well as barriers to implementation of the recommended effective practices. The study may consider DBB staffing as a baseline. Information will be gathered by literature review, a survey of state DOTs, and follow up interviews with selective agencies to provide case examples of successful ACM project delivery programs and industry outreach efforts. KW - Construction projects KW - Contract administration KW - Design bid build KW - Labor force KW - Project delivery KW - State departments of transportation KW - State of the practice UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4166 UR - https://trid.trb.org/view/1407107 ER - TY - ABST AN - 01598969 TI - Synthesis of Information Related to Highway Practices. Topic 48-05. The Use of Trenchless Utility Pipe Installation and Replacement Techniques Under Highways to Minimize Traffic Disruption and Other Direct and Indirect Costs AB - Trenchless installation of stormwater conveyance conduits is the process of installing and replacing underground infrastructure without open-cut excavation. The use of technology like pipe jacking, micro-tunneling, horizontal directional drilling, guided boring, pipe bursting, and pipe splitting have significantly increased in recent years, driven by the need to install new pipe systems and rehabilitate aging stormwater conduits. Critical applications include conduit crossings under highways, streets, railroads and other transportation lines, where use of trenchless technology can reduce disruption to transportation and problems associated with backfilled trenches. While use of this technology is increasing, it is largely a contractor driven industry and engineers representing state departments of transportation (DOT’s), infrastructure owners, geotechnical consultants, and others still have questions regarding disturbance to overlying infrastructure like pavements, and buildings, and other buried infrastructure that occurs in the vicinity. The expansion of soil around pipes being replaced or the excavation of ground for installation of new pipes can result in ground heave or settlement. The soil loads, pulling forces, and possible damage to the new pipes being installed are also influenced by the trenchless construction processes. Use of pressurized drilling mud, particularly during directional drilling, can lead to blowout or hydrofracture of the soil surrounding the boring, and significant environmental consequences. The objective of this synthesis is to summarize available trenchless technologies being used for the installation and rehabilitation of stormwater conduits, and document successful practices for all trenchless technologies used for the installation and rehabilitation of stormwater conduits. Information will be gathered through a literature review of all existing research on both the effects of open-cut technologies on the surrounding environment, and a survey of state DOTs. The study will also include case studies involving successful and unsuccessful use of this technology. Finally, the study will compare the relative total costs of trenchless and open-cut technologies. KW - Boring KW - Conduits KW - Direct costs KW - Open cut excavation KW - Pipe jacking KW - Service disruption KW - Traffic flow KW - Trenchless technology KW - Underground utility lines UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4167 UR - https://trid.trb.org/view/1407106 ER - TY - ABST AN - 01598970 TI - Synthesis of Information Related to Highway Practices. Topic 48-06. Integrated Transportation and Land Use Models AB - In recent years, the fundamental and critical connection between land use and transportation has received increased attention. In some cases, legislation has been adopted (e.g. California SB 375 (2008), Oregon SB 1059 (2010)), that provides further impetus to consider land-use and transportation together. There is an increasing number of integrated transportation and land use models that seek to analyze the interaction between transportation and land-use. However, there is not a single source providing critically needed information for departments of transportation (DOTs) and metropolitan planning organizations (MPOs) about these models. A growing number of different techniques, methods and models have been developed over the past fifty years with the aim of integrating transportation and land-use modeling. These tools differ considerably in their complexity, and requirements for data, expertise, and resources. They range from relatively simple geographic information system (GIS) approaches (e.g. I-Places, UPlan) to complex urban economic models (e.g. UrbanSim and PECAS). Each of these tools has different appropriate uses, and each differs in the extent to which transportation-land-use interactions are captured. The objective of this project is to develop a synthesis of integrated transportation and land-use models for use by planning agencies (DOTs, MPOs, etc.). The project will result in a document that allows planning agencies to identify the type of integrated model that fits their needs. Information will be gathered by literature review and a survey of United States and Canadian agencies known to have a working integrated transportation land use model. The work will include case examples of current integrated transportation land use models that are being used to support planning activities and investment or operational decisions. The study will also identify gaps in knowledge and needed research. Delving into properties of software and comparing software, vendors or technologies are not the intentions of this study, as this is being covered by National Cooperative Highway Research Program (NCHRP) 08-94, which intends to provide guidance for selecting the appropriate type of travel forecasting method of no less than 17 different types of methods. This is a critical, new planning area, where a single source of information of available methods is urgently needed by planning professionals. KW - Economic development KW - Geographic information systems KW - Integrated systems KW - Land use planning KW - Metropolitan planning organizations KW - PECAS (Computer model) KW - State departments of transportation KW - Urban areas KW - UrbanSim (Computer model) UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4168 UR - https://trid.trb.org/view/1407105 ER - TY - ABST AN - 01598981 TI - Synthesis of Information Related to Highway Practices. Topic 48-07. Investment Prioritization Methods for Low Volume Roads AB - Current Transportation Asset Management (TAM) practices use asset condition and utilization metrics such as the Pavement Condition Index (PCI) and Average Annual Daily Traffic (AADT) to prioritize the allocation of funds for preservation, maintenance, repair, and replacement projects. In theory, these metrics permit agency asset managers to direct scarce available funding to those projects that will result in the maximum net improvement to network condition. However, they do not measure the impact of individual projects on the economy because they assume that the alternative that has the highest AADT will translate to the highest positive impact. This assumption has been found to be incorrect in states with a high percentage of low volume roads and a high percentage of trucks that transport not only agricultural and industrial products to market, but also serve energy-resource-wise sectors. In these cases, the net impact of network improvement is directly proportional to the value of the commodities being transported to the state’s economy. A recent study by the Iowa Department of Transportation (IDOT) investigated the use of a metric used by the World Bank to prioritize funding for aid in developing countries. The metric is termed the Social Return on Investment (SROI) and takes a holistic view of the economic impact of improvements on low volume roads and bridges. The study used SROI to justify funding the replacement of a bridge that carried 80 AADT over a competing project to replace a bridge that carried 800 AADT because the lower volume bridge serviced a much greater area of corn and soy bean acreage and eliminated a much longer detour for heavy vehicles that could not cross the weight limit posted bridge. Additionally, the use of a return on investment methodology creates the ability to better articulate the outcome of the decision-making process to stakeholders, such as legislators, because it does not require specialized knowledge (i.e. pavement engineering for Pavement Condition Index (PCI)) to understand. SROI is merely one metric that extends the ability of the agency asset manager to intelligently make asset improvement funding decisions. There are many other such metrics available in the literature and potentially in use by transportation agencies. The objectives of this synthesis are to: (1) Identify metrics available to quantify an asset’s economic impact; (2) Identify the tools, such as databases, software, and other instruments that have been used effectively on projects; (3) Synthesize current decision parameters for asset management for low volume assets; (4) Identify and document other procedures and processes that integrate innovative metrics into the decision process along with traditional metrics like PCI and AADT; and (5) Identify and document proven procedures for applying these metric to preservation and maintenance projects. The synthesis will explore agency outreach efforts that have been used successfully to justify/explain the use of innovative metrics in the asset preservation and maintenance fund allocation process to external stakeholders such as highway commissioners, legislators, and the public. Case examples of successful innovative metrics and agency outreach efforts will be included in the synthesis. Gaps in knowledge and current practice will be noted, along with research needs to address these gaps. Information will be gathered by literature review and a survey of state DOTs and Canadian provincial transportation agencies. The literature review will include a review of both international and domestic asset management information. KW - Annual average daily traffic KW - Asset management KW - Condition surveys KW - Decision making KW - Iowa Department of Transportation KW - Low volume roads KW - Pavement Condition Index KW - Pavement performance KW - Preservation KW - Return on investment UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4169 UR - https://trid.trb.org/view/1407104 ER - TY - ABST AN - 01598984 TI - Synthesis of Information Related to Highway Practices. Topic 48-08. Connected Work Zones - Integrating Technology into Work Zones, Vehicles, and Equipment to Improve Worker, Driver, Pedestrian, and Bicycle Safety AB - Significant research, development and testing have been invested into safe, automated vehicle, vehicle-to-vehicle (V2V), vehicle-to-infrastructure (V2I), and vehicle-to-pedestrian (V2P) technologies. Roadside construction and maintenance projects can be used to immediately test and enhance these technologies, improve internal work zone safety, reduce work zone crashes, and provide other safety and management benefits. V2V, V2I, and V2P technologies can be combined to create work zones where worker roll-over deaths from dump trucks, rollers, and other equipment are avoided, where alarms for vehicle-to-work zone intrusion are provided in time for employees to take refuge, and where productivity increases. Additionally this technology might be able to be used beyond the “internal work zone” and include areas peripheral to moving maintenance operations such as snowplow/snow blower echelons, sweeper trains, etc. to provide a warning to the traffic queue, pedestrians, or bicyclists behind these operations. These are zones of high incident risk, and there have been advances in warning technology in the recent past. The extent that these technologies are being adopted and implemented by departments of transportation (DOTs) is unknown. The purpose of this synthesis is to gather information on current practices, identify effective practices, and determine technology availability for connected work zone systems that integrate technology into work zones, vehicles, and equipment to communicate enhanced-precision location information to connected devices that provide visual, auditory, and haptic feedback to prevent work zone incidents and improve work zone safety by leveraging connected maintenance vehicles, equipment, and workers. The core of what is to be studied is the connection/communication from erratic vehicles to directly to workers (and other individuals potentially in harm’s way) in real time. This may include work vehicles in the work zone. The study will also identify any barriers to implementing a connected work zone system to improve worker/driver safety. Information from this synthesis could be used to help agencies implement connected work zone systems if the state of the practice and technology are deployable. The results of the synthesis could also lead to a research project for further deployment, such as developing and testing equipment and applications for work zones to provide a proof-of-concept and validation environment for the greater automated vehicle, V2V, V2I, and V2P technologies before they are deployed en masse. The synthesis will include a literature review and surveys and interviews to gather information from North American transportation and transit agencies, equipment and vehicle manufacturers, computer application developers, and professional organizations in North America, Europe, and Japan. A possible configuration or example of a connected work zone system could be as follows: (1) Secure communication and application technology so they do not provide an intrusion point for nefarious purposes or create security and safety vulnerabilities. (2) Position (x,y,z) accuracy increased with the deployment of one or more known points and wireless communications throughout the work zone. (3) Display screens mounted in vehicles and equipment with a two-step sequence required to authorize movement when the application senses an imminent worker, pedestrian, bicyclist, or another vehicle/equipment collision. (4) Smartphone or dedicated device apps to communicate with workers and provide early danger alerts. (5) Wireless communication with passing motorists, pedestrians, bicyclists, etc.; lidar to detect those not yet equipped with V2I or V2V equipment; and supplemental audible/visual warnings. (6) Geofencing to identify work zone boundaries and alerts for boundary penetration. (7) Management functions to automate creating time, attendance, equipment use, and production records. KW - Pedestrian safety KW - Technological innovations KW - Traffic queuing KW - Vehicle design KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications KW - Wireless communication systems KW - Work zone safety UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4170 UR - https://trid.trb.org/view/1407103 ER - TY - ABST AN - 01598986 TI - Synthesis of Information Related to Highway Practices. Topic 48-09. Integration of Roadway Safety Data from State and Local Sources AB - The Moving Ahead for Progress in the 21st Century (MAP-21) transportation legislation strongly supports the view that quality data provides the foundation for making important decisions regarding the design, operation, and safety of roadways. MAP-21 emphasizes the importance of safety data for all public roads and requires that states must have safety data systems with the ability to perform safety problem identification and countermeasure analysis. In this context, safety data is defined as roadway, traffic, and crash data. MAP-21 includes requirements for the collection of roadway data based on the Model Inventory of Roadway Elements (MIRE) and use of a linear referencing system. Specifically, MAP-21 requires the collection of a subset of MIRE called MIRE Fundamental Data Elements (MIRE FDEs) that focus on roadway segment, roadway intersection, and roadway ramp data elements. Recently passed transportation legislation called the Fixing America’s Surface Transportation (FAST) Act continues the emphasis on high quality safety data to support sound transportation decision making. Currently, many transportation agencies have data management systems and datasets that need to be improved to meet the requirements of MAP-21 and FAST. The Federal Highway Administration (FHWA) Office of Safety’s Roadway Data Extraction Technical Assistance Program (RDETAP) provides assistance to state and local agencies that are implementing efforts to collect MIRE data elements for safety analysis. The RDETAP found that state and local agencies struggle with two critical issues that impede the collection of MIRE data elements: data integration within the agency and integration of data that comes from external (e.g., local) sources. In many cases, state information systems have been designed decades ago, based on equally aged business needs and specifications, and must now be integrated to support the need of advanced safety analysis tools. In addition, state agencies have traditionally limited data collection to the state roadway network. As a result, state transportation agency efforts to integrate internal datasets are usually not sufficient to expand roadway data to local roadways. In order to satisfy the requirement to collect data on all public roadways, state transportation agencies are reaching out to local agencies in an effort to obtain data that is available at the local level and avoid duplication of data collection activities. Facilitating access to and integration of data from a multitude of information systems from sources outside of an agency is a challenge for transportation agencies around the nation. For example, the FHWA Office of Safety published a report in 2012, United States Roadway Safety Data Capabilities Assessment, which analyzed national gaps with regard to state data capability. At the national level, the report found that among 15 critical issues, the most significant gaps exist in terms of data management policies, completeness of the roadway inventory, and (possibly as a result) countermeasure selection. National Cooperative Highway Research Program (NCHRP) Synthesis 486, State Practices for Local Road Safety, published in 2016, came to a similar conclusion. Although activities among state and local agencies to share data more effectively was not a focus of the project, the research found that the development of cost-effective traffic and roadway inventory database systems to facilitate the implementation of a data-driven systemic safety approach remains a future research need. Over the past few years, several efforts have been made to encourage and improve data access and integration between state and local agencies, with varying levels of success. NCHRP Synthesis 458, Roadway Safety Data Interoperability Between Local and State Agencies, published in 2014, found that in terms of interoperability between state and local agencies, agencies have made more progress in terms of integrating crash data than roadway or traffic data. The study found that states striving to obtain the roadway data required by the federal mandate, but noted that only 16 state agencies responded that they receive data from local agencies. Ten of the 16 responding states that receive local data mentioned some level of difficulty to merge and use the data, and only three state agencies have advanced systems that integrate state and local data. A promising concept to address data integration called data exchange broker (DEB) has been recently implemented at the Virginia Department of Transportation (VDOT). The concept aims at the reduction of data exchanges in favor of DEB as a coordination point for data integration between systems. Before implementation of DEB, VDOT maintained hundreds of data exchanges for various business processes, which worked well for expediency but created long-term issues due to large quantities of customized code that needed to be written and maintained. The DEB concept aims to reduce point-to-point interfaces, minimize replication of data, and facilitate real-time data exchange by reducing hard dependencies between systems and using reusable scripts, among other strategies. Several recent NCHRP synthesis projects have provided understanding of data integration issues that should provide a foundation for the research into data integration for roadway inventory data. For example, NCHRP Synthesis 460, Sharing Operations Data among Agencies, published in 2014, provides insight on data sharing issues and best practices for traffic operations data that may apply to some degree to roadway data. Similarly, the 2013 NCRHP Synthesis 446, Use of Advanced Geospatial Data, Tools, Technologies, and Information in Department of Transportation Projects, is not directly related to the issue of roadway data integration but collected information about use geospatial technologies at state transportation agencies and key geospatial technologies and personnel that could be useful for further research into roadway data integration based on linear referencing systems. NCHRP Synthesis project 20-05 Topic 47-05, Data Maintenance Practices, started in 2015 could provide additional input into the issue of roadway data integration. The synthesis aims to gather information about strategic information management practices in terms of data governance, data sharing, and data warehousing. However, given that the synthesis addresses a very broad spectrum of data applications and involves diverse groups including safety, program development, planning, design, and construction, synthesis results will likely not be detailed enough to address the issue of roadway data integration. KW - Data collection KW - Data quality KW - Decision making KW - Fixing America's Surface Transportation (FAST) Act KW - Highway safety KW - Inventory KW - Model Inventory of Roadway Elements KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Traffic data KW - Virginia Department of Transportation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4171 UR - https://trid.trb.org/view/1407102 ER - TY - ABST AN - 01598987 TI - Synthesis of Information Related to Highway Practices. Topic 48-10. Survey of State Practices on Aggregate Quality Requirements for Pavements AB - Constructing and maintaining highway systems requires a dependable and abundant supply of relatively high quality aggregates, borrow and select material, quarried rock, sand and gravel, and other materials such as reclaimed asphalt pavement (RAP) or recycled concrete aggregate (RCA). Finding and qualifying such sources is important in terms of material availability and costs related to production, performance testing, and hauling distance to paving projects, as suitable materials may be limited by specifications and/or land development/permitting issues affecting the development of new sources or recycling facilities. Moreover, the availability of high quality aggregate material is decreasing in many parts of the country as sand and gravel mines and rock quarries are depleted or lost to other land uses. Opportunities exist to provide adequately performing roads and achieve better value by blending materials from various sources of different quality or grading. Generally, aggregate type and quality are important factors for determining its use and placement within the different layers of the pavement structure depending on the design traffic level, subgrade soil, and the environment. Nonetheless, what some states consider a "good or high quality” aggregate suitable as base course material, for example, other states may not consider suitable for similar pavement applications. Under certain conditions, various states have used marginal quality aggregate which performed adequately under similar loading conditions where slight modifications in the design and construction procedures have been carried out. This approach of optimizing the use of local materials with design and construction methods has the possibility of significantly reducing the overall construction cost and energy expenditure. The objective of this synthesis is to document and summarize state department of transportation (DOT) requirements for aggregate quality for pavements, both natural (quarried) and recycled. The study will cover the use of locally available aggregate sources, current production experiences and selection practices, typical value ranges for aggregate tests related to their performance (e.g., LA abrasion, strength), as well as design procedures aimed at comparing performance results in various types of construction and sustainable field applications. Differences across states requirements for aggregate quality related to various road applications will be captured. The report will be useful to DOTs in their effort to identify, appraise and use available aggregate sources in the most economical ways for the sustainability of intended roadway applications. KW - Abrasion KW - Concrete aggregates KW - Pavement performance KW - Quarries KW - Reclaimed asphalt pavements KW - Recycled materials KW - State departments of transportation KW - Subgrade (Pavements) UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4172 UR - https://trid.trb.org/view/1407101 ER - TY - ABST AN - 01598988 TI - Synthesis of Information Related to Highway Practices. Topic 48-11. Practices in Two-way, Two-lane Traffic Control AB - Maintenance of traffic planning is critical to not only minimizing congestion during construction but also providing a safe work zone for both the travelling public and the contractors’ personnel. The typical situation where this must be designed is for the rehabilitation of a rural interstate highway. In this case, the two lanes of traffic in one direction is diverted to a single lane on the opposite side of the highway while the traffic in that direction is also forced to merge from two lanes to a single lane. While the Manual of Uniform Traffic Devices (MUTCD) furnishes general guidance for this situation, many state departments of transportation (DOTs) and/or their contractors have developed innovative practices to improve the basic MUTCD configuration. Since there have literally been hundreds of projects of all sizes, types and levels of complexity completed across the nation where two-way, two-lane traffic control, the literature is virtually empty of successful practices on past projects. Thus, there is a rich set of local lessons learned by individual agencies that would be valuable to the rest of the industry if they can be captured and published in a single document. Therefore, the objective of this synthesis is to identify effective practices for establishing two-way, two-lane traffic control. The synthesis will also explore public and industry outreach efforts that were used successfully by transportation agencies in implementing the delivery of two-way, two-lane traffic control aspects projects, as well as barriers to implementation of the recommended effective practices. Information will be gathered by literature review and a survey of the state DOTs. Project and agency case studies on successful two-way, two-lane traffic control programs and industry outreach efforts will also be included in the synthesis. The synthesis will seek to identify effective practices and lessons learned in the following areas (note this is not an all-inclusive list): (1) Minimum/maximum length standards for two-way, two-lane traffic control. (2) Applicability of two-way, two-lane traffic control to the Alternative Technical Concept (ATC) process during project procurement. (3) Two-way, two-lane traffic control designs/practices during ACM project construction. (4) Impact of incentives/disincentives to accelerate project delivery on using two-way, two-lane traffic control. (5) Planning, design, and construction contract administration process modifications that promote safe work zones in two-way, two-lane traffic control situations. (6) Structural modifications to various project delivery methods for implementation of the effective practices identified in the study. (7) Treatment for side road entrances and driveways during the one lane two way operations. (8) Other useful information as might be found in the literature and survey output. KW - Best practices KW - Manual on Uniform Traffic Control Devices KW - State departments of transportation KW - Traffic congestion KW - Traffic control KW - Traffic control devices KW - Two lane highways KW - Work zone traffic control UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4173 UR - https://trid.trb.org/view/1407100 ER - TY - ABST AN - 01598989 TI - Synthesis of Information Related to Highway Practices. Topic 48-11. Inertial Profiler Certification for IRI Measurements AB - Inertial profilers are primarily used for collecting repeatable and reproducible road profiles. These road profiles are then analyzed to calculate a smoothness or ride quality index, the most common of which is the International Roughness Index (IRI). The IRI is often used as a smoothness measure for acceptance of construction projects. Inertial profilers are also used to measure IRI at the network level. The IRI is a performance measure that state departments of transportation have to report to the Federal Highway Administration (FHWA) as a part of HPMS/MAP-21 requirements. The certification of the inertial profiler is extremely important to ensure accurate data is collected both for smoothness specifications at the project level and also for Moving Ahead for Progress in the 21st Century Act (MAP-21) requirements that the states provide accurate and consistent data. The study will perform a thorough literature review and survey of the state departments of transportation (DOTs) to determine the state of practice of certification of inertial profilers at the national and international levels. Information will be gathered on the following topics: (1) What is the reference device used for certification of inertial profilers; (2) The procedure for developing reference profiles; (3) The test procedure used for certification; (4) The criteria used for certification of equipment; (5) The costs of certification; (6) Maintenance and operation of certification facility; (7) Extent of validity of the certification; (8) Tests/procedures/processes to monitor the inertial profiler equipment operation and validity/quality of collected and reported network data subsequent to certification; and (9) Procedures for construction smoothness quality assurance, referee and/audits. The study will also note gaps in current knowledge and practice, and research needs. KW - Acceptance KW - Construction projects KW - Data collection KW - International Roughness Index KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Profilometers KW - Quality assurance KW - Roughness KW - Smoothness KW - State departments of transportation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4174 UR - https://trid.trb.org/view/1407099 ER - TY - ABST AN - 01598909 TI - Research for AASHTO Standing Committee on Highways. Task 390. Parametric Study & Cost Effects for the USDOT Truck Size & Weight Study Vehicles AB - In the recently completed U.S. Department of Transportation (USDOT) Study, Review of U.S. Department of Transportation Truck Size and Weight Study (USDOT TS&W Study), a small number of bridges in relation to the total population of bridges were evaluated for force effects and the associated cost to strengthen or replace them due to the increased weight of the new legal truck configurations and gross weights. A broader study of the force effects, such as increased demand on girders and deck, reduction in service life, and remaining fatigue life, on the total population of bridges in the United States would be beneficial to understand and predict more accurate cost effects of increasing legal loads. More generally, the Highway Subcommittee on Bridges and Structures needs a roadmap that acknowledges ongoing and complete truck-size-weight-cost studies related to bridge condition and provides the logical next steps. The objectives of this research are to: (1) conduct a parametric study to assess the impact of increasing legal loads on highway bridges, including local and currently posted bridges, on the cost of bridge replacement per state; and (2) prepare a roadmap of study items and actions necessary to make the true cost effects of increasing legal loads known by decision makers. At the minimum, the parametric study should compare the force effects (moments and shears) of standard AASHTO bridge design trucks (HS-20, HS-15, H-20, H-15 and HL-93) over a full range of span lengths (20’ to 250’) for both simply supported and continuous structures to the six trucks evaluated in the USDOT TS&W study. The project will have five tasks. Task 1. Develop a methodology to determine comparative force effects for the AASHTO design trucks and the six trucks used in the USDOT TS&W Study. The Methodology should consider querying the National Bridge Inventory state-by-state for the bridges that have the comparative operating ratings that are exceeded by the six trucks in the USDOT TS&W Study. Task 2. Determine the replacement costs for each state for each of the six scenario trucks using the average cost of bridge replacement per square foot for each state and summarize the cost impact for the nation for each of the six truck scenarios. Note: Submit a draft letter report for Tasks 1 and 2 no later than 5 months after contract award. National Cooperative Highway Research Program (NCHRP) approval will be required before proceeding with the remaining tasks. Task 3. Prepare a roadmap of study items and actions necessary to make the true cost effects of increasing legal loads known by decision makers. The roadmap shall include prioritized list of needed research to investigate the questions and issues that would result from increasing legal loads. Task 4. Present the research findings to the AASHTO Subcommittee on Bridges and Structures, Technical Committees: T-5 Loads and Load Distribution and T-18 Bridge Management, Evaluation, and Rehabilitation. Task 5. Submit a final report describing the entire research. Following receipt of the draft final report, the remaining 2 months shall be for NCHRP review and comment and for research agency preparation of the revised final report. KW - Axle loads KW - Bridge decks KW - Bridge design KW - Bridge management systems KW - Department of Transportation KW - Service life KW - Structural health monitoring KW - Truck Weight Study KW - Trucks by weight UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4089 UR - https://trid.trb.org/view/1406919 ER - TY - ABST AN - 01598911 TI - Research for AASHTO Standing Committee on Highways. Topic 48-03. Corrosion Protection for Extending Steel Bridge Service Life AB - Corrosion is one of the most often-cited problems with steel bridges. The need for a synthesis study on this topic is immediate. Owners are replacing a large number of Interstate Era bridges and building significant numbers of new bridges and transportation structures. Now is the time to choose materials, coatings, and details wisely and develop and implement effective long term care and maintenance plans for newly constructed bridges and transportation structures. Some of these approaches work better in different parts of the country; approaches that work well in northern states where deicing salts are a significant issue may not offer much benefit in coastal states where exposure to salt water and sea air are more of a concern. Making the wisest choice among the right coating, material, details and actions while considering the environment where the bridge will be located is complicated. While there has been much research performed in each of these areas, it has generally been done in a somewhat isolated and uncoordinated fashion. There is no single comprehensive document that provides both qualitative and quantitative information on all these various approaches. A synthesis is needed to compile knowledge on the various strategies and collect effective practices presently in use. Information will be gathered by literature review and a survey of the state departments of transportation (DOTs). Topics to be studied include research and practice on the following: (1) Coatings: (a) paint coatings; (b) galvanization; and (c) metallization. (2) Materials: (a) weathering steel; and (b) stainless steel. (3) Details: (a) expansion joints; (b) drip tabs; and (c) sacrificial plates. (4) Actions: (a) cleaning; (b) recoating; and (c) repairs. The study will also identify gaps in knowledge and needed research. The payoff for this research will be multifold. This work may lead to reduced initial construction costs by illuminating cost-effective approaches for achieving corrosion resistance in steel bridges. This may also lead to reduced long term, life-cycle costs by educating owners about effective maintenance and repair actions. Further, this work may lead to reduced impacts on the traveling public by delivering bridges and transportation structures that are longer lasting and easier to maintain. KW - Bridge management systems KW - Coatings KW - Corrosion protection KW - Deicing chemicals KW - Life cycle costing KW - Service life KW - State departments of transportation KW - Steel bridges UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4165 UR - https://trid.trb.org/view/1406918 ER - TY - ABST AN - 01598914 TI - AASHTO Highway Subcommittee on Transportation Systems Management and Operations. Operational Standards for Highway Infrastructure AB - For decades, the American Association of State Highway and Transportaiton Officials (AASHTO) Policy on Geometric Design of Highways and Streets (the Green Book) has been a foundational guidance document for determining the geometric features of our nation’s highway system. This guidance is built upon documented research and general assumptions of how geometric elements affect system performance. The Green Book continues to provide the content that is the basis for the design standards that are adopted and deployed nationally as well as at a state and local level and drives a significant portion of highway investments. As transportation agencies look for ways to maximize the effectiveness of this highway infrastructure, operational strategies are becoming broadly recognized as necessary and cost effective in accomplishing system performance objectives. These strategies often bring with them the ability to affect driver behavior, with direct connection to how drivers react to the conditions they encounter along their route, both in terms of real-time non-recurrent events, as well as static features such geometric elements. These strategies rely upon a different type of infrastructure and provide the ability to influence and, in some cases, redefine traditional geometric elements. Ultimately to support decision-making processes, various analysis tools and methodologies continue to be developed and refined to better align with the needs and performance expectations of the users of the highway system, as well as to reflect new strategies available to system providers. These include work zone safety and mobility improvements resulting from 2004 Federal Highway Administration (FHWA) Work Zone Rulemaking and advancements in the Manual on Uniform Traffic Control Devices to address the integration of intelligent transportation system and other future technologies. The latest efforts of the second Strategic Highway Research Program (SHRP 2) developed enhanced methodologies to assess safety, capacity, and reliability that lay the groundwork for considering cross-cutting strategies that incorporate both operational and geometric features. These tools are now in early implementation phases across the country. These three aspects when considered together drive the initiative for a formalized transportation systems management and operations (TSMO) program that goes beyond operating efficiency to providing the best way to develop, manage, and operate transportation networks and infrastructure. In support of this comes the need for a new perspective on how we look at and consider highway infrastructure, and a new way to think about “standards” associated not only with infrastructure, but also with system management capabilities as necessary components to accomplishing performance. The Strategic Plan of the AASHTO Highway Subcommittee on Transportation Systems Management and Operations (TSMO Subcommittee) includes eight goals, five of which could be supported by the proposed project: (1) encourage adoption of proven TSMO concepts and strategies, (2) support departments of transportation (DOTs) in implementation of system performance measurement and management to tie in with TSMO, (3) develop and evolve a workforce that is fully capable of accommodating and expanding TSMO through development of needed skill sets and training, (4) continue to make the business case for TSMO, and (5) build upon and expand the use of the capability maturity model to improve agency TSMO capability and expertise. At their June 2015 meeting, the TSMO Subcommittee expressed their overwhelming support for the proposed project and their intent to adopt the resulting product(s) through the AASHTO balloting process. The objective of this research is to develop the first edition of “Operational Standards for Highway Infrastructure,” a proposed AASHTO publication developed under the auspices of the TSMO Subcommittee. It is expected that the Operational Standards will identify operational strategies and associated elements (e.g., traffic incident management, active traffic management, traffic signal coordination, vehicle-to-infrastructure equipment) that should be considered “standard” features of the highway system. This includes both urban and rural aspects of the highway system taking into account the operational condition of a facility and the system management capabilities necessary to meet designated performance objectives. The Operational Standards should also be useful in innovative design processes (e.g., performance-based practical design, context sensitive solutions) by coupling geometric and operational improvements to most effectively meet the project’s purpose and need within a constrained budget. National Cooperative Highway Research Program (NCHRP) Project 20-07/Task 392, “Transportation System Management and Operations Standards for Highway Infrastructure,” was approved at the AASHTO Annual Meeting in September 2015 and will develop the scope for the proposed guide. The objectives of that project are to: (1) investigate the focus for, potential use and topics to be included within the context of an “Operational Standards for Highway Infrastructure” document; and (2) develop a roadmap for conducting research needed in order to develop such a document. The full scope of work is available on the TRB website. KW - American Association of State Highway and Transportation Officials KW - Geometric design KW - Guidelines KW - Highway design KW - Highway operations KW - Infrastructure KW - Traffic control devices KW - Work zone traffic control UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4178 UR - https://trid.trb.org/view/1406917 ER - TY - ABST AN - 01598917 TI - AASHTO Highway Subcommittee on Traffic Engineering. Cybersecurity of Traffic Signals and Related ITS Equipment AB - With over 400,000 traffic signals deployed throughout the United States, traffic signal operations have a profound impact on the safety and efficiency of traffic flow for all road users on the transportation system. Recent threats in cybersecurity have made our industry more aware of potential damage that such threats can cause. Multiple researchers have found that our existing traffic signal systems, if not protected properly, can be easily hacked. For example, sometimes systems are used without any encryption for communication between a central traffic control management system and field traffic signal control units, allowing an attacker to directly change traffic signal indications. Another example involves wireless detectors that could be manipulated to feed traffic control systems with fake data and trigger incorrect options in their operations. It is still not clear whether these vulnerabilities can create a critical fault in the system operations, or primarily cause an inconvenience that will jam traffic for a few hours. Even such an “inconvenience” will result in increased crash risk for road users as the systems will be performing with non-optimal settings. It is not easy for agencies to detect potentially malicious actions (e.g., fake updating of firmware) and prevent them. Furthermore, this task is complicated by a variety of stakeholders with diverse skill sets and goals, including manufacturers and vendors of system hardware, software and control units; transportation management center staff; traffic engineers; and information technology (IT) specialists with an increasing variety of specialties (e.g., fiber optics, wireless communications, database experts, software integrators, etc.). Thus, it is necessary to research potential cybersecurity threats on traffic signal systems and related intelligent transportation system (ITS) components, and recommend actions that agencies should follow to protect those systems and properly react in the cases of emergency. The objective of this research is to document vulnerability of our traffic signal systems and related ITS equipment and document practices to prevent cyber-attacks and remedy their potential consequences. The research should develop a set of recommendations that will be useful to agencies that own, maintain, and operate traffic signal systems. Examples of problems that such recommendations should address include: (1) lack of cybersecurity testing; (2) poor or nonexistent security; (3) encryption issues; (4) lack of computer emergency response teams; (5) unknown attack surfaces; (6) patch deployment issues; (7) insecure legacy systems; (8) unknown resiliency of systems; (9) potential ransomware threats; (10) lack of cyber-attack emergency plans; (11) susceptibility to denial of service; (12) lack of secure communications channels with technology vendors; and (14) lack of response plans to address system breaches. Tasks anticipated in this project include the following: Task 1. Review literature to categorize and describe primary cyber-attack threats and actions that agencies take to prevent such threats and mitigate consequences of potential cyber-attacks. Task 2. Conduct a “red team” type analysis to conduct real-world penetration tests and determine possible security vulnerabilities. Task 3. Based on the above tasks, identify a set of strategies to prevent cyber-attacks and mitigate potential problems resulting from such attacks. Task 4. Develop a tiered set of recommendations for agencies of different sizes and system complexity to make effective use of the strategies developed in the previous step. Examples of such recommendations should include: (a) checklist-type reviews of cybersecurity, (b) proper communication with vendors to acquire all necessary security documentation, (c) procedures to fix security issues as soon as they are discovered, (d) implementation of fail safe and manual overrides on all system services, (e) access restriction for some of the public data, (f) password content and change frequency, and (g) regular penetration tests. KW - Cybernetics KW - Information technology KW - Intelligent transportation systems KW - Security KW - Threats KW - Traffic engineers KW - Traffic flow KW - Traffic signal control systems UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4179 UR - https://trid.trb.org/view/1406916 ER - TY - ABST AN - 01598918 TI - Reliability-Based Calibration of Geotechnical Resistance Factors for Micropile Design AB - Micropile foundations consist of small-diameter (typically less than 12 inches) drilled and grouted non-displacement, reinforced elements. Since their inclusion as a viable deep foundation alternative in the American Association of State Highway and Transportation Officials Load and Resistance Factor Design (AASHTO LRFD) Bridge Design Specifications, they have been used successfully in various transportation projects. The salient advantages of the system are that the elements can be constructed in low-headroom, restricted-access, or vibration-sensitive sites where driven piles or drilled shaft construction could be difficult, if not impossible. At the core of the load and resistance factor design (LRFD) methodology for bridge foundations is the direct link between the design method, and an acceptable probability of failure. National Cooperative Highway Research Program (NCHRP) Report 507 included a reliability-based calibration for driven piles as well as drilled shafts, which was performed using a sufficiently large database of load tests. The findings eventually made their way into the AASHTO design code. The LRFD approach enabled designers to make a paradigm shift in geotechnical design, moving from a global safety factor that unified all uncertainty into a single number, to a more rational approach that identified uncertainty of individual components. It is important to note that such a calibration has not been done for micropiles. As per AASHTO LRFD Bridge Design Specifications C10.5.5.2.5, the resistance factors currently implemented in the code were calibrated to previous practice, tempered with engineering judgment (see Table 10.5.5.2.5-1). In order to perform a reliability based calibration of resistance factors, a sufficiently large database of static load tests is required. As outlined in AASHTO LRFD Bridge Design Specifications 10.9.3.5, micropile design shall be verified by load test. The implication of the article is that a large number of data exists that has not been collected and organized yet. The suggested research project would consist of performing that very task, as well as carrying out data analysis and the determination of a deflection-limited capacity (nominal resistance). Once the data is collected and the nominal resistance determined, it would be possible to compute the required statistical parameters necessary for a reliability-based calibration, allowing the system to fall in line with the other deep foundation alternatives that are currently part of the AASHTO design code. The research effort would consist of the following general tasks: (1) literature review; (2) static load test data collection from all departments of transportation (DOTs) that have used the system; (3) organization of data (soil type, stress history, installation method, load test method); (4) definition of nominal resistance; (5) statistical analysis; (6) development of resistance factors using reliability methods (e.g., FOSM, Monte Carlo, FORM) performed for various soil/rock types and design methods; and (7) submission of a final report. The results of the effort could then be evaluated by AASHTO and considered for inclusion in the LRFD design code. KW - Bridge design KW - Bridge foundations KW - Data collection KW - Load and resistance factor design KW - Load tests KW - Resistance (Mechanics) KW - Shaft sinking KW - Soil structure interaction KW - State departments of transportation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4180 UR - https://trid.trb.org/view/1406915 ER - TY - ABST AN - 01598919 TI - Establishment of a National Specification for Use of LED Roadway Lighting AB - The lighting industry has changed dramatically over the past decade. Roadway luminaires have moved beyond the limits of a single lamp and reflector design into the vast possibilities presented by light emitting diodes (LED), which also boast lower energy usage and improved color. The optics of legacy high pressure sodium (HPS) full-cutoff luminaires that manufacturers had to work with were restricted to the lamp and reflector design in that lamps emitted light in almost every direction which was then reflected to get to the roadway. There was only so much control possible with this configuration, which resulted in a gentle gradient at the edges of the distribution pattern and “spill” light outside of the calculation grid. American Association of State Highway and Transportation Officials (AASHTO) target light levels are calculated over a grid limited to the traveled roadway. Any light that landed outside of the calculation grid is not quantified in the average and uniformity results, but is still present with the distributions of HPS cobra head luminaires. With the greater ability to control the distribution and sharp cutoff at the edges with LED luminaires, light levels beyond the calculation grid may be dramatically reduced but a design may still meet the AASHTO criteria. Therefore, this should be investigated and if the results dictate, AASHTO should provide specific light-level criteria for areas immediately adjacent to the traveled roadway when using LED. Additionally, the possibility of dimming introduces some liability, and the difference in spectral power densities of LED luminaires has shown other potential impacts involving both weather conditions and nature. Currently, there are no published recommendations by AASHTO regarding dimming in response to time of day or traffic volumes. Without further research into these issues, liability increases for departments of transportation (DOTs) using this technology. The objective of this research is to establish an application specification for LED roadway lighting addressing issues of liability for departments of transportation. This study is expected to build upon, complement, and advance the ongoing efforts of the AASHTO Roadway Lighting Committee revolving around the usage of LED lighting. This research is expected to include the following tasks: (1) Evaluate the off-axis lighting levels at both HPS- and LED-illuminated highway interchanges, including shoulders and the clear zone beyond the shoulders. Identify the average foot-candle (fc) and uniformity ratio for both systems, and identify whether there exists a difference in average fc and uniformity of the shoulder, and whether this negatively impacts the safety benefits of installing lighting. (2) Based on the results of Task 1, establish target light levels of average fc and uniformity for areas beyond the traveled lanes as to not decrease the level of safety afforded by legacy HPS systems. (3) Study the effects of white light sources in foggy conditions, where higher color temperatures and different wavelengths of light react differently than legacy HPS sources. Compare various color temperatures and spectral power densities over a range from 2200K HPS to 5700K LED. Use these results to develop guidelines for designing in areas with a high likelihood of foggy conditions. (4) Study the effects of various color temperature sources and the attraction of insects to these sources, specifically near bodies of water. Compare multiple LED cobra head luminaries to legacy HPS cobra head luminaires to determine if high color temperature LED luminaires attract insects which could negatively affect the safe travel of roadways. (5) Evaluate the liability of reducing light levels during times of traffic volumes lower than the design values. Provide recommendations in the application of dimming roadway lighting in order to limit liability to state DOTs. KW - Energy conservation KW - Light emitting diodes KW - Lighting systems KW - Luminaires KW - Specifications KW - State departments of transportation KW - Weather conditions UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4181 UR - https://trid.trb.org/view/1406914 ER - TY - ABST AN - 01598921 TI - Methodology for Estimating the Value of Travel-Time Reliability for Truck Freight System Users -- Phase 2 AB - American businesses and households depend on the reliable movement of freight. The ever-increasing demands for just-in-time supply chains, same day or time certain deliveries to e-retailing customers, and the businesses’ desire to minimize inventory costs magnify the importance of a reliable transportation system, and it is necessary to consider the value of truck travel-time reliability in transportation decision-making process. However, the lack of a commonly acknowledged methodology to accurately quantify the value of truck travel-time reliability creates a barrier to measure the comprehensive benefits and costs of transportation projects. National Cooperative Highway Research Program (NCHRP) Project 08-99 research completes the first exploratory phase toward the objective of estimating the value of truck travel reliability to truck freight system users. It has developed descriptive models of shipper and trucker behavior in response to increasing levels of travel-time uncertainty—based on simpler surveys, interviews, and in-depth supply chain expertise—and to estimate economic costs directly from those behavioral models. Building on NCHRP 08-99, this research will center on a stated preference analysis to develop more fine-grained and statistically grounded estimates of the value of truck freight reliability. The objective of the research is to conduct stated preference survey research, applied to a significantly larger and more stratified sample than obtained in NCHRP Project 08-99, to obtain statistically valid functional relationships between the perceived level of trip-time variability and the costs of actions taken to mitigate trip-time uncertainty, such as buffering or other strategies identified in that study. The research and empirical analysis and modeling should focus on the following key questions: What are the costs of employing various mitigation strategies? The Truck Freight Reliability Valuation Model produced for NCHRP Project 08-99 provides a good estimation framework and tool for those costs and how those costs vary as a function of varying levels of truck trip-time uncertainty, as measured by the trip-time distributions. The log normal specification might be reviewed, if time permits, to determine if other functional forms could provide better fits to trip time data. What is the “rate” of cost tradeoffs made by shippers in employing such strategies for a given truck trip-time distribution? This question relates to the functional form of the relationship between the direct cost given trip-time variability and the costs of mitigation. Surveys conducted in NCHRP Project 08-99 found considerable variability in on-time performance targets, from time certain, to 1 or 2 hours, to 12 or more hours. Unfortunately, because of sample size limitations, it did not identify significant differences in these on-time goals by types of shipper, supply chain characteristics, or commodities. That information is clearly required, and should be explored in depth in the next phase of research. What factors explain these differences? Shipper characteristics/types of shipper, supply chain characteristics, or commodities are all possibilities. What variables explain the specific mitigation strategies employed by shippers and truck service providers, such as commodity type, trip purpose (i.e., line haul, connection to port or intermodal facilities), and how do these strategies and their costs vary at different levels of trip-time uncertainty? As noted above, additional analysis is needed to explore and explain cases where more aggressive and—in most cases—more costly mitigating strategies are employed; our surveys and interviews uncovered a range of strategies in addition to adding buffer time, such as driver teaming, real-time trip tracking, geo fencing, price surcharges for very congested service areas, and in the long run, relocation of distribution or production centers. How to incorporate analysis results of truck freight reliability into standard benefit-cost analysis methods currently used by state departments of transportation (DOTs) and metropolitan planning organizations? Additional work is needed to consider whether double counting issues exist, and if so, how to address them. With these questions in mind, a stated preference analysis, entailing surveys and calibration of econometric models, is proposed. KW - Benefit cost analysis KW - Freight traffic KW - Reliability KW - State departments of transportation KW - Stated preferences KW - Supply chain management KW - Travel time KW - Truck traffic UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4182 UR - https://trid.trb.org/view/1406913 ER - TY - ABST AN - 01598923 TI - Pedestrian and Bicycle Planning, Design, and Operational Issues with Alternative Intersections AB - New alternative intersection designs—including diverging diamond interchanges (DDI), displaced left-turn (DLT) or continuous flow intersections (CFI), restricted crossing U-turn (RCUT) intersections, median U-turn (MUT) intersections, quadrant roadway (QR) intersections—are being built in the United States. These designs may involve reversing traffic lanes from their traditional directions, so this may introduce confusion and create safety issues for pedestrians and bicyclists. In addition, pedestrian paths and bicycle facilities may cross through islands or take different routes than expected. These designs are likely to require additional information for drivers, cyclists, and pedestrians as well as better accommodations for pedestrians and bicyclists, including pedestrians with disabilities. A central concern with alternative intersections is how to provide information to pedestrians, cyclists, and drivers about the direction of car traffic, pedestrian crossing, and bicycle facilities since many designs feature unfamiliar traffic flow and patterns. Visually impaired pedestrians require information about the alignment of crosswalks, signal control, crossing time, direction of traffic, and direction through islands. Various types of paths and lane markings are being used for bicyclists, with little information about advantages and disadvantages of different strategies. The objective of this research is to identify best practices for planning and designing pedestrian and bicycle accommodations at alternative intersections. Key considerations should include wayfinding, accommodation for pedestrians with disabilities, minimizing delay for pedestrians and cyclists, increasing safety for pedestrians and cyclists, and Identifying research gaps related to safety tradeoffs. A prioritized list of research priorities for the American Association of State Highway and Transportation Officials (AASHTO) Technical Committee on Non-motorized Transportation should also be developed. KW - Bicycle travel KW - Crosswalks KW - Highway design KW - Interchanges and intersections KW - Nonmotorized transportation KW - Pedestrian traffic KW - Persons with disabilities KW - Traffic flow KW - Traffic signal control systems KW - Wayfinding UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4183 UR - https://trid.trb.org/view/1406912 ER - TY - ABST AN - 01598922 TI - Developing National Performance Management Data Strategies to Address Data Gaps, Standards, and Quality AB - The availability and cost of obtaining meaningful, consistent, timely and accurate data is a limiting factor for transportation agencies seeking to strengthen their use and implementation of transportation performance management programs. Data are needed for performance indicators and to understand how performance trends are impacted by exogenous factors, outside of agency control. The results of this research are two-fold. First, the project will identify a stronger national approach to developing data collection and management strategies and standards for transportation performance management. Second, the project will develop an implementation plan and begin to implement high priority projects. The research should also examine the rich body of knowledge related to approaches to data collection and management for other national-level data programs such as the National Household Travel Survey (NHTS), the National Performance Management Research Data Set (NPMRDS), the Highway Performance Monitoring System (HPMS), National Bridge Inventory, and Fatality Accident Reporting System (FARS). The objective of this research is to identify common data gaps across agencies seeking to enhance performance management capabilities and to develop a set of national strategies for filling these gaps. National strategies would potentially achieve: (1) a more efficient approach to meeting common performance management data needs, and (2) a more consistent and sustainable data collection and management approach than would be possible from individual uncoordinated agency efforts. Suggested tasks include the following. (1) Identify common gaps in data to support performance management. (2) Conduct a data summit to discuss possible national strategies for filling these gaps. (3) Develop a national data plan incorporating the most promising strategies [The research should consider the following for each strategy: business case for a national approach; use cases concerning how agencies would make use of the data; data access/distribution methods; opportunities to piggyback on existing national, regional and state data programs; opportunities to leverage commercial data sources, data collection approach (e.g., centralized collection or decentralized with consistent data specifications); Formats and quality assurance standards, data updating approach, oversight and stewardship options]. (4) Develop an implementation plan with a prioritized list of projects that includes endorsement from key national-level organizations. (5) Begin the implementation of the higher priority projects contained within the plan. KW - Data collection KW - Data management KW - Data quality KW - Guidelines KW - Metropolitan planning organizations KW - Performance measurement KW - Standards KW - State departments of transportation KW - Transportation departments UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4184 UR - https://trid.trb.org/view/1406911 ER - TY - ABST AN - 01598920 TI - Updating the AASHTO Transportation Asset Management Guide - A Focus on Implementation AB - In January 2011, the American Association of State Highway and Transportation Officials (AASHTO) published its Transportation Asset Management Guide—A Focus on Implementation. This document expanded on the original AASHTO Transportation Asset Management Guide published in 2002. Both documents were produced with NCHRP research effort and have served to introduce and support adoption of asset management principles and practices. The status of transportation asset management implementation in the United States has evolved since the initial guides were published. Some agencies facing funding constraints and aging infrastructure have adopted a “preservation first” mindset that focuses on “taking care of what they have” before spending money on expanding the system. Other agencies have responded primarily to federal legislation requiring the use of performance data to drive investment decisions on the National Highway System (NHS) and identification of planned investments for pavements and bridges on the NHS in an asset management plan. In addition, completed and ongoing research under the National Cooperative Highway Research Program (NCHRP) and other programs has produced a variety of new tools and information that agencies can use to improve their resource allocation and asset management practices. Examples include “Successful Practices in geographic information system (GIS)-Based Asset Management” (NCHRP Project 08-87), “Transportation Asset Management Gap Analysis Tool” (NCHRP Project 08-90), and “Cross-Asset Resource Allocation and the Impact on System Performance” (NCHRP Project 08-91). The increased use of asset management principles has been positive, but a number of organizational and technical issues have yet to be resolved by state and local transportation agencies, particularly as agency decision support needs mature beyond single facilities and asset classes to encompass program- and system-level performance. Research is needed to update and extend previous guidance on transportation asset management principles and their application by U.S. transportation agencies and to facilitate their dissemination and adoption. The objective of this research is to provide guidance particularly for agencies that have undertaken the initial steps in implementing transportation asset management and are ready to apply more advanced techniques. This guidance may address such topics as the following examples: (1) Applying asset management principles to ancillary assets; (2) Integrating program and system decision support with other plans; (3) Conducting whole life costing; (4) Managing risks; (5) Developing long-term financial plans; (6) Setting effective targets; and (7) Conducting cross-asset investment planning. Regardless of the specific scope and structure of topic coverage, the guidance should promote current leading practices in infrastructure asset management, provide direction to agencies for how best to consider the many factors that influence investment decisions (such as safety, freight, congestion, economic development, connectivity, and rural/urban alternate transportation options), and facilitate effective communication of resource needs with elected officials and other stakeholders. KW - American Association of State Highway and Transportation Officials KW - Asset management KW - Guidelines KW - Investments KW - Life cycle costing KW - Plan implementation KW - Risk management UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4185 UR - https://trid.trb.org/view/1406910 ER - TY - ABST AN - 01598916 TI - Traffic Forecasting Accuracy Assessment Research AB - Accurate traffic forecasts for highway design are crucial for ensuring that public dollars are spent wisely; however, unlike in other countries, there is only a small set of empirical studies that have examined non-tolled traffic forecasting accuracy in the United States. These studies are important as they provide three critically important benefits: providing insight on observed inaccuracy levels to decision makers and the public; demonstrating the value of advanced models and data techniques; and identifying methods to improve traffic forecasting practice. Such studies are rare because of numerous challenges, including data availability, staff turnover, and absence of forecast preservation practice. These challenges are slowly being overcome in recent years as the importance of empirical accuracy reporting has grown. The need for the demonstrated value of advanced modeling and data techniques has also grown, as these techniques require significant resources. Other fields have demonstrated the effectiveness of such reviews, most notably the National Oceanic and Atmospheric Administration (NOAA) through their highly successful Hurricane Forecasting Improvement Program. In traffic forecasting, Wisconsin, Minnesota and Ohio have conducted targeted reviews of some traffic forecasts within in the past 6 years. The objective of this study is to analyze traffic forecasting accuracy using project traffic information from various state departments of transportation (DOTs) where records are available, report the findings, develop a recommended records retention policy, and suggest ways the traffic forecasting community could improve forecasting accuracy and communicate forecasts to the users. The research team will work with several state DOTs to create a combined database of project traffic forecasts, project characteristics and assumptions, exogenous forecasts, and actual traffic volumes. It is recognized that travel models are not used exclusively for traffic forecasts, especially for smaller projects. Linear regression based on historical traffic counts is commonly used in these instances. Therefore, the research team will need to account for the method used to produce the forecast (regression model, persistence model, travel model of record, refined travel model, etc.). Similar studies for toll roads and transit capital projects have noted the difficulty of gathering detailed project information post-construction. The research team will attempt to re-create the inputs as best as practically possible for a select number of projects. One key result of this study will be a recommended records retention policy so that similar analyses can be more easily performed in the future. The research team will then perform a rigorous analysis to accomplish the following: (1) Develop metrics and processes for evaluating traffic forecasts; and (2) Evaluate traffic forecast accuracy across several dimensions: (a) Functional classes; (b) Area types; (c) Volume groups; (d) Size of metropolitan areas; (e) Project sizes; (f) Types of projects; (3) Determine under what conditions forecasting accuracy improves when travel models are used to develop the forecast; (4) Enumerate contributors to forecast inaccuracy and suggest methods to mitigate each; (5) Evaluate methods for improving communication of forecast uncertainties; and (6) Provide recommendations on instituting an ongoing review of forecast accuracy, including a recommended records retention policy. This study will fill a major gap in the United States traffic forecasting industry by providing insights on observed inaccuracy levels and identifying problems with non-tolled traffic forecast practice. Similar studies for toll roads and transit capital projects have noted the difficulty of gathering detailed project information post-construction. One key result of this study will be a recommended records retention policy so that similar analyses can be more easily performed in the future. The results of this study might also demonstrate the value of the implementation and application of modeling techniques, as opposed to regression or persistence models. Providing empirical evidence, should it exist, of the value of these techniques would significantly increase the support for investments in these areas. This study is also intended to serve as a prototype analysis that can be duplicated by all state DOTs. KW - Accuracy KW - Databases KW - Metrics (Quantitative assessment) KW - State departments of transportation KW - Traffic forecasting KW - Traffic models UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4186 UR - https://trid.trb.org/view/1406909 ER - TY - ABST AN - 01598915 TI - Quantifying the Impact of Freight-Efficient Land Use Patterns to Support Effective Decision Making AB - Although recent research efforts have focused on improving the integration of freight and land use planning, as well as reducing greenhouse gas (GHG) emissions (including from freight), quantifying the impact of freight movements has not been addressed and is a critical need. The goal of this proposed research is to provide quantitative information on how smart growth or similar land use planning that considers efficient freight movement (through more compact regional development patterns, rail-oriented industrial development, freight villages or clusters, co-location of manufacturing and distribution hubs, etc.) can impact truck vehicle miles of travel (VMT) and transportation energy use and emissions. The National Cooperative Freight Research Program (NCFRP) addressed this same question in NCFRP Report 24: Smart Growth and Urban Goods Movement, but only in one metropolitan area of the United States. The proposed research would build on NCFRP Report 24 to look at other metropolitan areas and thereby create a more generalizable and transferable body of information. This information would allow truck and freight impacts to be included in the evaluation of land use strategies for reducing VMT, energy, and emissions. Freight traffic is currently responsible for about one-quarter of transportation GHG emissions in the United States, with trucks responsible for nearly four-fifths of that amount. Freight travel is forecast to continue to increase in step with long-term economic growth. The U.S. Department of Energy projects a 56 percent increase in truck traffic and a 33 percent increase in rail tonnage between 2010 and 2035. These increases will greatly impact the nation’s ability to achieve objectives for environmental sustainability and livability. As metropolitan areas and communities throughout the country increasingly adopt “smart growth” land use strategies, planning for efficient freight movement must be part of the picture. Much attention has been focused on the potential of land use strategies for reducing vehicle travel, as well as providing a range of other economic, social, and environmental benefits. A considerable amount of research has been directed into characterizing and measuring the impacts of strategies such as more compact/higher density neighborhoods, greater mixing of uses, pedestrian-friendly design, and infill development—strategies that are often collectively known as “smart growth.” However, this research has almost exclusively focused on the impacts on passenger travel and has generally ignored goods movement and other truck travel. The new research would provide needed information on the effects of various land use strategies, including freight-oriented strategies as well as general “smart growth” strategies, on goods movement, particularly truck travel, and associated environmental effects. The objective of this research is to estimate the impacts of land use strategies, including freight-specific strategies as well as general urban form, on freight-related travel, energy use, and other environmental and community impacts. The research would involve identifying potential freight-impacting land use strategies and characterizing how they might affect freight movement; designing and implementing one or more research approaches (empirical data collection, modeling, etc.) to measure the impacts of freight-impacting land use strategies on freight travel patterns; and summarizing findings and describing potential policy implications. The research should consider how effects might vary depending upon regional factors such as existing development patterns, projected growth, and industry mix. The research should build on the framework/typologies developed in National Cooperative Highway Research Program (NCHRP) Project 08-96. The research should, at a minimum, provide quantitative estimates of impacts of land use strategies on (1) truck VMT; (2) the potential for shifting modes of commodity movement, particularly truck to rail; and (3) energy and GHG emissions associated with freight movement. The research should demonstrate the viability of the tools and methods applied for NCFRP Report 24 in other metropolitan areas with characteristics different than the Puget Sound region. The research should provide a qualitative assessment of additional factors, including: (1) impacts on regional air pollutant emissions; (2) access to jobs, particularly for low-income workers; (3) livability, including noise, safety, and air pollution impacts, especially on “environmental justice” communities; and (4) impacts on economic competitiveness and productivity. The research should describe additional research that might be conducted to assess these factors quantitatively. KW - Decision making KW - Energy consumption KW - Environmental impacts KW - Freight traffic KW - Freight transportation KW - Greenhouse gases KW - Land use planning KW - Modal shift KW - Railroads KW - Trucking KW - Vehicle miles of travel UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4187 UR - https://trid.trb.org/view/1406908 ER - TY - ABST AN - 01598913 TI - Guidebook for Implementing Alternative Technical Concepts into All Types of Highway Project Delivery Methods AB - Transportation agencies are increasingly requesting alternative technical concepts (ATCs) from the design and construction industries for incorporation in their transportation projects. In particular, some contracting agencies are awarding design-build (DB), construction manager at-risk (CMR) or construction manager/general contractor (CMGC), and certain design-bid-build (DBB) contracts incorporating ATCs. In many states, the construction and consulting industry has expressed concerns with protecting proprietary as well as sensitive business practices when proposing an ATC for DB projects in particular. Most contracting agencies want to work with their industry partners to develop transparent and fair procedures that treat all proposers fairly and provide their management with a documented ATC approval process and its incorporation into the contract award process. ATCs have huge potential for accruing sizable benefits in terms of cost savings, increased constructability, and schedule reduction. The Minnesota DOT approved an ATC on a DB bridge project that generated nearly $100 million in savings. The Utah Department of Transportation (DOT) has recorded over $13.8 million is savings on its CMGC program from early contractor involvement in the design process and the Missouri DOT credited ATCs with saving over $7.0 million on a single DBB bridge project. The potential for accelerating highway construction through ATCs is so great that the Federal Highway Administration (FHWA) included ATCs as a separate initiative in the 2012 Every Day Counts II program. Additionally, Moving Ahead for Progress in the 21st Century (MAP 21) reduced the state match requirement for federally funded projects for states that employ ATCs on their projects. The result is a huge upswing in interest in implementing this innovative project delivery approach. National Cooperative Highway Research Program (NCHRP) Synthesis 455: Alternative Technical Concepts for Contract Delivery Methods found that while there are a number of different concepts for implementing ATCs, there is no substantive implementation guidance. The lack of information is especially pronounced for DBB project delivery where only one state appears to be using it with that method. A number of key procedural issues are preventing many states from taking full advantage of this proven concept. The following are a few of the major issues identified in the synthesis: Can agencies legally promise and maintain confidentiality given individual open records laws? Does allowing one contractor to bid an ATC while another bids the project as advertised constitute an unfair comparison or eliminate the “apples to apples” premise of low bid award? Who, the state or the contractor, should bear the costs for redesign involved in approved ATCs? How are construction schedules altered by approved ATCs and how can an agency evaluate schedule impacts? What process provides a fair quantification and evaluation of savings due to ATCs? How does the use of ATCs on a given project change the National Environmental Policy Act (NEPA) and permitting processes during project development? The challenges demand a process and/or set of procedures that allow the agency to capture the benefits accrued by permitting ATCs on a construction project without violating the public trust and commitments that may have been made during project development. Ultimately, a sound business case must be made for each ATC as well as when and where including an ATC provision in construction procurement is appropriate. This ultimately requires a methodology to identify the costs associated with implementing ATCs and a common approach to identifying a return on investment. The proposed research should address the following questions: What is the definition of an ATC? What are the requirements to validate that an ATC furnishes an equal or better product? What are the appropriate procedures for accepting, reviewing, and evaluating ATCs during procurement? What are the appropriate practices in contractually implementing ATCs (i.e., open changes to the contract for all to implement, proposer-suggested language changes, proprietary to proposers)? What are the appropriate procedures in managing confidentiality? How should agencies respond to ATCs (i.e., standard responses, no answers with incorporation into established addenda schedule, turnaround timeframes)? What level of detail is requested for submittal? What are effective practices to estimate the value of an ATC, evaluate its impact on construction schedules, produce the necessary design documents, and guarantee that permitting will be available in a timely manner? What is the practice of including schedule and price in the evaluation of ATCs? How can the agency shift liability for the performance of contractor-designed ATCs? How must the NEPA process be altered to provide the maximum latitude for ATCs without triggering a need to rework the permit (i.e., What is the minimum level of detail for commitments made during the NEPA process)? In public-private partnerships, what is the practice of considering non-technical ATCs (for example, financial or operating & maintaining-type ATCs)? The objective of this research is to benchmark the state of the practice in using ATCs on DBB, CMGC, and DB projects and combine it with existing research on construction procurement and project delivery procedures, processes, and policies. This study will assemble a set of effective practices and develop a guidebook that can be utilized by agencies to implement based on local statutory and/or policy requirements for the application of ATC practices in construction procurement. The guidebook should include a methodology to compare ATC design alternatives on a basis of both potential cost and time savings. It should also incorporate guidance that allows DOTs to be able to justify the selection of a higher cost alternative on a basis of offsetting environmental/social benefits. Specific tasks of the research to accomplish the main objective include: (1) Benchmark the state of the practice in ATC use in construction procurement. (2) Review the legal issues involved with offering, providing, and maintaining confidentiality of ATCs during procurement and identify remedies that have been successfully implemented; prepare a white paper documenting the results of Tasks 1 and 2. (3) Select a representative set of case study projects from public transportation agencies with ATC experience that can be studied in depth to identify both best practices and lessons learned. (4) Prepare a research work plan that describes the details of the research methodology and methods for identifying best practices and developing conclusions. (5) Execute the research work plan and prepare an interim research report that articulates the data collection and analysis as well as emerging conclusions, effective practices, lessons learned, and a proposed outline for the guidebook; case study report; draft language; spec language; and legislative language. (6) Prepare the draft guidebook for implementing ATCs on construction projects delivering with DBB, CMGC, and DB (including public-private partnerships). Incorporate review comments as required and validate the guidebook’s efficacy with a case study DOT. (7) Publish the final guidebook and a final research report that details the full results of the research. KW - Benchmarks KW - Contractors KW - Design bid build KW - Guidelines KW - Legal factors KW - Procurement KW - Project delivery KW - Public private partnerships KW - State of the practice UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4188 UR - https://trid.trb.org/view/1406907 ER - TY - ABST AN - 01598912 TI - Short and Long-Term Aging Methods to Accurately Reflect Binder Aging in Different Asphalt Applications AB - Asphalt binder experiences aging during mixture production and service life of the pavement. Aging of asphalt binder directly influences the stiffness and damage resistance of asphalt mixtures. The current industry practice is to simulate short-term and long-term aging in asphalt binders using the rolling thin-film oven and pressure aging vessel, respectively. These methods and the parameters (e.g., temperature, pressure, and duration) involved in the use of these methods were developed a few decades ago and adopted as standards primarily to aid performance grading of asphalt binders. Over the last few years, there have been several changes in asphalt technology. For example, the use of warm mix asphalt (WMA) and reclaimed asphalt pavements has significantly increased. The use of additives, chemical and/or polymer modifiers to enhance binder properties, has also significantly increased; in some cases, the oxidation kinetics of such modified binders are significantly different from conventional binders. Finally, several studies have also shown that a better understanding of binder oxidation can improve our ability to predict damage in asphalt pavements. In light of the above advances, there is a need to revisit the methods that are currently used to age asphalt binders in the laboratory with the expectation that this aging reflects short-term and long-term aging of binders that occurs in the field. The objective of this research is to develop laboratory aging methods to accurately simulate the short-term (from production to placement) and long-term (in-service) aging of asphalt binders. The research may involve investigating the relationship between different methods of laboratory aging of asphalt binders and the actual aging that occurs during mixture production, transport, and placement as well as during the service life of the pavement structure. Accomplishment of the project objective will require at least the following tasks: (1)Review the available methods for accelerated aging of asphalt binders and the feasibility of using such methods in terms of any additional capital cost, staff skill, time required, throughput, and minimum sample size. (2) Conduct laboratory and field testing to establish relationships between parameters associated with the laboratory method (e.g., aging temperature, duration, etc.) to the actual aging of asphalt binders considering factors related to the following, at a minimum: material type (e.g., polymer-modified binders, binders containing ground tire rubber, and binders recovered from emulsions); production type (e.g., binders used in the production of hot mix asphalt (HMA) or WMA with chemical agents or foaming); storage and transportation conditions during production (e.g., storage in silos for extensive durations of time or during long hauls); mixture type and in-service conditions (e.g., dense graded versus open graded mixes, and climatic conditions at the pavement location); and aggregate type that is in contact with the binder in the asphalt mixture (e.g., aggregate with typical surface mineralogies and specific surface areas). (3) Identify the best possible aging method(s) and parameter(s) that can be used to simulate different aging conditions for asphalt binders. Such a method and concomitant parameters may be based on an existing method, a variation of an existing method, or a new method. (4) Propose an implementation plan for the use of the proposed aging method and parameters so that it can be (i) phased into the existing framework of binder specifications and (ii) used to characterize the aging kinetics of asphalt binders as needed. (5) Propose a standard method for short- and long-term aging of asphalt binder in American Association of State Highway and Transportation Officials (AASHTO) format for submission to the AASHTO Subcommittee on Materials. KW - Aging (Materials) KW - Bituminous binders KW - Laboratory studies KW - Reclaimed asphalt pavements KW - Warm mix paving mixtures UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4189 UR - https://trid.trb.org/view/1406906 ER - TY - ABST AN - 01598910 TI - Quality Assurance and Specifications for In-Place Recycled Pavements Constructed Using Asphalt-Based Recycling Agents AB - Pavement recycling offers significant economical savings in reduced material consumption, reduced cost of construction, and reduced user delays. However, there are currently no acceptable rapid quality control/quality assurance (QC/QA) test methods to ensure that the constructed materials comply with commonly specified quality parameters and are ready for surfacing/trafficking. Asphalt-based recycling agents (foamed asphalt or emulsified asphalt) are used in the following pavement recycling processes: cold in-place recycling (CIR), cold central-plant recycling (CCPR), and full-depth reclamation (FDR). These techniques have traditionally been accepted on the basis of moisture content and compaction in the field and strength tests in the laboratory. These tests do not readily lend themselves to assessing the as-constructed quality and ultimate performance of recycled materials, nor do they help determine the proper time that trafficking/surfacing can be applied without causing damage. Many agencies specify a mandatory curing period (ranging from 2 to 14 days) before the recycled layer can be trafficked or surfaced; however, these times are empirically based. If the actual required curing period can be identified, significant construction delays may be avoided. There is a need to develop appropriate test(s), performed on site at the time of construction, that allow an agency to determine the quality of the recycled pavement and its readiness for trafficking/surfacing. This project will develop a new test(s) or modification of an existing test(s) to rapidly assess the in-place quality of the recycled material and compare the output of this method(s) to practices traditionally used to assess quality, develop acceptance criteria, and provide guidelines on time to trafficking/surfacing. Several state departments of transportation (DOTs) and some local government agencies have developed construction specifications for the various forms of in-place recycling. Some of these specifications vary widely from jurisdiction to jurisdiction. Uniform specifications are needed to more easily allow in-place recycling contractors to operate in these various public agencies. Uniform specifications for all types of in-place recycling operations will be a product of this research effort. Many existing in-place recycling specifications are method types of specifications with few QC/QA tests and acceptance criteria. Specifications need to be developed that are aligned to a quality management approach with specific quality control and quality acceptance tests and limits. Development of more end result specifications should be considered as well as warranty/guarantee types of specifications and the inclusion of in-place density requirements and ride quality. Equipment calibration procedures should be considered for inclusion in specifications. The objective of this research is to develop (1) a rapid field-based test(s) for recycled asphalt pavement materials to guide contractors’ quality while providing the transportation agency a basis for acceptance and time to trafficking/surfacing; (2) uniform guide specifications for all forms of in-place recycling; and (3) warranty/guarantee guide specifications for all types of in-place recycling. The following tasks have been identified to complete the work for this project: (1) Conduct a literature search and survey of transportation agencies nationally and internationally to identify current test methodologies used for rapid quality assessment of recycled asphalt pavement materials and summarize the existing practice. (2) Develop new field test(s) or modify an existing test(s) for rapid field assessment of the quality of recycled asphalt pavement materials. Determine if the output from the new or modified test(s) can be related to more traditionally used tests such as unconfined compressive strength, resilient modulus, indirect tensile strength, stability testing, dynamic modulus, etc. (3) Propose and conduct a comprehensive testing program using the identified rapid field test(s), and compare to traditionally used tests, on construction projects with recycled asphalt pavement materials. The testing program must establish test method precision and bias statements as well as acceptance criteria for use with the proposed new field test(s). (4) Develop guide specifications for in-place recycling, including those applicable to projects with warranties or guarantees. (5) Develop a final report and training materials for implementation by agencies. Conduct one train-the-trainer session for the National Cooperative Highway Research Program (NCHRP) project panel and incorporate comments into a final deliverable product. The final technical report shall include a literature review; summary of findings; equipment and test requirements; testing procedure(s), including precision and bias statements; acceptance criteria for the proposed new test(s); and proposed guide specifications. Note: The American Association for State Highway and Transportation Officials (AASHTO) Standing Committee on Research directed that the project panel (1) incorporate problem statement 2017-D-11, “In-Place Recycling Quality Control/Quality Assurance and Specifications,” into the scope of this project, and (2) consider whether any elements of problem statements 2017-D-10 “In-Place Recycling Performance and Life-Cycle Cost Analysis (LCCA),” and 2017-D-09, “In-Place Recycling Project Evaluation and Alternative Selection,” can be accomplished with the available resources. KW - Cold in-place recycling KW - Density KW - Field tests KW - Full-depth reclamation KW - Quality assurance KW - Quality control KW - Recycled materials KW - Ride quality KW - Specifications KW - State departments of transportation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4190 UR - https://trid.trb.org/view/1406905 ER - TY - RPRT AN - 01603652 AU - Cunningham, Chris AU - Findley, Daniel J AU - Davis, Joy AU - Aghdashi, Behzad AU - Kim, Sangkey AU - Small, James Douglas AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Evaluation of Life Cycle Impacts of Intersection Control Type Selection PY - 2016/05/05/Final Report AB - The methodology provided in this report provides guidance for North Carolina Department of Transportation (NCDOT) conversions of two‐way stop controlled intersections to other intersection types to enhance the effective allocation of public funds. The findings of this project have been incorporated into the study’s primary deliverable, the spreadsheet‐based NCDOT Intersection Life Cycle Cost Comparison Tool, which combines enhanced Highway Capacity Manual (HCM) 2010 methodologies and standard cost benefit analysis methodologies to calculate the long‐term net benefits of converting a two‐way stop controlled intersections to three different intersection options: 1) all‐way stop controlled, 2) signalized, and 3) roundabout types. This deliverable is designed for use during the planning phase of potential intersection conversion projects to help stakeholders identify the most cost‐effective conversion configuration option. This report summarizes the findings of all project tasks.   KW - Alternatives analysis KW - Benefit cost analysis KW - Cost effectiveness KW - Evaluation KW - Highway traffic control KW - Life cycle costing KW - Multiway stop signs KW - North Carolina Department of Transportation KW - Roundabouts KW - Signalized intersections KW - Spreadsheets UR - https://connect.ncdot.gov/projects/planning/RNAProjDocs/NCDOT%202014-11%20Project%20Final%20Report.pdf UR - https://connect.ncdot.gov/projects/planning/RNAProjDocs/NCDOT%202014-11%20Tool%20User%20Manual.pdf UR - https://trid.trb.org/view/1410494 ER - TY - RPRT AN - 01604577 AU - McCoy, Kevin AU - Ingles, Amy AU - Lyons, William AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - STIP State of the Practice Review: Development and Use of StatewideTransportation Improvement Programs PY - 2016/05/03/Final Report SP - 53p AB - This report examines the state of the practice in the development and use of statewide transportation improvement programs (STIPs) by state departments of transportation (State DOTs). It includes the results of a scan of all 52 publicly-available STIPs as of January 2014, a more detailed analysis of 14 STIPs which were selected as a group representing varying styles and techniques, and a discussion of three general descriptive models for understanding how ways in which State DOTs develop and use STIPs in the statewide transportation planning process both to meet regulatory requirements and to support broad agency goals such as communicating information to the public and performance-based planning and programming. The report features numerous illustrative examples of STIP practices from the 14 STIPs selected for more detailed analysis and summarizes potential future advancements in STIPs as “food for thought” in a theoretical “Enhanced STIP” model. KW - Programming (Planning) KW - State departments of transportation KW - State of the practice KW - State Transportation Improvement Program KW - Transportation planning UR - http://ntl.bts.gov/lib/59000/59200/59275/STIPs_Whitepaper.pdf UR - https://trid.trb.org/view/1414861 ER - TY - RPRT AN - 01604576 AU - McCoy, Kevin AU - Andrew, James AU - Lyons, William AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - RIDESHARING, TECHNOLOGY, AND TDM IN UNIVERSITY CAMPUS SETTINGS: Lessons for State, Regional, and Local Agencies PY - 2016/05/03/Final Report SP - 84p AB - This report examines how university campus transportation departments are using new technologies and supportive polices to advance ridesharing and transportation demand management (TDM) as alternatives to driving alone to campus. It looks at university campuses as “ridesharing and TDM laboratories” where innovations may be first attempted in a relatively more controlled environment, from which elements could potentially be transferred to broader, more complex metropolitan transportation planning contexts. The report features case studies of successful ridesharing and TDM practices at six U.S. universities which have dramatically lowered drive-alone rates. In addition to the case studies, the report summarizes how ridesharing and TDM programs have factored into university transportation programs in the past, identifies and generalizes innovative practices from the case studies, and discusses how those practices may be applied in local, regional, or statewide transportation planning contexts. KW - Campuses KW - Case studies KW - Innovation KW - Mobility management KW - Parking management KW - Ridesharing KW - Social marketing KW - Travel demand management KW - United States KW - Universities and colleges UR - http://ntl.bts.gov/lib/59000/59200/59274/Rideshare3_University_Transportation.pdf UR - https://trid.trb.org/view/1414860 ER - TY - ABST AN - 01581052 TI - Research for AASHTO Standing Committee on Highways. Task 394. Development of Performance-Based Geometric Design Content for the Next Edition of the AASHTO Green Book AB - As geometric design professionals encounter physical, fiscal and environmental constraints, guidance is needed to evaluate the performance or impact of alternative geometric design decisions. Gone are the days of simply verifying a roadway’s functional classification and applying a “one-size-fits-all” approach to the application of design standards of a roadway improvement project. The existing Green Book design criterion provides operational safety, efficiency, and comfort for the traveler, but it is difficult or impossible for the designer to characterize quantitatively how the facility will perform. For both new construction and reconstruction of highways and streets, stakeholders and decision-makers increasingly want reasonable measures of the effect of geometric design decisions on the facility’s performance for all of its users. Roadway performance can be measured in a number of ways, including mobility, speed, safety and surface condition, as well as by person throughput and the accommodation of multiple transportation modes. Increasingly, the character and context of the environment within which the roadway is located, as well as the expectation of its performance on a number of measures, are driving the design of roadway improvement projects. The Federal Highway Administration (FHWA) publication Flexibility in Highway Design, American Association for State Highway and Transportation Officials (AASHTO) publication A Guide for Achieving Flexibility in Highway Design and the AASHTO Green Book emphasize the importance of applying “flexibility” in the project development design decision making process. Flexibility in geometric design has been supported for years, and increasingly in recent years, tools like the Interactive Highway Safety and Design Model and publications such as the Highway Safety Manual (HSM) and FHWA’s Speed Concepts: Informational Guide provide the means to consider and measure geometric design performance. The objective of this research is to provide recommended content changes for the AASHTO Green Book based on the publications mentioned above; the AASHTO Highway Safety Manual; recently completed National Cooperative Highway Research Program (NCHRP) Report Number 785, prepared in NCHRP Project 15-34A, Performance-Based Analysis of Geometric Design of Highways and Streets; and other relevant research. The primary content change should be an introduction to and overview of the concept of performance-based design for incorporation near the beginning of the Green Book. Tasks anticipated in this project include the following: (1) Review literature, including recently completed NCHRP Report 785; (2) Recommend content (text and graphics) changes for the AASHTO Green Book; (3) Provide recommended content in draft form prior to the 2016 annual meeting of the; (4) AASHTO Technical Committee on Geometric Design [scheduled for July 12-15 in Woods Hole, MA]; (5) Present and discuss the recommended text at the 2016 annual meeting of the AASHTO Technical Committee on Geometric Design; and (6) Update the recommended text in response to comments from the Technical Committee at the meeting and submit an updated version. KW - AASHTO Green Book KW - American Association of State Highway and Transportation Officials KW - Decision making KW - Evaluation KW - Geometric design KW - Highway design KW - Improvements UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4093 UR - https://trid.trb.org/view/1375539 ER - TY - RPRT AN - 01622669 AU - Eixenberger, David AU - Anderson, Douglas I AU - Eixenberger Group, LLC AU - Anderson Transportation Consulting AU - Utah Department of Transportation AU - Federal Highway Administration TI - Evaluation of Pavement Markings Under Wet-Night Road Conditions - Best Practices Study PY - 2016/05//Final Report SP - 65p AB - This study was conducted on behalf of the Utah Department of Transportation (UDOT), to identify “best practices” by other governmental agencies in comparison to UDOT’s current practices for the selection of pavement marking materials and products, with an emphasis on improving the visibility of pavement markings under wet-night conditions. The information will be used to assist UDOT in a review of its current pavement marking selection guide. The study shows several opportunities to expand UDOT’s current selection guide to include process improvements, emerging technologies and additional factors for consideration such as crash histories, climate conditions, roadway geometrics, and work zones. KW - Best practices KW - Evaluation KW - Night visibility KW - Road markings KW - State departments of transportation KW - Utah KW - Wet weather UR - http://www.udot.utah.gov/main/uconowner.gf?n=32658526784307608 UR - https://trid.trb.org/view/1442082 ER - TY - RPRT AN - 01618820 AU - Suraneni, Prannoy AU - Monical, Jonathan AU - Unal, Erol AU - Farnam, Yaghoob AU - Villani, Chiara AU - Barrett, Timothy J AU - Weiss, W Jason AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Performance of Concrete Pavement in the Presence of Deicing Salts and Deicing Salt Cocktails SN - 9781622604258 PY - 2016/05//Final Report SP - 19p AB - Deicing salts are widely used for anti-icing and deicing operations in pavements. While historically sodium chloride may have been the deicer most commonly used, a wide range of deicing salts have begun to be used to operate at lower temperatures, to “stick to the road better” and to improve other aspects of performance such as environmental impact or corrosion resistance. It has been observed that some chloride based deicing salts can react with the calcium hydroxide in the mixture resulting in the formation of calcium oxychloride an expansive phase that can damage concrete pavements, especially at the joints. This report describes the two main objectives of this work. First, the report documents the development a standardized approach to use low temperature differential scanning calorimetry (LT-DSC) to assess the influence of cementitious binder composition on the potential for calcium oxychloride formation. Second, this work will assess the influence of blended salt cocktails on the formation of calcium oxychloride. KW - Calcium oxychloride KW - Concrete pavements KW - Deicing chemicals KW - Pavement performance UR - http://dx.doi.org/10.5703/1288284316350 UR - http://ntl.bts.gov/lib/60000/60500/60539/viewcontent.cgi_article_3151_context_jtrp.pdf UR - https://trid.trb.org/view/1437028 ER - TY - RPRT AN - 01615059 AU - Fullenbaum, Richard AU - Grillo, Christopher AU - IHS Global Incorporated AU - Federal Highway Administration TI - Freight Analysis Framework Inter-Regional Commodity Flow Forecast Study: Final Forecast Results Report PY - 2016/05//Technical Report SP - 80p AB - This technical report accompanies the 2012 base-year Freight Analysis Framework Forecasts (FAF4) submitted to the Federal Highway Administration (FHWA) Office of Freight Management and Operations. The technical report outlines the data and methodology employed to develop freight forecasts using the 2012 base-year FAF data for 2013, 2014, 2015, 2016, and long - term forecasts in five - year increments from 2020 to 2045. This report also analyzes the resulting FAF4 forecasts, summarizing the observed trends and the outlook for domestic, imported, and exported goods movement for the United States. Included are detailed breakdowns by major commodity class and, for international trade, by key trade region. Three scenarios driven by different macroeconomic assumptions are analyzed and presented. KW - Commodity flow KW - Forecasting KW - Freight traffic KW - Freight transportation KW - Intermodal transportation KW - Long range planning KW - Multimodal transportation KW - United States UR - http://www.ops.fhwa.dot.gov/publications/fhwahop16043/fhwahop16043.pdf UR - https://trid.trb.org/view/1426166 ER - TY - RPRT AN - 01613990 AU - Pierce, Ben AU - Plapper, Eric AU - Rizek, Jodi AU - Battelle Memorial Institute AU - Open Doors Organization AU - Texas A&M Transportation Institute, College Station AU - Federal Highway Administration AU - Federal Transit Administration AU - Department of Transportation TI - Accessible Transportation Technologies Research Initiative (ATTRI): User Needs Assessment: Stakeholder Engagement Report PY - 2016/05//Final Report SP - 82p AB - The Accessible Transportation Technologies Research Initiative (ATTRI) is a joint U.S. Department of Transportation (U.S. DOT) initiative that is co-led by the Federal Highway Administration (FHWA) and Federal Transit Administration (FTA). ATTRI is also supported by the Intelligent Transportation Systems (ITS) Joint Program Office (JPO), National Institute on Disability, Independent Living, and Rehabilitation Research (NIDILRR), and other Federal agencies. The execution of ATTRI is being conducted in three phases spanning over six years: Exploratory and User Needs Research Phase (Year 1), Innovation and Prototype Phase (Years 2-4), and Demonstration Phase (Years 5-6). Within each Phase, a number of activities are being conducted including extensive stakeholder outreach, communications, and technology scanning activities to identify the current state of the industry. This document provides a report on one such activity that was conducted to solicit feedback and information from stakeholders on user needs for ATTRI’s user groups. Three different stakeholder engagement and outreach activities were conducted as part of this project including a literature review, a series of three webinars, presentation at several conferences with “listening sessions,” and one in-person workshop. KW - Accessible Transportation Technologies Research Initiative (ATTRI) KW - Aged KW - Assistive technology KW - Automation KW - Conferences KW - Data integration KW - Human services KW - Literature reviews KW - Persons with disabilities KW - Robotics KW - Stakeholders KW - User needs KW - Wayfinding KW - Webinars KW - Workshops UR - http://ntl.bts.gov/lib/60000/60100/60128/FHWA-JPO-16-354.pdf UR - https://trid.trb.org/view/1426742 ER - TY - RPRT AN - 01610836 AU - Federal Highway Administration TI - ATDM Program Brief: Data Needs for ATDM PY - 2016/05 SP - 5p AB - Data needs increase as an agency evolves toward more active management. A successful Active Transportation and Demand Management (ATDM) initiative requires a variety of quality data in each stage: (1) Planning for ATDM needs data to identify the areas in the region that would most benefit from ATDM approaches. (2) Operating ATDM systems generally requires more reliable and sophisticated real-time data than typical Intelligent Transportation Systems (ITS) deployments. (3) Evaluating ATDM requires more data than simple traffic counts to show benefits in improved mobility and safety and the effectiveness of deployed strategies. This brief will inform practitioners about data considerations for ATDM initiatives at each stage of deployment: Planning Data Needs, Data for Day-to-Day Operations, and Data Needs for Monitoring and Evaluation. KW - Advanced traffic management systems KW - Data collection KW - Real time information KW - Travel demand management UR - http://ops.fhwa.dot.gov/publications/fhwahop16003/fhwahop16003.pdf UR - https://trid.trb.org/view/1422959 ER - TY - RPRT AN - 01610835 AU - Federal Highway Administration TI - ATDM Program Brief: ATDM and Work Zones PY - 2016/05 SP - 4p AB - This brief is intended to discuss the connection between Active Transportation and Demand Management (ATDM) and work zone mobility and safety including strategies and tactics for successful implementations and associated benefits and lessons learned. Many strategies that agencies commonly deploy during construction activities could be enhanced by embracing ATDM concepts to become more dynamic and actively managed to further improve work zone mobility and safety. The information presented in this brief focuses on ATDM with respect to work zone management, supporting transportation agencies in the beginning phases of developing a Transportation Management Plan (TMP) that includes a temporary traffic control plan, traffic operations component, and public information and outreach component, all relevant to ATDM. KW - Advanced traffic management systems KW - Highway operations KW - Mobility KW - Outreach KW - Public information programs KW - Travel demand management KW - Work zone safety KW - Work zone traffic control UR - http://ops.fhwa.dot.gov/publications/fhwahop16015/fhwahop16015.pdf UR - https://trid.trb.org/view/1422958 ER - TY - RPRT AN - 01609444 AU - Chang, Minwoo AU - Maguire, Marc AU - Utah State University, Logan AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Developing Deterioration Models for Wyoming Bridges PY - 2016/05//Final Report SP - 148p AB - Deterioration models for the Wyoming Bridge Inventory were developed using both stochastic and deterministic models. The selection of explanatory variables is investigated and a new method using Least Absolute Shrinkage and Selection Operator (LASSO) regression to eliminate human bias in explanatory variable selection.The cross validation technique is used to determine the minimum number of explanatory variables. The relative significance of candidate variables is used to rank the explanatory variables in hierarchical order. The deterministic deterioration models are developed by using curve-fitting methods for the mean of bridge ages for each condition rating. In order to improve the accuracy in the model, bridges are split into the multiple subsets using first two explanatory variables for deck, superstructure, and substructure. Although the deterministic deterioration model is insufficient to predict condition ratings for a specific bridge, it is worthy to observe a general feature of how the functionality of bridges becomes worse over time. The stochastic models are developed to capture the uncertainty in the deterioration process using the Markov chain. The transition probability matrix is estimated using percentage prediction method,which counts the numbers corresponding to the element of transition probability matrix. The same subsets used in the deterministic deterioration models are considered. For each subset, zoning technique is used such that the bridge data is grouped for every 30 years to estimate transition probability matrix separately. The source codes are provided for the future update of bridge inventory and stochastic deterioration models. A computer program is used develop and plot deterioration models. A simple guideline is also included so that the user can access the source codes conveniently. KW - Bridge management systems KW - Bridges KW - Deterioration KW - Markov processes KW - Regression analysis KW - Stochastic processes KW - Wyoming UR - http://ntl.bts.gov/lib/59000/59700/59711/RS04214_Bridge_Deterioration_Final_Report.pdf UR - https://trid.trb.org/view/1420618 ER - TY - RPRT AN - 01608689 AU - Sobanjo, John O AU - Thompson, Paul D AU - Florida State University, Tallahassee AU - Paul D Thompson AU - Florida Department of Transportation AU - Federal Highway Administration TI - Implementation of the 2013 AASHTO Manual for Bridge Element Inspection PY - 2016/05//Final Report SP - 179p AB - The Florida Department of Transportation (FDOT) has been collecting bridge element condition data and using its AASHTOWare Pontis bridge management system since the 1990s. FDOT has prepared its own version of the new American Association of State Highway and Transportation Officials (AASHTO) Bridge Element Inspection Manual to address some identified potential improvements. FDOT will need to adapt its decision support models to the new standards in order to use them with the new inspection data in AASHTO’s Bridge Management System (BMS) software. This study has revised the existing methodology for computing the bridge health index (BHI) by investigating various approaches to assigning state weights and element importance weights. A list of recommended element weights is presented to FDOT as well as a methodology for calculating the BHI. A revised list of preservation actions was formulated to be compatible for use in the BMS software, based on the description of bridge elements, their condition states, and various levels and extents of defects in the FDOT Bridge Inspection Guide. New transition times for deterioration between states were developed to enhance the migration of the Pontis deterioration model to the BMS software. The action effectiveness model was revised, based on the new bridge element inspection manual. Based on historical costs and some assumptions, preservation unit costs and other cost parameters were provided as necessary to run the BMS software. Finally, the research team developed the migration of preservation benefits and optimization results to the BMS software, and performed the necessary enhancements to the Project Level Analysis Tool to support decision making at FDOT. KW - AASHTO Manual for Bridge Element Inspection KW - Bridge management systems KW - Bridge members KW - Costs KW - Decision support systems KW - Florida KW - Implementation KW - Inspection KW - Methodology KW - Software KW - Structural health monitoring UR - http://www.fdot.gov/research/Completed_Proj/Summary_MNT/FDOT-BDV30-977-07-rpt.pdf UR - https://trid.trb.org/view/1419061 ER - TY - RPRT AN - 01608669 AU - Auer, Ashley AU - Feese, Shelley AU - Lockwood, Stephen AU - Booz Allen Hamilton AU - Department of Transportation AU - Federal Highway Administration TI - History of Intelligent Transportation Systems PY - 2016/05 SP - 56p AB - Intelligent Transportation Systems (ITS) capabilities have matured significantly over the past 25 years since the ITS Joint Program Office was created, and this document celebrates the advances in this field and explores its exciting future, while also serving as a guide for future ITS research programs. The United States stands now at the cusp of revolutionary changes to its transportation system, including connected and automated vehicles, making it a particularly apt time to look back at the history of ITS and reflect on what can be learned to help shape the future. KW - Forecasting KW - History KW - Intelligent transportation systems KW - Research projects KW - Technological innovations KW - United States UR - http://ntl.bts.gov/lib/59000/59200/59263/download1.pdf UR - https://trid.trb.org/view/1418799 ER - TY - RPRT AN - 01608617 AU - VanFrank, Kevin AU - VanMilligen, Mike AU - Biel, Tim AU - CME Transportation Group AU - Utah Department of Transportation AU - Federal Highway Administration TI - Cold In-Place Recycling Using Solventless Emulsion – Phase IV (Emulsion Qualification and Long-Term Field Performance) PY - 2016/05//Final Report SP - 67p AB - This report looks into how a successful Cold In-Place solventless emulsion behaves and how the emulsion break test developed in Phase III of this project demonstrates that behavior. Modifications to the test have been made to improve the consistency of the test. A modified laboratory procedure is proposed. The report also considers the factors contributing to successful field performance. Six Cold In-Place Recycled Asphalt Pavement (CIR) projects done over the last eight years were cored. These samples were subjected to Density, Stability and Fracture Energy determination. Results from these tests were compared to a Performance Index designed to normalize age, overlay condition and CIR condition. It was determined that, while poor performing projects exhibited similar stability to high performing projects, the poor performers exhibited low density and low fracture energy compared to the good performers. KW - Asphalt pavements KW - Cold in-place recycling KW - Cores (Specimens) KW - Density KW - Emulsions KW - Field studies KW - Fracture tests KW - Overlays (Pavements) KW - Pavement performance KW - Stability (Mechanics) UR - http://ntl.bts.gov/lib/59000/59200/59281/uconowner.gf_n_28384310006922524.pdf UR - https://trid.trb.org/view/1418788 ER - TY - RPRT AN - 01608589 AU - Kolleda, Joshua AU - Garcia, Dominie AU - Poling, Tyler AU - Booz Allen Hamilton AU - Tampa Hillsborough Expressway Authority AU - Department of Transportation AU - Federal Highway Administration TI - Connected Vehicle Pilot Deployment Program Phase I Security Management Operational Concept - Tampa Hillsborough Expressway Authority (THEA) PY - 2016/05//Final Report SP - 129p AB - The Tampa Hillsborough Expressway Authority (THEA) Connected Vehicle (CV) Pilot Deployment Program is intended to develop a suite of applications that utilize vehicle to infrastructure (V2I) and vehicle to vehicle (V2V) communication technology to reduce traffic congestion, improve safety, and decrease emissions. These CV applications support a flexible range of services from advisories, roadside alerts, transit mobility enhancements and pedestrian safety. The pilot will be conducted in three Phases. Phase I includes the planning for the CV pilot including the concept of operations development. Phase II is the design, development, and testing phase. Phase III includes a real-world demonstration of the applications developed as part of this pilot). This document presents the Security Management Operating Concept (SMOC). It provides guidance material in regards to security and privacy for the THEA Deployment Phase I. The document is presented based on identifying the impacts of security breaches regarding confidentiality, integrity, and availability along with the potential threats. It is important to note that security requirements in the SMOC are developed to address privacy by design. Additional references for security analyses, V2V security, the Security Credential Management System, and connected vehicle application security needs are included. KW - Implementation KW - Mobile communication systems KW - Pilot studies KW - Privacy KW - Security KW - Tampa Hillsborough Expressway Authority KW - Transportation planning UR - http://ntl.bts.gov/lib/59000/59200/59264/FHWA-JPO-16-312.pdf UR - https://trid.trb.org/view/1418793 ER - TY - RPRT AN - 01608550 AU - Saito, Mitsuru AU - Sanchez, Greg H AU - Schultz, Grant G AU - Brigham Young University AU - Utah Department of Transportation AU - Federal Highway Administration TI - Calibration of Automatic Performance Measures – Speed and Volume Data: Volume 2, Evaluation of the Accuracy of Approach Volume Counts and Speeds Collected by Microwave Sensors PY - 2016/05//Final Report SP - 167p AB - This study evaluated the accuracy of approach volumes and free flow approach speeds collected by the Wavetronix SmartSensor Advance sensor for the Signal Performance Metrics system of the Utah Department of Transportation (UDOT), using the field data collected by JAMAR counter boards for free flow approach volumes and a TruCam LiDAR gun for approach speeds. The Advance sensor is primarily designed for dilemma zone reduction. It does not have the capability to differentiate vehicles between lanes, but the Advance sensor currently used has a detection range of up to 600 ft. and has the capability to track vehicles approaching the intersection. UDOT wanted to use this capability to get added values from their investment in the Advance sensors. The approach volume accuracy was analyzed with three factors: sensor position, number of approach lanes, and approach volume level. The results showed that the high accuracy is achieved when the number of approach lanes is low, or closer to one-lane, and the approach volume level is low. The overall range of accuracy for the approach volume counts was found to range from approximately 77.8% (22.2% undercount) to 105.7% (5.7% overcount). The accuracy of approach speeds was analyzed with two factors: the number of lanes and offset position of the lanes relative to the location of the speed gun. The offset position was first tested and found not to affect the accuracy of approach speeds. In general, the difference in means was approximately ±2 mph and was not considered practically significant. The 85th percentile speed for sites with more than 50 samples were then evaluated. For these sites, the average difference in 85th percentile speed was -0.43 mph, the biggest negative difference being -1.6 mph, and the biggest positive difference being 1.5 mph. A Bootstrapping analysis was then performed to predict the expected distribution of speed differences in 85th percentile speeds. This analysis also showed the 85th percentile speeds by the LiDAR gun and the Advance sensor were not significantly different for practical traffic engineering applications. KW - Accuracy KW - Data collection KW - Evaluation KW - Field studies KW - Free flow speeds KW - Laser radar KW - Microwave detectors KW - Performance measurement KW - Sensors KW - Signalized intersections KW - Traffic volume KW - Utah UR - http://www.udot.utah.gov/main/uconowner.gf?n=28384521790001597 UR - http://ntl.bts.gov/lib/59000/59200/59280/uconowner.gf_n_28384521790001597.pdf UR - https://trid.trb.org/view/1418786 ER - TY - SER AN - 01608546 JO - TechBrief PB - Federal Highway Administration TI - The Universal Simple Aging Test PY - 2016/05 SP - 8p AB - This document is a technical summary of the unpublished Federal Highway Administration (FHWA) report The Universal Simple Aging Test (USAT) and Low Temperature Performance Grading Using Small Plate Dynamic Shear Rheometry: An Alternative to Standard RTFO, PAV, and BBR for HMA and WMA. This TechBrief provides an overview of the Universal Simple Aging Test (USAT), which is an alternative to use of standard rolling thin-film oven (RTFO) and pressure aging vessel (PAV) testing for asphalt binders. Also, the USAT can be applied to emulsion residue recovery and oxidative aging of the residue. KW - Aging (Materials) KW - Alternatives analysis KW - Bituminous binders KW - Hot mix asphalt KW - Oven tests KW - Pressure aging vessels KW - Rheometers KW - Test procedures KW - Warm mix paving mixtures UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/15054/15054.pdf UR - https://trid.trb.org/view/1417609 ER - TY - CONF AN - 01605804 JO - Transportation Research Circular PB - Transportation Research Board AU - Turnbull, Katherine F TI - Advancing Freight Fluidity Performance Measures: Summary of a Workshop PY - 2016/05 IS - E-C207 SP - 98p AB - The Transportation Research Board (TRB), in collaboration with the Federal Highway Administration’s (FHWA’s) Office of Freight Management and Operations, hosted a workshop to examine the development and use of freight fluidity performance measures and related analysis techniques to improve the freight transportation system. The Advancing Freight Fluidity Performance Measures Workshop was held December 9–10, 2015, in Washington, D.C. The workshop brought together public agency personnel and private-sector supply chain managers to share information on monitoring and measuring different elements of the freight transportation system. Participants discussed the opportunities and challenges associated with expanding the use of freight fluidity performance measures. The workshop began with an update on the FHWA’s activities related to freight fluidity performance measurement. The second general session featured the four background paper authors discussing applications of freight fluidity, the scale of analysis, data options and analytical issues, and implementation options. The other general sessions focused on stakeholder views of measuring supply chain performance and examples of applying freight fluidity performance measures and supply chain analyses at the state, regional, corridor, and local levels. The workshop concluded with an open discussion of possible next steps to help advance the development and use of freight fluidity performance measures. This report provides a summary of the workshop sessions, with background papers included in an appendix. U1 - Advancing Freight Fluidity Performance Measures WorkshopTransportation Research BoardFederal Highway AdministrationWashington,DC,United States StartDate:20151209 EndDate:20151210 Sponsors:Transportation Research Board, Federal Highway Administration KW - Commodity flow KW - Freight traffic KW - Performance measurement KW - Supply chain management UR - http://www.trb.org/Main/Blurbs/174360.aspx UR - https://trid.trb.org/view/1416567 ER - TY - CONF AN - 01605803 JO - Transportation Research Circular PB - Transportation Research Board AU - Pisarski, Alan E TI - Applications of Freight Fluidity PY - 2016/05 IS - E-C207 SP - pp 38-50 AB - This background paper was developed by the Transportation Research Board Task Force on Development of Freight Fluidity Performance Measures to inform a December 2015 Freight Fluidity workshop in Washington, D.C., with the objective of discussing the design of a Federal Highway Administration (FHWA) freight fluidity measurement system. This paper addresses: who would use a fluidity measurement system and how they would use it; how a fluidity performance system could support transportation, the economy or other sectors; the beneficiaries; and potential policy impacts. The key factor may be the substantial role to be played by the public sector involving the following: making the case for greater focus on supply chains as a critical national, state and local concern; bringing that case to legislators and policy officials; developing the tools, data and analytical capabilities to support both private and public decision making at all levels; establishing the criteria to assure supply chains are specifically embedded in public investment analyses; improving the ability at all levels to assess passenger and freight trade-offs; and demonstrating the importance of supply chains for national, state and local strategic interests. Both public and private actors must focus on better mechanisms for coordination and cooperation in assessing supply chain needs. Real measurement of supply chains cannot happen until it addresses flows at the commodity or product level. A starting point for concern is where ambient congestion impedes exports, critical commodities or strategic industries generating reliability and cost effects or lost opportunities. While assessing the challenges of legacy systems is important, it is also important to recognize the opportunities provided by existing and new facilities and services in terms of national productivity benefits and assuring the equity of those benefits in all areas of the nation and all segments of society. U1 - Advancing Freight Fluidity Performance Measures WorkshopTransportation Research BoardFederal Highway AdministrationWashington,DC,United States StartDate:20151209 EndDate:20151210 Sponsors:Transportation Research Board, Federal Highway Administration KW - Commodity flow KW - Coordination KW - Freight traffic KW - Governments KW - Performance measurement KW - Political factors KW - Supply chain management UR - http://www.trb.org/Main/Blurbs/174360.aspx UR - https://trid.trb.org/view/1416570 ER - TY - CONF AN - 01605802 JO - Transportation Research Circular PB - Transportation Research Board AU - Bryan, Joseph TI - Data Options and Analytic Issues PY - 2016/05 IS - E-C207 SP - pp 63-76 AB - This background paper reviews the data options for evaluating freight fluidity in the United States and associated considerations for performance analysis. The overarching objective is to establish consistent, trackable end-to-end measurement of freight performance in supply chains. The paper proceeds from a market and user standpoint, in which total performance across the whole supply chain is the critical focus, and the end-to-end result is what matters to the market and to economic competitiveness. U1 - Advancing Freight Fluidity Performance Measures WorkshopTransportation Research BoardFederal Highway AdministrationWashington,DC,United States StartDate:20151209 EndDate:20151210 Sponsors:Transportation Research Board, Federal Highway Administration KW - Commodity flow KW - Data analysis KW - Economic analysis KW - Freight traffic KW - Market assessment KW - Performance measurement KW - Supply chain management KW - Traffic data UR - http://www.trb.org/Main/Blurbs/174360.aspx UR - https://trid.trb.org/view/1416585 ER - TY - CONF AN - 01605801 JO - Transportation Research Circular PB - Transportation Research Board AU - Grenzeback, Lance R TI - Freight Fluidity Measurement Program: Implementation Options PY - 2016/05 IS - E-C207 SP - pp 77-87 AB - This background paper outlines options for implementing a freight fluidity measurement program, which measures the general performance of representative transportation supply chains and their networks over time. It builds on the findings and conclusions of three companion papers that examined potential users and benefits, geographic scales, and data needs and availability for a freight fluidity measurement program. There were several key conclusions. First, there are three potential markets for freight fluidity information: agencies and firms focused on international import–export trade; agencies and firms focused on domestic and North American (NAFTA) transportation supply chain performance; and agencies and firms focused on local and regional transportation supply chain performance. Three sets of data are available about supply chain performance: data on travel time, travel-time reliability, and cost for freight movement by domestic truck, rail and barge are available, accessible and affordable; data on travel time, travel-time reliability, and cost for freight movement through ports are available, but not readily accessible; and data on supply-chain safety and risk are available, but generally not accessible. Consideration of the potential markets and the availability of data suggests that the order of priority for developing a freight fluidity measurement program should be as follows: national–North American supply chain performance, focusing on travel time, travel-time reliability and cost for truck, rail, and barge moves; megaregion–metropolitan supply chain performance; and global supply chain performance. Finally, a freight fluidity measurement program must: be capable of measuring supply chains of different lengths, using different combinations of freight transportation modes and serving different industries; be applicable at different geographic scales; use measures and metrics that are common across transportation supply chains; and report trends in the high-level performance of the supply chains. This paper outlines three options for implementing a freight fluidity measurement program: federal program lead, focusing on measuring supply chain performance and network fluidity at the national and megaregion scales with subsequent expansion to support a North American system; state and local lead, focusing initially on supply chain performance and network fluidity at the metropolitan-, state-, and freight-corridor levels with subsequent expansion to the megaregion and national scales; and private-sector lead, focusing on supply chain performance at the national and megaregion levels and serving public-sector clients at these or other scales as demand warrants. U1 - Advancing Freight Fluidity Performance Measures WorkshopTransportation Research BoardFederal Highway AdministrationWashington,DC,United States StartDate:20151209 EndDate:20151210 Sponsors:Transportation Research Board, Federal Highway Administration KW - Commodity flow KW - Data analysis KW - Freight traffic KW - Implementation KW - Market assessment KW - Performance measurement KW - Supply chain management UR - http://www.trb.org/Main/Blurbs/174360.aspx UR - https://trid.trb.org/view/1417610 ER - TY - RPRT AN - 01605695 AU - Sommer, Daniel T AU - Cox, Amanda L AU - Luna, Ronaldo AU - Saint Louis University AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Evaluation of Erosion Control Blanket Properties and Test Criteria for Specification and Design PY - 2016/05//Final Report SP - 164p AB - A research project to investigate the product approval, design process, and ongoing product evaluation of erosion control blankets (ECBs) for the Missouri Department of Transportation (MoDOT) was conducted. An overview of federal and state environmental construction laws was performed noting the significance of ECBs on construction sites. Standardized erosion control testing, product approval, and design processes utilized by other state departments of transportation and those recommended by the National Transportation Product Evaluation Program were researched for further insight to typical ECB applications. A field investigation was established to study the effectiveness of two ECBs on a MoDOT construction site. MoDOT completed construction sites, which utilized ECBs, were also included in the investigation to evaluated how well vegetation was sustained and ongoing blanket degradation following site acceptance in accordance with the MoDOT Storm Water Pollution Prevention Plan (SWPPP). In addition to field site evaluations, surveys were developed and administered to record contractor and MoDOT employee ECB experiences and identify common problems and successful practices using ECBs. Recommendations for ECB approval procedures and a design process for conditions representative of Missouri were developed using insight gained through the study of common ECB product acceptance and design, the field site investigation, evaluation of completed construction sites, and the surveys of ECB experiences. The National Transportation Product Evaluation program’s (NTPEP) ASTM standardized testing was recommended as the basis for product approval. For ECB design, the Revised Universal Soil Loss Equation (RUSLE) was recommended and used to establish minimum performance requirements for both product acceptance and design. Digital maps were developed using ArcGIS for Missouri’s representative hydrologic and geologic conditions for use in the RUSLE. The ECB approval procedures and design process, which were developed specifically for the state of Missouri, are recommended for implementation into the MoDOT Engineering Policy Guide (EPG). An ongoing product evaluation system was also developed for ECBs to document field performance and assist in identifying ECBs that should be removed from the approved products list. KW - Construction sites KW - Design KW - Design standards KW - Drainage blankets KW - Erosion control KW - Evaluation KW - Field studies KW - Missouri KW - National Transportation Product Evaluation Program KW - Specifications KW - Surveys KW - Vegetation UR - https://library.modot.mo.gov/RDT/reports/TR201509/cmr16-016.pdf UR - https://trid.trb.org/view/1415401 ER - TY - RPRT AN - 01605682 AU - Carter, Nicole AU - Jenkins, Andrew AU - Meggers, David A AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Curling and Warping of Concrete Pavement: An Investigation and Proof of Concept Study PY - 2016/05//Final Report SP - 55p AB - This project focuses on characterization of pavement behavior as it undergoes short-term curling and warping. Curling and warping cause slab deflections due to a temperature gradient and moisture gradient, respectively; this can result in excessive cracking and reduce the quality and lifetime of the pavement. In this study, one test section consisting of three panels was analyzed for early-age curling, warping, and shrinkage behavior. Deflection readings were taken on all three panels of the test section and one panel was instrumented with strain gages and moisture sensors. This procedure was a successful proof of concept in which the researchers were able to determine that a relationship exists between strain, moisture, and deflection, indicating a relationship with curling and warping. Although data collected corresponds with the expected behavior, the amount of error produced from the test equipment and operators makes it difficult to accurately calculate deflection due to curling versus that due to warping. KW - Concrete pavements KW - Curling KW - Deflection KW - Moisture content KW - Pavement performance KW - Shrinkage KW - Test sections KW - Warpage UR - http://dmsweb.ksdot.org/AppNetProd/docpop/docpop.aspx?clienttype=html&docid=9611516 UR - https://trid.trb.org/view/1414691 ER - TY - RPRT AN - 01605575 AU - Wilson, Bryan AU - Mukhopadhyay, Anol AU - Texas A&M Transportation Institute AU - Florida Department of Transportation AU - Federal Highway Administration TI - Alternative Aggregates and Materials for High Friction Surface Treatments PY - 2016/05//Final Report SP - 159p AB - The State of Florida has used high friction surface treatments (HFSTs) since 2006 to reduce wet weather crashes on tight curves and intersections and to maintain bridge decks; however, the Florida Department of Transportation (FDOT) has reported issues related to premature failure of the treatment. The scope of this project was to: (1) Review the literature and interview industry experts on the state of the practice of HFST; (2) Document all existing HFST projects in Florida and analyze their performance based on distress, skid resistance, and crash reduction; (3) Perform field testing on six projects, evaluating their present performance and conducting forensic analyses as needed; (4) Perform laboratory tests on different aspects of HFST materials and construction practices to improve durability and reduce costs; and (5) Develop a revised HFST specification for Florida and an HFST Guidelines booklet. The research findings include historic costs, project performance histories, identification of failure mechanisms, crash rate reductions for various applications, benefit-cost analyses, trends between aggregate loss and both resin binder type and mil thickness, thermal compatibility measurements, resin binder gel times under non-ideal situations, an HMA design using calcined bauxite, and comparisons of a few high friction aggregates. The researchers recommended many ways to improve the design, construction, and quality control of HFST. These are reflected in the proposed specification Section 333. A new user-friendly booklet, titled “High Friction Surface Treatment Guidelines: Project Selection, Materials, and Construction,” was created to assist contractors and FDOT inspectors to implement the new specification. KW - Aggregates KW - Benefit cost analysis KW - Crash rates KW - Durability KW - Field tests KW - Florida KW - Friction course KW - Laboratory tests KW - Literature reviews KW - Pavement performance KW - Skid resistance KW - Specifications KW - State of the practice KW - Surface treating UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT-BDR74-977-05-rpt.pdf UR - https://trid.trb.org/view/1415259 ER - TY - CONF AN - 01604827 JO - Transportation Research Circular PB - Transportation Research Board AU - Eisele, Bill AU - Villa, Juan TI - Freight Fluidity Scale of Analysis PY - 2016/05 IS - E-C207 SP - pp 51-62 AB - This background paper was developed by the Transportation Research Board (TRB) Task Force on Development of Freight Fluidity Performance Measures. The paper addresses: the scale or geography to which fluidity measurements can be applied; the options for analyzing corridors and gateways versus analyzing particular supply chains; and factors to consider in determining the level of analysis. The paper focuses on how to determine the “what” that is analyzed. Suggestions have included looking at key corridors and gateways, aggregated supply chains, regions and megaregions, key industries and commodities, or freight sheds. Because fluidity can be measured at these different levels, this paper explores options for different scales–geographies in terms of feasibility, usefulness, and other factors. The authors conclude with recommendations and considerations related to the scale of freight fluidity analysis. U1 - Advancing Freight Fluidity Performance Measures WorkshopTransportation Research BoardFederal Highway AdministrationWashington,DC,United States StartDate:20151209 EndDate:20151210 Sponsors:Transportation Research Board, Federal Highway Administration KW - Freight traffic KW - Performance measurement KW - Spatial analysis KW - Supply chain management KW - Temporal analysis UR - http://www.trb.org/Main/Blurbs/174360.aspx UR - https://trid.trb.org/view/1416584 ER - TY - RPRT AN - 01604095 AU - Miller, Christopher M AU - Schneider, William H AU - Kennedy, Marla J AU - University of Akron AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Procedures for Waste Management from Street Sweeping and Stormwater Systems PY - 2016/05//Final Report SP - 151p AB - Street sweeping and storm water system cleaning activities are conducted regularly by Ohio Department of Transportation (ODOT) to comply with National Pollutant Discharge Elimination System (NPDES) permit requirements and to ensure roadway safety. Once collected, these materials are classified as solid waste and require cost-effective and sustainable management. This research report summarizes tools for tracking and quantifying the volume of material collected and associated management costs, comprehensive analytical testing of solid waste materials from multiple locations, design and construction of a prototype decanting facility, metal adsorption media testing at the prototype decanting facility, and the development of standard operating procedures to operate the new facility. Detailed analysis shows the solid waste disposal cost is less than 5% of the management activity and management priorities should focus on cost-effective collection and management versus disposal cost. Multiple factors were utilized to rank decanting facility location options for each District in Ohio. Metal adsorption media testing showed significant removal of many heavy metals and operational observations at the new prototype facility showed promise for effectively managing these waste materials. KW - Adsorption KW - Cost effectiveness KW - Costs KW - Maintenance facilities KW - Materials tests KW - Ohio KW - Runoff KW - Street cleaning KW - Waste management KW - Water quality management UR - http://cdm16007.contentdm.oclc.org/utils/getdownloaditem/collection/p267401ccp2/id/13890/filename/13898.docx/title/Procedures%20for%20waste%20management%20from%20street%20sweeping%20and%20stormwater%20systems/mapsto/showLink UR - https://trid.trb.org/view/1413295 ER - TY - RPRT AN - 01603665 AU - Shupe, Todd AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Improvements to Highway Guardrail Assemblies PY - 2016/05//Final Report SP - 48p AB - Highway guardrail assemblies play an important role in enhancing the safety of motorists. Guardrail assemblies contain three main components: (1) galvanized steel guardrail, (2) posts, and (3) blockouts. The purpose of the blockout is to increase the spacing between the rail and the post and thereby reduce the interaction of the vehicle with the post. It is essential that the blockouts are durable so that the guardrail assembly can function properly. The goal of this study was to explore the feasibility of using recycled chromated copper arsenate (CCA)-treated wood to produce a composite blockout. This study had three tasks: (1) determine the properties of the raw materials, (2) production and testing of molded guardrail blockouts, and (3) conduct finite element analyses and design optimization. Decommissioned blocks were chemically analyzed and found to contain residual CCA that is consistent with over 10 years of service. The used bocks were shredded to particles, combined with polypropylene plastic, and used to make composite blockouts with varying amounts of wood, plastic, block density, and resin. Group 1 yielded superior results: internal bond strength, IB, (108 psi), modulus of rupture, MOR, (2,536 psi), modulus of elasticity, MOE, (440,250 psi), linear expansion, LE, (0.632 in.), and thickness swelling, TS, (12.6%). A finite element analysis conducted on this group revealed that a guardrail assembly comprised with wood/plastic blockouts should perform similar to one with solid wood blockouts. The development of the composite blockout will provide the motoring public and taxpayers a low-cost, high-performance blockout and enhance environmental stewardship. The success of the overall project will lead to the development of a durable, green composite blockout. KW - Composite materials KW - Feasibility analysis KW - Finite element method KW - Guardrails KW - Highway safety KW - Optimization KW - Recycled materials KW - Wood UR - http://www.ltrc.lsu.edu/pdf/2016/14-1TIRE.pdf UR - https://trid.trb.org/view/1411147 ER - TY - SER AN - 01603662 JO - TechBrief PB - Federal Highway Administration AU - Voigt, Gerald F AU - Ferrebee, Eric TI - Dowel Basket Anchoring Methods: Best Practices for Jointed Concrete Pavements PY - 2016/05 SP - 6p AB - Dowels are the most common form of load transfer in concrete pavements. They come in various sizes, shapes, and materials, but to perform optimally over the course of the pavement life, they need to be oriented appropriately and within tolerable location limits in the slab. Proper placement ensures optimal load transfer with minimal added stress to the pavement. For this reason, attention to dowel placement during paving is important, and ensuring that dowel placement accuracy is maintained through paving is a necessary quality control activity. Dowel basket fasteners, such as basket clips and stakes, are commonly used to secure dowel baskets for the paving process. This tech brief summarizes the purpose and recommendations for ensuring that dowels placed using baskets maintain their position and elevation through the paving process. Additional details can be found in the Guide to Dowel Load Transfer Systems for Jointed Concrete Roadway Pavements (Snyder 2011). KW - Best practices KW - Concrete pavements KW - Dowels (Fasteners) KW - Load transfer KW - Pavement joints KW - Paving KW - Recommendations UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif16021.pdf UR - https://trid.trb.org/view/1410847 ER - TY - RPRT AN - 01603629 AU - Chase, S B AU - Adu-Gyamfi, Y AU - Aktan, A E AU - Minaie, E AU - Pennoni Associates Incorporated AU - Federal Highway Administration TI - Synthesis of National and International Methodologies Used for Bridge Health Indices PY - 2016/05 SP - 56p AB - Bridge performance measures are important components of any successful Bridge Management System. Different types of performance measures have been developed for various purposes. The types of performance measures are usually a reflection of an agency’s goals. The bridge health or condition index is a type of performance measure used by agencies interested in preserving the condition of bridge structures. Bridge condition index is very attractive because it provides a single index for assessment of the structural and or functional health of a bridge based on the condition of the bridge’s structural elements and the services provided by the bridge. As outlined in the Federal Highway Administration's (FHWA’s) Long-Term Bridge Performance Program, the development of condition indices should be driven by more objective and quantitative data to help bridge managers make informed decisions. This work reviews the state-of-the-art with respect to bridge condition indices being used to assess performance of bridges in the United States and other countries. KW - Bridge management systems KW - Condition surveys KW - Countries KW - Long-Term Bridge Performance Program KW - Methodology KW - Performance measurement KW - State of the practice KW - Structural health monitoring KW - United States UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/bridge/15081/15081.pdf UR - https://trid.trb.org/view/1409558 ER - TY - RPRT AN - 01603601 AU - Taylor, Peter AU - Hosteng, Travis AU - Wang, Xuhao AU - Phares, Brent AU - Iowa State University, Ames AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Evaluation and Testing of a Lightweight Fine Aggregate Concrete Bridge Deck in Buchanan County, Iowa PY - 2016/05//Final Report SP - 52p AB - Internal curing is a relatively new technique being used to promote hydration of portland cement concretes. The fundamental concept is to provide reservoirs of water within the matrix such that the water does not increase the initial water/cementitious materials ratio to the mixture, but is available to help continue hydration once the system starts to dry out. The reservoirs used in the US are typically in the form of lightweight fine aggregate (LWFA) that is saturated prior to batching. Considerable work has been conducted both in the laboratory and in the field to confirm that this approach is fundamentally sound and yet practical for construction purposes. A number of bridge decks have been successfully constructed around the US, including one in Iowa in 2013. It is reported that inclusion of about 20% to 30% LWFA will not only improve strength development and potential durability, but, more importantly, will significantly reduce shrinking, thus reducing cracking risk. The aim of this work was to investigate the feasibility of such an approach in a bridge deck. KW - Bridge decks KW - Buchanan County (Iowa) KW - Cracking KW - Evaluation and assessment KW - Feasibility analysis KW - Field tests KW - Fine aggregates KW - Laboratory tests KW - Life cycle costing KW - Load tests KW - Mix design KW - Portland cement concrete KW - Shrinkage UR - http://lib.dr.iastate.edu/intrans_reports/200/ UR - http://publications.iowa.gov/id/eprint/22239 UR - http://www.intrans.iastate.edu/research/projects/detail/?projectID=420075554 UR - http://ntl.bts.gov/lib/59000/59200/59276/viewcontent.cgi_article_1199_context_intrans_reports.pdf UR - http://ntl.bts.gov/lib/59000/59200/59277/viewcontent.cgi_article_1109_context_intrans_techtransfer.pdf UR - https://trid.trb.org/view/1410178 ER - TY - RPRT AN - 01603579 AU - Phares, Brent M AU - Deng, Yaohua AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Investigation of the Impact of Dual-Lane Axle Spacing on Lateral Load Distribution PY - 2016/05//Final Report SP - 88p AB - The spacing of adjacent wheel lines of dual-lane loads induces different lateral live load distributions on bridges, which cannot be determined using the current American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) or Load Factor Design (LFD) equations for vehicles with standard axle configurations. Current Iowa law requires dual-lane loads to meet a five-foot requirement, the adequacy of which needs to be verified. To improve the state policy and AASHTO code specifications, it is necessary to understand the actual effects of wheel-line spacing on lateral load distribution. The main objective of this research was to investigate the impact of the wheel-line spacing of dual-lane loads on the lateral load distribution on bridges. To achieve this objective, a numerical evaluation using two-dimensional linear elastic finite element (FE) models was performed. For simulation purposes, 20 prestressed-concrete bridges, 20 steel bridges, and 20 slab bridges were randomly sampled from the Iowa bridge database. Based on the FE results, the load distribution factors (LDFs) of the concrete and steel bridges and the equivalent lengths of the slab bridges were derived. To investigate the variations of LDFs, a total of 22 types of single-axle four-wheel-line dual-lane loads were taken into account with configurations consisting of combinations of various interior and exterior wheel-line spacing. The corresponding moment and shear LDFs and equivalent widths were also derived using the AASHTO equations and the adequacy of the Iowa DOT five-foot requirement was evaluated. Finally, the axle weight limits per lane for different dual-lane load types were further calculated and recommended to complement the current Iowa Department of Transportation (DOT) policy and AASHTO code specifications. KW - AASHTO LRFD Bridge Design Specifications KW - Axle loads KW - Bridges KW - Finite element method KW - Iowa KW - Load transfer KW - Oversize loads KW - Overweight loads KW - Spacing KW - Specifications KW - Wheels UR - http://lib.dr.iastate.edu/intrans_reports/201 UR - http://publications.iowa.gov/id/eprint/22240 UR - http://www.intrans.iastate.edu/research/projects/detail/?projectID=2103633094 UR - http://ntl.bts.gov/lib/59000/59200/59272/viewcontent.cgi_article_1200_context_intrans_reports.pdf UR - https://trid.trb.org/view/1410177 ER - TY - RPRT AN - 01603577 AU - Tavera, Eduardo A AU - Burnworth, Gabriel H AU - Rix, Glenn J AU - Jung, Jongwon AU - GeoStellar Engineering, LLC AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Calibration of Region Specific Gates Pile Driving Formula for LRFD PY - 2016/05//Final Report SP - 566p AB - This research project proposes new Louisiana Department of Transportation and Development (DOTD) pile driving formulas for pile capacity verification using pile driving blow counts obtained at either end-of-initial driving (EOID) or at the beginning-of-restrike (BOR). The pile driving formulas were developed using a regional database containing 252 static load tests and 934 dynamic load tests (DLT) collected from DOTD projects. The DLTs were conducted on blow counts taken at EOID (183 Case Pile Wave Analysis Program (CAPWAPs)) and BOR (751 CAPWAPs). The pile driving formulas were developed by conducting a nonlinear regression analysis of the generic Gates formula. The Load and Resistance Factor Design (LRFD) resistance factors (ɸ) were calibrated using the Monte Carlo Simulation (MCS) method for the Strength I limit state with a reliability index (βT) of 2.33 as recommended for pile groups in American Association of State Highway and Transportation Officials (AASHTO) specifications. The current LADOTD pile driving formula (Federal Highway Administration (FHWA) Gates Formula) used to evaluate blow counts taken at EOID was evaluated; results show a best fit ratio of 0.80 with a resistance factor of 0.67—higher than the AASHTO specifications resistance factor (ɸ) of 0.40 for the same pile driving formula. The new EOID LADOTD Modified pile driving formula has a best fit ratio 0.91 with a resistance factor of 0.59. This study recognizes pile capacity setup can significantly affect pile driving formulas ability to predict pile capacity when using blow counts obtained at BOR. Pile capacity setup was evaluated by computing the Skov-Denver pile setup factors (AQ) using total pile capacity (Q). A minimum of two pile setup categories (A and B) were identified in Louisiana. Pile setup category A is located in the coastal marshes along the gulf coast of Louisiana with setup factors (AQ) ranging from 0.135 to 0.428. Pile setup category B was assigned to the remainder of the state with AQ pile setup factors ranging from 0.021 to 0.108. An evaluation of the pile setup curves using the Skov-Denver model indicates that more than 90% of the long-term pile capacity (load test conducted at t = 14 days) can be obtained at t ≥ 6 days for pile setup category A and t ≥ 3 days for pile setup category B. A BOR pile driving formula was developed for setup category A with restrikes conducted at t ≥ 1 days with a best fit ratio of 0.93 and a corresponding resistance factor (ɸ) of 0.64. A different BOR pile driving formula was developed for pile setup category B with restrikes conducted at t ≥ 1 days with a best fit ratio of 0.92 and a corresponding resistance factor (ɸ) of 0.605. Recommendations on the implementation of these EOID and BOR pile driving formulas have been included in this study. KW - AASHTO LRFD Bridge Design Specifications KW - Calibration KW - Implementation KW - Load and resistance factor design KW - Load tests KW - Louisiana KW - Louisiana Department of Transportation and Development KW - Monte Carlo method KW - Pile driving KW - Recommendations KW - Regression analysis UR - http://www.ltrc.lsu.edu/pdf/2016/FR_561.pdf UR - http://www.ltrc.lsu.edu/pdf/2016/FR_561_Appendix.pdf UR - https://trid.trb.org/view/1411148 ER - TY - RPRT AN - 01603548 AU - Brown, Henry AU - Sun, Carlos AU - Edara, Praveen AU - Rahmani, Roozbeh AU - University of Missouri, Columbia AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Safety Assessment Tool for Construction Zone Work Phasing Plans PY - 2016/05//Final Report SP - 137p AB - The Highway Safety Manual (HSM) is the compilation of national safety research that provides quantitative methods for analyzing highway safety. The HSM presents crash modification functions related to freeway work zone characteristics such as work zone duration and length. These crash modification functions were based on freeway work zones with high traffic volumes in California. When the HSM-referenced model was calibrated for Missouri, the value was 3.78, which is not ideal since it is significantly larger than 1. Therefore, new models were developed in this study using Missouri data to capture geographical, driver behavior, and other factors in the Midwest. Also, new models for expressway and rural two-lane work zones that barely were studied in the literature were developed. A large sample of 20,837 freeway, 8,993 expressway, and 64,476 rural two-lane work zones in Missouri was analyzed to derive 15 work zone crash prediction models. The most appropriate samples of 1,546 freeway, 1,189 expressway, and 6,095 rural two-lane work zones longer than 0.1 mile and with a duration of greater than 10 days were used to make eight, four, and three models, respectively. A challenging question for practitioners is always how to use crash prediction models to make the best estimation of work zone crash count. To solve this problem, a user-friendly software tool was developed in a spreadsheet format to predict work zone crashes based on work zone characteristics. This software selects the best model, estimates the work zone crashes by severity, and converts them to monetary values using standard crash estimates. This study also included a survey of departments of transportation (DOTs), Federal Highway Administration (FHWA) representatives, and contractors to assess the current state of the practice regarding work zone safety. The survey results indicate that many agencies look at work zone safety informally using engineering judgment. Respondents indicated that they would like a tool that could help them to balance work zone safety across projects by looking at crashes and user costs. KW - Crash risk forecasting KW - Expressways KW - Freeways KW - Highway safety KW - Highway Safety Manual KW - Missouri KW - Risk assessment KW - Rural areas KW - Software KW - State departments of transportation KW - State of the practice KW - Surveys KW - Time duration KW - Two lane highways KW - Work zone safety KW - Work zones UR - http://lib.dr.iastate.edu/intrans_reports/203 UR - http://publications.iowa.gov/id/eprint/22264 UR - http://www.intrans.iastate.edu/smartwz/projects/details.cfm?projectID=110 UR - http://ntl.bts.gov/lib/59000/59200/59269/viewcontent.cgi_article_1202_context_intrans_reports.pdf UR - https://trid.trb.org/view/1410395 ER - TY - SER AN - 01603537 JO - TechBrief PB - Federal Highway Administration AU - Hein, David K AU - Schaus, Lori TI - Permeable Concrete Pavements PY - 2016/05 SP - 11p AB - This Tech Brief presents an overview of two types of permeable concrete pavement systems and their use. Information is provided on the structural and hydrological design, factors for successful construction and maintenance, and the performance of these systems. KW - Concrete pavements KW - Drainage KW - Infiltration KW - Pavement design KW - Pavement maintenance KW - Pavement performance KW - Paving KW - Permeability KW - Porous pavements UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif16004.pdf UR - https://trid.trb.org/view/1410848 ER - TY - RPRT AN - 01603525 AU - Deng, Yaohua AU - Phares, Brent M AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Investigation of the Effect of Speed on the Dynamic Impact Factor for Bridges with Different Entrance Conditions PY - 2016/05//Final Report SP - 53p AB - The dynamic interaction of vehicles and bridges results in live loads being induced into bridges that are greater than the vehicle’s static weight. To limit this dynamic effect, the Iowa Department of Transportation (DOT) currently requires that permitted trucks slow to five miles per hour and span the roadway centerline when crossing bridges. However, this practice has other negative consequences such as the potential for crashes, impracticality for bridges with high traffic volumes, and higher fuel consumption. The main objective of this work was to provide information and guidance on the allowable speeds for permitted vehicles and loads on bridges. A field test program was implemented on five bridges (i.e., two steel girder bridges, two pre-stressed concrete girder bridges, and one concrete slab bridge) to investigate the dynamic response of bridges due to vehicle loadings. The important factors taken into account during the field tests included vehicle speed, entrance conditions, vehicle characteristics (i.e., empty dump truck, full dump truck, and semi-truck), and bridge geometric characteristics (i.e., long span and short span). Three entrance conditions were used: As-is and also Level 1 and Level 2, which simulated rough entrance conditions with a fabricated ramp placed 10 feet from the joint between the bridge end and approach slab and directly next to the joint, respectively. The researchers analyzed and utilized the field data to derive the dynamic impact factors (DIFs) for all gauges installed on each bridge under the different loading scenarios. Based on the calculated DIFs and the change trends for the associated important factors, the conclusions were as follows: (1) The DIF increases with the increase of truck speed, entrance condition level, and bridge span length; (2) For all investigated bridges under Level 1 and Level 2 entrance conditions, the DIFs exceeded 0.3; under the As-is entrance condition, the DIFs were less than 0.3 for the steel and concrete girder bridges and less than 0.1 for the concrete slab bridges; (3) The empty dump truck induced the greatest impact factors, followed by the full dump truck and then the semi-truck; (4) To limit the DIF to no more than 0.1, for all bridge types, the allowable truck speeds are 30 mph for As-is entrance conditions and crawl for bridges with Level 1 and Level 2 entrance conditions; and (5) The researchers recommend that currently collected road roughness information be examined for use as an indicator of entrance condition. If successful, the international roughness index (IRI) data could then be used to determine the speed limitation to put in place as well as which DIF values to use in permitting analysis. KW - Bridge approaches KW - Dynamic loads KW - Field tests KW - Highway bridges KW - Iowa KW - Speed KW - Trucks KW - Vehicle characteristics UR - http://lib.dr.iastate.edu/intrans_reports/202 UR - http://publications.iowa.gov/22246/ UR - http://www.intrans.iastate.edu/research/projects/detail/?projectID=497844737 UR - http://ntl.bts.gov/lib/59000/59200/59270/IADOT_Intrans_14_521_Investigation_Effect_Speed_Dynamic_Impact_Factor_Bridges_Final_2016.pdf UR - http://ntl.bts.gov/lib/59000/59200/59271/IADOT_Intrans_14_521_Investigation_Effect_Speed_Dynamic_Impact_Factor_Bridges_Tech_Transfer_2016.pdf UR - https://trid.trb.org/view/1409577 ER - TY - RPRT AN - 01603508 AU - Harvey, John AU - Lea, Jeremy AU - Kim, Changmo AU - Coleri, Erdem AU - Zaabar, Imen AU - Louhghalam, Arghavan AU - Chatti, Karim AU - Buscheck, Jeffrey AU - Butt, Ali AU - California Department of Transportation AU - Federal Highway Administration AU - University of California, Davis TI - Simulation of Cumulative Annual Impact of Pavement Structural Response on Vehicle Fuel Economy for California Test Sections PY - 2016/05 SP - 133p AB - This report presents the preliminary results of a study of the effects of pavement structural response on excess fuel consumption (EFCS), which is defined as the additional fuel required to propel a vehicle on an “imperfect” pavement compared to the amount required on an “ideal” pavement. The study compared EFCS for a set of asphalt-surfaced test sections with a pavement with no structural response as well as with the effects of roughness and macrotexture on EFC. EFCS was calculated using three different models for a factorial that included seventeen asphalt-surfaced pavement field sections on the California state highway network with different structure types that were characterized by their viscoelastic properties. The results of the modeling were used to simulate annual EFCS for a factorial of vehicles, traffic flows, speed distributions, and climate regions typical of California. The sensitivity of EFCS to the variables in the factorial was analyzed, and the effects of structural response on EFC were compared with those of roughness and macrotexture to determine whether structural response is sufficiently important to warrant a second phase of the project to validate and calibrate the models using field test sections and instrumented vehicles. It is recommended to complete models for concrete pavements in addition to asphalt-surfaced pavements, to consider multiple layers in the asphalt, particularly near the surface to better evaluate the effects of rubberized asphalt surface materials, and to check the effects of full dynamic pavement modeling (inertial effects in the pavement) on more than the one section analyzed. It is also recommended to begin field validation and calibration of the models and rerun the simulations with the improved and calibrated models for all pavement surface types. KW - Asphalt pavements KW - California KW - Climate KW - Fuel consumption KW - Macrotexture KW - Rolling resistance KW - Roughness KW - Simulation KW - Speed distribution KW - Test sections KW - Traffic flow UR - http://www.ucprc.ucdavis.edu/PDF/UCPRC-RR-2015-05.pdf UR - https://trid.trb.org/view/1410515 ER - TY - JOUR AN - 01603052 JO - Public Roads PB - Federal Highway Administration AU - Doughtery, Michael TI - Nailing the Cheats PY - 2016/05 VL - 79 IS - 6 AB - Fuel taxes are used to construct and maintain roads and bridges in addition to helping fund mass transit projects. In 2014, these taxes amounted to more than $80 billion. That revenue could be even greater, if taxation agencies can find a way to put an end to fuel tax evasion. This article describes a research effort at Oak Ridge National Laboratory to use various technologies to prevent adulteration by nontaxed liquids and to track the movement of tankers to ensure the proper delivery location. KW - Fuel taxes KW - Law enforcement KW - Motor fuels KW - Oak Ridge National Laboratory KW - Software KW - Theft UR - http://www.fhwa.dot.gov/publications/publicroads/16mayjun/03.cfm UR - https://trid.trb.org/view/1409731 ER - TY - JOUR AN - 01603049 JO - Public Roads PB - Federal Highway Administration AU - Redmon, Tamara TI - Leading the Charge for Safer Streets PY - 2016/05 VL - 79 IS - 6 AB - Despite a decrease in overall roadway fatalities in recent years, injuries and fatalities of pedestrians and bicyclists have been generally increasing since 2009. In fact, from 2011 to 2012, pedestrian deaths rose 8 percent, and bicyclist fatalities went up more than 7 percent. U.S. Secretary of Transportation Anthony Foxx has introduced a comprehensive initiative that addresses infrastructure safety, education, vehicle safety, and data collection.The initiative is aimed at reversing the recent rise in deaths and injuries among the growing number of Americans who bicycle or walk to work, to reach public transportation, and to other important destinations. KW - Bicycling KW - Countermeasures KW - Cyclists KW - Pedestrian safety KW - Safety campaigns KW - Transportation policy KW - Walking UR - http://www.fhwa.dot.gov/publications/publicroads/16mayjun/02.cfm UR - https://trid.trb.org/view/1409730 ER - TY - JOUR AN - 01603044 JO - Public Roads PB - Federal Highway Administration AU - Leli, Janet TI - A Sidekick for Rural Safety PY - 2016/05 VL - 79 IS - 6 AB - Although only about 20 percent of the U.S. population resides in rural areas of the country, crashes on rural roads account for more than half of all roadway fatalities. Current statistics indicate that even with the national number of fatalities decreasing, the fatality rate in rural areas is 2.4 times higher than the fatality rate in urban areas. The National Center for Rural Road Safety, established in 2014, covers both rural and surface transportation, with an emphasis on rural. The Center's team will access and leverage FHWA’s expertise and training resources and will integrate, coordinate, and accelerate the knowledge transfer of safety solutions. KW - Highway safety KW - National Center for Rural Road Safety KW - Public information programs KW - Rural highways KW - Stakeholders KW - Technology transfer UR - http://www.fhwa.dot.gov/publications/publicroads/16mayjun/04.cfm UR - https://trid.trb.org/view/1409732 ER - TY - JOUR AN - 01602932 JO - Public Roads PB - Federal Highway Administration AU - Hansen, Alan R AU - Lester, Emily AU - Olmsted, Steven TI - Investing in Today and Tomorrow PY - 2016/05 VL - 79 IS - 6 AB - Sustainability best management practices can help State and local public agencies improve use of their economic, social, and environmental resources. However, integrating sustainability best practices into State departments of transportation procedures can be daunting. This article describes efforts of the Arizona Department of Transportation (ADOT) to move from identifying sustainable strategies to implementing and operating a Sustainable Transportation Program within its core administrative, planning, design, construction, operations, and maintenance activities. ADOT conducted trials of INVEST, an FHWA-developed web-based tool that employs multidisciplinary criteria to evaluate sustainability practices. KW - Arizona KW - Arizona Department of Transportation KW - Environmental protection KW - Planning KW - Sustainable development KW - Sustainable transportation KW - Web applications UR - http://www.fhwa.dot.gov/publications/publicroads/16mayjun/05.cfm UR - https://trid.trb.org/view/1409733 ER - TY - JOUR AN - 01602828 JO - Public Roads PB - Federal Highway Administration AU - Weingroff, Richard F TI - Celebrating a Double Anniversary PY - 2016/05 VL - 79 IS - 6 AB - Looking back 100 years to the creation of the Federal-aid highway program in 1916 and 60 years ago to the launch of the interstate construction program in 1956, it is easy to forget that these landmark laws that shaped the agency, its legacy, and the United States were not foregone conclusions. This article traces the history of the program from the Federal Aid Road Act of 1916 and the Federal Highway Act of 1956 and describes the many policy and economic issues involved. KW - Federal aid highways KW - History KW - Interstate highways KW - Legislation KW - Taxation KW - Transportation policy UR - http://www.fhwa.dot.gov/publications/publicroads/16mayjun/01.cfm UR - https://trid.trb.org/view/1409729 ER - TY - RPRT AN - 01600765 AU - Sharp, Stephen R AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Use of Electrochemical Chloride Extraction and Associated Repairs to Extend the Beneficial Life of Reinforced Concrete Substructures PY - 2016/05//Final Report SP - 68p AB - One of the biggest causes of bridge deterioration is corrosion of the reinforcement in concrete structures. Therefore, repair techniques that mitigate corrosion and extend the service life of reinforced concrete are of great value to the Virginia Department of Transportation (VDOT). One such technique is electrochemical chloride extraction (ECE), which is a temporary in situ restoration method for removing chlorides from reinforced concrete structures that are deteriorating because of corrosion. The results of this study are based on historical and current data gathered during the evaluation of substructure elements in Virginia, i.e., the 5th Street Extended Bridge in Albemarle County and two I-95 bridges in Richmond, and on information from the literature about the earliest bridge substructure treated with ECE, i.e., the Burlington Bay Skyway in Burlington, Ontario, Canada,. Early ECE work on the Burlington Bay Skyway showed favorable results upon reassessment of the treated area after 9 years. With regard to the ECE-treated structures in Virginia, the study determined that if additional service life beyond that provided by ECE alone is desired, the structure must be protected against the reintroduction of chlorides to the repaired elements. Further, the use of ECE techniques should be accompanied by repair or removal of overhead deck expansion joints that exposed the concrete elements to salt-laden water and application of a waterproofing sealer such as silane, methacrylate, or epoxy to the substructure elements. ECE provided an additional 15 to 20 years of service life when a post-treatment silane sealer was also applied. The study also found that in the project specification, the criterion used for determining when to terminate ECE is often the amount of charge passed but difficulties in the field might result in unforeseen construction delays as a result of the attempt to meet this criterion. Therefore, contracts should specify that chloride concentration at the level of the reinforcing bar can be used as an alternative criterion for determining when the ECE is complete, particularly when treatment times become excessive. Specifications should also require that all ECE connections to the steel be completely removed or embedded after completion of the treatment and a highly resistive cementitious repair material should be used to patch any holes. Another valuable outcome from this study was the discussion on how combining electrochemical techniques, such as cathodic protection and ECE, could theoretically provide additional life beyond that provided by the use of one of these techniques alone. This study gathered baseline data to assess this option. The two I-95 bridges in Richmond, one over Hermitage Road and the other over Overbrook Road, should allow a comparison of how much galvanic anode cathodic protection can extend service life beyond that of ECE treatment alone. The study recommends that VDOT’s Structure and Bridge Division incorporate the lessons learned from assessing the restoration of the substructures of the 5th Street Extended Bridge and the two I-95 bridges. In addition, the Virginia Transportation Research Council should continue to monitor the I-95 bridges to determine the value of combining different electrochemical mitigation techniques to extend service life. KW - Corrosion KW - Electrochemical chloride extraction KW - Electrochemical processes KW - Evaluation and assessment KW - Literature reviews KW - Reinforced concrete bridges KW - Repairing KW - Service life KW - Specifications KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/16-r16.pdf UR - http://ntl.bts.gov/lib/59000/59200/59282/16-r16.pdf UR - https://trid.trb.org/view/1409270 ER - TY - RPRT AN - 01600761 AU - Barker, Susan F AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Consortium of Accelerated Pavement Testers (CAPT) PY - 2016/05//Final Report SP - 51p AB - The Federal Highway Administration (FHWA) and a group of State Departments of Transportation from nine of the 14 US Accelerated Pavement Testing (APT) facilities have proposed the creation of a joint or pooled funded program to encourage coordination among the various facilities and provide resources and management for collaborative studies. The main objective of the Consortium of Accelerated Pavement Testers (CAPT) Pooled Fund is to develop technical deliverables unique to APT facilities and to accelerate technology transfer among APT owners. The scope of work was to organize and structure a program that identifies and produces key technical deliverables; provide a means to define, support, and share APT technology of mutual interest; develop a longer-range plan of collaboration (strategic plan), including potential cooperation with international community; and provide for special studies, investigations, research, and training. KW - Accelerated tests KW - Consortium of Accelerated Pavement Testers (CAPT) KW - Coordination KW - Pavements KW - Research projects KW - State departments of transportation KW - Strategic planning KW - Technology transfer KW - Test facilities UR - http://dmsweb.ksdot.org/AppNetProd/docpop/docpop.aspx?clienttype=html&docid=9574970 UR - http://ntl.bts.gov/lib/59000/59200/59224/FHWA-KS-16-07_FinalReport.pdf UR - https://trid.trb.org/view/1408787 ER - TY - RPRT AN - 01600171 AU - Carnegie, Jon AU - Alan M. Voorhees Transportation Center AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - The Cost of Roadway Construction, Operations and Maintenance in New Jersey: Phase 1 Final Report PY - 2016/05 SP - 53p AB - New Jersey’s transportation systems comprises a vast array of infrastructure, The costs associated with planning, constructing, operating and maintaining New Jersey’s transportation infrastructure is significant and can vary significantly from year to year. On average, 59 percent of total transportation-related expenditures in the New Jersey are for activities not directly associated with planning, constructing, operating, and maintaining roads and bridges under New Jersey Department of Transportation's (NJDOT’s) jurisdiction. The primary research objective for Phase I of this study was to estimate how much it costs on average to plan, construct, operate and maintain the roadways and bridges under NJDOT jurisdiction. Costs averaged around $1.5 billion annually. This equates to an average cost of $183,757 per lane mile, excluding debt service, to plan, construct, operate and maintain the roadways and bridges under NJDOT jurisdiction. When interest payments on bonds is added in, the total cost increases to an average of $212,927 per lane mile. These results provide a baseline understanding of average aggregate costs associated with NJDOT roadways and bridges. Additional analysis will be conducted as part of Phase II of the study in order to understand more completely the factors that influence cost efficiency of specific NJDOT projects and programs, and the costs associated with planning, constructing, operating and maintaining roadways under the jurisdictions of New Jersey toll road Authorities. KW - Bridges KW - Construction KW - Costs KW - Expenditures KW - Highways KW - Maintenance KW - New Jersey KW - Operations UR - http://www.state.nj.us/transportation/publicat/2016studyconopmaint.pdf UR - https://trid.trb.org/view/1408290 ER - TY - RPRT AN - 01599874 AU - Frost, J David AU - Georgia Institute of Technology, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - “JOB SEEKER” (Job Shadowing for Employee Engagement through Knowledge and Experience Retention) PY - 2016/05//Final Report SP - 124p AB - The main objective of this study was to explore how to optimally use the particular knowledge retention/transfer technique of “job shadowing” as an informal method for knowledge capture and transfer as well as increasing communication and employee engagement. Some of the pertinent conclusions from this study are: (1) Job shadowing is a very effective mechanism for transfer of tacit (i.e., experiential) knowledge, which is often difficult to capture; (2) It can facilitate creation and/or transfer of explicit (i.e., formal or codified) knowledge; (3) It is an “informal” mechanism, which allows incorporation of other Knowledge Management (KM) techniques such as story-telling, coaching, mentoring, etc.; (4) It is a motivational and networking tool for personnel development, which helps to develop relationships, generate employee interest, and increase engagement; (5) It works well in a variety of environmental conditions, which in turn makes it a well-suited strategy for knowledge transfer in a diverse organization such as the Georgia Department of Transportation (GDOT); (6) A job shadowing program, program guidelines, and training materials have been developed for GDOT, which incorporate important factors that are critical for successful job shadowing. KW - Georgia Department of Transportation KW - Knowledge KW - Personnel development KW - Training UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/13-12.pdf UR - https://trid.trb.org/view/1407827 ER - TY - RPRT AN - 01599868 AU - Barna, Lynette A AU - Smith, Charles E AU - Bernier, Andrew AU - Smart, Aaron AU - Scholz, Ann M AU - U.S. Army Engineer Research and Development Center AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - Assessment of Asphalt Concrete Reinforcement Grid in Flexible Pavements PY - 2016/05//Final Report SP - 91p AB - This report investigated the application of accepted methods of pavement structural evaluation to independently assess the potential structural benefit of asphalt geogrid reinforcement of an operational flexible highway pavement. The asphalt interlayer consisted of an elastomeric polymer coated fiberglass grid with an open configuration. The reinforcing grid was installed in the asphalt layer during construction of a maintenance overlay and has been subjected to trafficking for several years. The structural evaluation included a geotechnical investigation and nondestructive testing using a falling weight deflectometer. Field testing was conducted when both air temperatures were above 50°F and no recent precipitation events had occurred. Standard testing methods were applied during the field data collection and back-calculation procedure. The back-calculation results showed no clear quantifiable benefit from including the reinforcing grid in the asphalt layer, but this study developed a methodology to test and evaluate in situ flexible pavements with asphalt grid reinforcement. The authors recommend that a future structural evaluation be completed to monitor any changes in the pavement’s performance. KW - Asphalt concrete KW - Evaluation and assessment KW - Falling weight deflectometers KW - Field tests KW - Flexible pavements KW - Geogrids KW - Methodology KW - Nondestructive tests KW - Pavement performance KW - Reinforcement (Engineering) KW - Structural analysis UR - http://acwc.sdp.sirsi.net/client/en_US/search/asset/1049726 UR - http://ntl.bts.gov/lib/60000/60500/60552/1049726.pdf UR - https://trid.trb.org/view/1407826 ER - TY - RPRT AN - 01599320 AU - De la Varga, Igor AU - Graybeal, Benjamin A AU - Federal Highway Administration TI - Dimensional Stability of Grout-Type Materials Used as Connections for Prefabricated Bridge Elements PY - 2016/05 SP - 74p AB - The research presented in this report focuses on addressing performance concerns related to dimensional stability (primarily early age shrinkage) of 11 commercially available grout-type materials. Some of these grouts, especially those classified as “non-shrink grouts,” have been observed to display significant dimensional instability when deployed in connection details during bridge construction projects. The test methods used to evaluate dimensional stability are those described in the ASTM C1107 test method. After an initial evaluation, it was observed that the test methods used for evaluating dimensional stability described in this standard specification consider several parameters simultaneously (e.g., chemical expansion and shrinkage, autogenous and plastic shrinkage, etc.), thus providing a qualitative approach that is only useful for comparative purposes. To more completely assess this variety of parameters, volume changes were assessed from a fundamental point of view, measuring pure expansion/shrinkage deformations via test methods such as ASTM C157 and ASTM C1698. The results show that most of the grouts evaluated in this research seemed to perform well in terms of dimensional stability when tested in accordance with ASTM C1107. However, separate testing to specifically assess autogenous and drying deformations (shrinkage and expansion) demonstrated that ASTM C1107 is not necessarily an appropriate means to capture the full range of critical dimensional stability behaviors. Given the fact that most of the cement-based grouts commonly exhibit shrinkage, this research also included additional tests focused on the partial shrinkage mitigation by including internal curing through the use of prewetted lightweight aggregates. In summary, this research demonstrates the types of shrinkage performance that can be expected from these types of grouts, the shortcomings of the commonly used test methods, alternative test methods that may better demonstrate real world performance, and an innovative way of reducing part of the shrinkage observed in some of the grouts. KW - Bridge members KW - Evaluation and assessment KW - Grout KW - Prefabricated bridges KW - Shrinkage KW - Stability analysis KW - Structural connection KW - Test procedures UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/bridge/16008/16008.pdf UR - https://trid.trb.org/view/1407250 ER - TY - RPRT AN - 01599307 AU - Nordback, Krista AU - Kothuri, Sirisha AU - Figliozzi, Miguel AU - Phillips, Taylor AU - Gorecki, Carson AU - Schrope, Andrew AU - Portland State University AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Investigation of Bicycle and Pedestrian Continuous and Short Duration Count Technologies in Oregon PY - 2016/05//Final Report SP - 157p AB - While motorized traffic counts are systematic and comprehensive, bicycle and pedestrian counts are often unknown or inaccurate. This research presents recommendations to increase bicycle and pedestrian count accuracy while integrating bicycle and pedestrian counting with existing Oregon Department of Transportation (ODOT) traffic counting. Three bicycle counting technologies – pneumatic tubes, inductive loops and thermal cameras – were tested in a controlled environment as well as mixed traffic condition. Test results indicate that all bicycle counting technologies are adequate to count bicycles under controlled, favorable conditions. However, in mixed traffic conditions only the pneumatic tubes were able to count bicycles with less than 20% error. Bicycle counts in mixed traffic conditions with pneumatic tubes are more accurate when bicycle-specific vehicle classification schemes are used and when counting bicycle traffic within 10 feet tube length of the counting device. Two pedestrian counting technologies – passive infrared and pedestrian phase actuations – were tested and attained satisfactory results. KW - Accuracy KW - Bicycle counts KW - Bicycles KW - Data collection KW - Infrared detectors KW - Loop detectors KW - Oregon KW - Pedestrian counts KW - Pneumatic equipment KW - Recommendations KW - Thermal imagery KW - Traffic counts KW - Vehicle mix UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR772_Bicycle_PedestrianTechnologies.pdf UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR772_Guidebook_AppendixFINAL.pdf UR - https://trid.trb.org/view/1407800 ER - TY - SER AN - 01599304 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Kim, Kun-Ho E AU - Andrawes, Bassem O AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Load Rating and FRP Retrofitting of Bridge Abutment Timber Piles PY - 2016/05//Phase II Final Report IS - 16-012 SP - 88p AB - This report details Phase II of the study titled Strengthening of Bridge Wood Piling Retrofits for Moment Resistance. Phase I of the research (project R27-082) was focused on developing a load rating method for timber piles under eccentric load and examining fiber-reinforced polymer (FRP) retrofitting of pier piles. However, Phase II focused first on numerically assessing the state of the practice of timber pile retrofitting in Illinois. The study next focused on investigating load rating and FRP retrofitting of abutment timber piles as well as studying the long-term performance of FRP-wrapped timber piles. Historically, timber piles have been designed for axial loads only. Under this assumption, conventional load rating procedures considered only the effect of dead and live loads in determining the capacity of a timber pile. Unlike pier timber piles, abutment piles must resist significant lateral forces from earth pressure and surcharge loads in addition to dead and live loads. Currently, there does not exist a separate load rating procedure for abutment timber piles. In this study, a load rating method was developed specifically for abutment timber piles. The combined loading effects were accounted for by using the allowable stress P–M interaction equation in the National Design Specification for Wood Construction (NDS). In addition, a method was developed to account for the effect of FRP retrofits in the load rating. The results showed that deterioration levels as low as 10% could lead to unsatisfactory load ratings for abutment timber piles depending on the backfill soil type and equivalent fluid pressure assumed. FRP retrofitting, however, increased the load rating of deteriorated abutment timber piles by at least 17%. FRP retrofitting techniques for abutment piles were also examined experimentally. Three full-size timber pile specimens with different levels of deterioration were tested. A nondestructive stress wave timing method was used to assess the condition of each specimen. FRP retrofits were designed for two of the specimens based on the results of the condition assessment. The piles were load tested in the axial direction. First, a specified eccentric load was applied to induce a bending moment, then a concentric axial load was applied until the proportional limit. Each pile was tested under a series of eccentric loads varying from 10 kips to 35 kips. Timber condition normalized test results showed that the FRP retrofit was able to at least restore the properties of the piles to their undeteriorated condition properties. Finally, the long-term performance of FRP-wrapped timber piles was studied by examining their performance in uniaxial compression after exposure to long-term degradation. Field-extracted red oak pile specimens with different degrees of initial deterioration were used in the study. The initial condition of the timber was assessed through stress wave timing. To simulate natural degradation in unretrofitted and retrofitted timber piles caused by environmental exposure in a short period of time, an accelerated aging procedure was used. The number of FRP layers and type of resin used (polyester, standard epoxy, and moisture-tolerant epoxy) were varied. Results showed that accelerated aging induces significant deterioration in unretrofitted timber piles but the effects are relatively minor in the FRP-wrapped specimens. It was also proven that FRP composite can significantly improve the performance of timber piles in terms of peak stress and ductility, even after being subjected to extreme degradation. KW - Bridge abutments KW - Deterioration KW - Fiber reinforced polymers KW - Illinois KW - Load factor KW - Load tests KW - Nondestructive tests KW - Piles (Supports) KW - Retrofitting KW - State of the practice KW - Timber UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=4931 UR - https://trid.trb.org/view/1407016 ER - TY - RPRT AN - 01599285 AU - Bertini, Robert L AU - Wang, Haizhong AU - California Polytechnic State University, San Luis Obispo AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Connected Vehicle Application Roadmap for Oregon as Part of Preparing a Possible Oregon Road Map for Connected Vehicle/Cooperative Systems Deployment Scenarios PY - 2016/05//Task 5 Report SP - 139p AB - The goal of this project was to lay the groundwork for Oregon to be prepared to lead in the implementation of a connected vehicle/cooperative systems transportation portfolio, and/or to avoid being caught by surprise as developments in this area evolve quickly. The project assessed Oregon Department of Transportation's (ODOT’s) internal mechanisms for addressing connected vehicle/cooperative systems, scanned, reviewed and assessed the technical maturity of potential connected vehicle/cooperative system applications, developed preliminary goals, linked to prospective connected vehicle/cooperative systems applications, and refined/ranked/prioritized those that fit with potential ODOT role in advancing/leading these initiatives. The project identified opportunities for linking ODOT’s current programs with national and international connected vehicle/cooperative system research, testing and deployment initiatives, and recommended a final shared vision and “road map” for Oregon's priority connected vehicle/cooperative system applications. This volume contains the connected vehicle roadmap for Oregon. Included is a review of the American Association of State Highway and Transportation Officials (AASHTO) connected/automated vehicle research roadmap, and additional context through an update on recent federal transportation initiatives related to connected and automated vehicles. Also included is a review of the ongoing vehicle to infrastructure (V2I) deployment coalition. Other state DOT actions are also summarized; including the AASHTO pooled fund study and work being done in California, Michigan, Texas and Virginia. A spatial analysis of ODOT roadside devices for potential V2I adaptation is also included. The connected vehicle roadmap contains 94 recommended actions under a total of 12 categories: DSRC and Backhaul Communications, Education and Outreach, Policy and Communications/Collaboration, Benefits/Business Case, Data Management and Strategies, Applications, Try Things, Research Questions/Challenges, Planning and Equity, Multimodal, Design and Construction, Operations and Maintenance. Each recommended action is ranked according to its priority, timing and cost. KW - American Association of State Highway and Transportation Officials KW - Implementation KW - Intelligent vehicles KW - Mobile communication systems KW - Oregon KW - Oregon Department of Transportation KW - Recommendations KW - Research projects KW - Spatial analysis KW - State departments of transportation KW - Strategic planning KW - Vehicle to infrastructure communications UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR764_Task_5_DevConnectedVehicleApplication_050416.pdf UR - https://trid.trb.org/view/1406846 ER - TY - RPRT AN - 01599273 AU - Sullivan, Jaime AU - Clouser, Karalyn AU - Albert, Steve AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - MDT Special Events Planning Synthesis Final Report PY - 2016/05//Final Report SP - 152p AB - Planned special events such as sporting events and festivals draw large crowds and limit the capacity of a transportation network built for daily traffic. To alleviate some of the transportation challenges, local and state governments generally adopt a broad range of special event traffic management strategies to improve transportation options, operations, and mobility. In Montana, traffic management practices have typically been done on a case-by-case basis and have not been documented for adaptation and use by other communities. The Montana Department of Transportation (MDT) initiated this project to document existing special event management practices in Montana, to identify the best management practices used in other states, and to provide MDT and local governments with recommendations for improving traffic management strategies. The project consisted of three principal tasks: a literature review, an assessment of MDT’s current practices (including meetings, surveys, and interviews with MDT personnel), and a survey of local stakeholders (city staff and event organizers) regarding their practices and experiences managing special events. KW - Best practices KW - Highway traffic control KW - Literature reviews KW - Montana KW - Recommendations KW - Special events KW - Stakeholders KW - States KW - Surveys UR - http://www.mdt.mt.gov/other/webdata/external/research/docs/research_proj/special_event_traffic/Final_Report_May15.pdf UR - https://trid.trb.org/view/1407003 ER - TY - RPRT AN - 01599210 AU - Stuedlein, Armin W AU - Barbosa, Andre R AU - Li, Qiang AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Evaluation of Torsional Load Transfer for Drilled Shaft Foundations PY - 2016/05//Final Report SP - 159p AB - Despite the prevalence of the use of drilled shafts for the support of traffic signal and signs along state highways, relatively little is known about the torsional load transfer between the structure and soil providing its support. A review of literature indicated that just three full-scale torsional loading test series have been conducted, and these did not report the observation of the torsional load transfer. To help address this gap in knowledge, two instrumented test shafts, which were designed to support signal pole type SM3 based on Oregon Department of Transportation (ODOT) Standard Drawing TM653, were constructed to evaluate the torsional capacity and load transfer of these shafts at full-scale at the Oregon State University (OSU) Geotechnical Engineering Field Research Site (GEFRS). Two shafts were constructed: one shaft designated as the torsion test drilled shaft with production base (TDS) was constructed using the dry method, whereas another shaft designated as the torsional drilled shaft with frictionless base (TDSFB) was constructed by placing bentonite chips at the bottom of the cavity to create near-zero base shear condition. Monotonic, quasi-static and cyclic loading tests were performed using two hydraulic actuators and a displacement couple. The imposed rotation and corresponding torque was monitored using stringpotentiometers and load cells, respectively. Embedded strain gages were installed on both test shafts over five depths to measure shear strains and reveal the load transfer of the drilled shafts in torsion. The torsional load transfer is back-calculated from the instrumentation data and described in detail. Existing design procedures for predicting torsional capacity of drilled shafts were investigated. The Colorado Department of Transportation (CDOT) Design Method and the Florida District 7 Method, both of which can treat layered cohesive and cohesionless soils, were selected to estimate the torsional capacities of the test shafts and compared with the test results. However, these design methods appeared to over- and under-predict the torsional capacity, respectively, indicating the need for the development of improved methods for assessing torsional capacity. KW - Drilled shafts KW - Foundation soils KW - Foundations KW - Load tests KW - Load transfer KW - Oregon KW - Shear strain KW - Sign supports KW - Torque KW - Torsion UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR304-701TorsionalLoadTransfer.pdf UR - https://trid.trb.org/view/1407802 ER - TY - RPRT AN - 01599198 AU - Bertini, Robert AU - Wang, Haizhong AU - Wahid, Merih AU - Abdulsattar, Harith Mohammed AU - Carstens, Kevin AU - California Polytechnic State University, San Luis Obispo AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Inventory of Connected Vehicle Applications as Part of Preparing a Possible Oregon Road Map for Connected Vehicle/Cooperative Systems Deployment Scenario PY - 2016/05//Task 3 Report SP - 253p AB - The goal of this project was to lay the groundwork for Oregon to be prepared to lead in the implementation of a connected vehicle/cooperative systems transportation portfolio, and/or to avoid being caught by surprise as developments in this area evolve quickly. The project assessed Oregon Department of Transportation's (ODOT’s) internal mechanisms for addressing connected vehicle/cooperative systems, scanned, reviewed and assessed the technical maturity of potential connected vehicle/cooperative system applications, developed preliminary goals, linked to prospective connected vehicle/cooperative systems applications, and refined/ranked/prioritized those that fit with potential ODOT role in advancing/leading these initiatives. The project identified opportunities for linking ODOT’s current programs with national and international connected vehicle/cooperative system research, testing and deployment initiatives, and recommended a final shared vision and “road map” for Oregon's priority connected vehicle/cooperative system applications. This volume contains a detailed inventory and literature review of a set of 64 connected vehicle/cooperative system end user applications (with a focus on the U.S.) that are mature enough for deployment in the context of total fleet penetration. Each application was analyzed across a range of criteria including benefits, impact, maturity, interface and infrastructure requirements, vehicle component requirements, applicability to Oregon, as well as communications and data requirements. The inventory of connected vehicle/cooperative systems was performed in the context of ODOT/statewide goals, and in response to applications and initiatives being developed by U.S. Department of Transportation, American Association of State Highway and Transportation Officials (AASHTO) and the private sector. Comparisons to European applications are also included in this volume. KW - Implementation KW - Intelligent transportation systems KW - Intelligent vehicles KW - Literature reviews KW - Mobile communication systems KW - Oregon KW - Oregon Department of Transportation KW - Strategic planning UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR764_Task_3_InventoryConnectedVehicles.pdf UR - https://trid.trb.org/view/1406703 ER - TY - RPRT AN - 01603598 AU - Schmidt, Jennifer D AU - Bielenberg, Robert W AU - Reid, John D AU - Faller, Ronald K AU - Midwest Roadside Safety Facility AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Continued Development of a Non-Proprietary, High-Tension, Cable End Terminal System PY - 2016/04/29/Final Report SP - 90p AB - A non-proprietary, cable guardrail system is currently under development for the Midwest States Pooled Fund Program. A cable guardrail end terminal was necessary to accompany the cable guardrail system. The objective of this research project was to develop design recommendations for the cable end terminal. Bogie testing that was previously completed on a design concept indicated delayed cable release, which was an undesired performance that led to vehicle instabilities. Several design changes were recommended for better end terminal performance and to reflect the changes made to the cable median barrier. An LS-DYNA model of the modified cable end terminal was developed. Simulations of 0- and 15-degree impacts on the end of the cable anchor bracket with a bogie model indicated that the cables would release easily and not induce vehicle instabilities. This behavior still needs to be verified through bogie and full-scale crash testing. Simulations of a 25-degree reverse impact between post nos. 2 and 3 with small car models indicated that cables did not release easily and may interlock around the car resulting in excessive vehicle decelerations or instabilities. Simulations of various line post designs found that the Midwest Weak Post (MWP) and weakened MWP have lower forces and energies during impact than the S3x5.7 posts used in previous three-cable end terminals. This finding would suggest improved performance with respect to vehicle override and instability. However, vehicle simulations with multiple line posts impacted were inconclusive. Further design modifications, evaluation, and testing are recommended. KW - Cables KW - Design KW - Guardrail terminals KW - Guardrails KW - Highway safety KW - LS-DYNA (Computer program) KW - Posts KW - Recommendations KW - Simulation UR - http://www.transportation.nebraska.gov/mat-n-tests/pdfs-docs/ARLinks/TRP-03-332-16.pdf UR - https://trid.trb.org/view/1411142 ER - TY - RPRT AN - 01603509 AU - Winkelbauer, Bradley J AU - Faller, Ronald K AU - Bielenberg, Robert W AU - Rosenbaugh, Scott K AU - Reid, John D AU - Schmidt, Jennifer D AU - Midwest Roadside Safety Facility AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Phase I Evaluation of Selected Concrete Material in LS-DYNA PY - 2016/04/29/Final Report SP - 506p AB - Numerous roadside safety systems are configured with reinforced concrete materials, such as bridge railings, median barriers, and roadside parapets. The analysis and design of these structures may involve impact simulation with finite element software, like LS-DYNA, which includes multiple concrete material models. This Phase I study investigated the viability and performance of existing concrete material models to simulate unreinforced components subjected to common loading conditions, such as compression, tension, shear, and bending. For this study, five material models were evaluated – CSCM, K&C, RHT, Winfrith, and CDPM. Initially, single-element simulations were conducted in order to gain a basic understanding of material model performance. Next, small components with multiple elements were simulated to evaluate different loading conditions. Physical test data was obtained from several external experimental testing programs with unreinforced concrete in three basic load cases - compression, tension, and shear. The CSCM and K&C concrete material models provided adequate simulation results when compared to the experimental test results. Experimental tests with unreinforced concrete were conducted to obtain more results to compare with simulations. Concrete cylinder compression tests, dog-bone specimen tension tests, and four-point bend tests which created either flexure or shear failures were conducted. The CSCM and K&C material models showed promise in predicting peak forces and damage patterns in simulations of the experimental tests. Further investigation is recommended for the five selected concrete material models when used in combination with steel reinforcement. KW - Bend tests KW - Compression tests KW - Evaluation KW - Load tests KW - LS-DYNA (Computer program) KW - Reinforced concrete KW - Shear tests KW - Simulation KW - Tension tests UR - http://www.transportation.nebraska.gov/mat-n-tests/pdfs-docs/ARLinks/TRP-03-330-16.pdf UR - https://trid.trb.org/view/1411145 ER - TY - RPRT AN - 01613852 AU - Federal Highway Administration TI - Bicycle Network Planning & Facility Design Approaches in the Netherlands and the United States PY - 2016/04/26 SP - 16p AB - This report explores similarities and differences in the approach to bicycle network planning and facility design in the Netherlands and the United States. A very brief historical overview is provided as context for a discussion about bicycle planning and design approaches and physical infrastructure “on the ground,” as observed during a visit to the Netherlands in August 2015. Following a high level discussion of respective design approaches, this report highlights four specific areas, or themes, observed in practice in Holland that are applicable to transportation practice in the U.S. KW - Best practices KW - Bicycle facilities KW - Design KW - Netherlands KW - Transportation planning KW - United States UR - http://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/network_planning_design/network_planning_design.pdf UR - https://trid.trb.org/view/1424206 ER - TY - ABST AN - 01608023 TI - The Financial Effect of Regulatory Requirements and Intervening Groups on Road Construction in South Carolina AB - The primary objectives of this study are to evaluate the impact caused by delays in the permitting process (specifically related to the automatic stay) and to evaluate how other states in the Southeastern Association of State Highway and Transportation Officials (SASHTO) respond to permitting delays and challenges. Understanding the impact of delays and how other SASHTO states handle, respond, evaluate and determine the impacts from environmental, and specifically wetland, challenges, will provide South Dakota Department of Transportation (SCDOT) with a framework within which to understand those delays which are unavoidable and those in which shifting the burden of proof with regard to the impact, would be encouraged. SCDOT will also be provided with a working knowledge of the time and effort effected by the automatic stay in South Carolina (SC) and in surrounding states. KW - Delays KW - Environmental impacts KW - Permits KW - Road construction KW - Southeastern Association of State Highway and Transportation Officials KW - Wetlands Mitigation Program UR - https://trid.trb.org/view/1420924 ER - TY - ABST AN - 01597324 TI - Timber Rattlesnakes' (Crotalus horridus) Use of Man-made Rocky Features Constructed in Roadway Right-of-Ways AB - The Nelsonville Bypass was constructed through the Wayne National Forest (WNF) in an area that harbors one of the few remaining populations of Ohio's endangered Timber Rattlesnake (Crotalus horridus). In 2015, Ohio University researchers radio tracked Timber Rattlesnakes in WNF to evaluate the impact of the bypass on this population. Although snake-exclusion fencing was constructed to prevent rattlesnakes from trespassing onto the right-of-way (ROW), rattlesnakes and other reptile species continued to cross the fence to access edge habitat, roadcuts, and riprap (stone erosion control and drainage structures) installed in the ROW. The goal of this research is to evaluate the impact of the highway on the Timber Rattlesnake population. Of particular interest is the effect on their habitats within the ROW and established mitigation structures. The objective is to develop recommendations for ROW habitats along the Nelsonville Bypass that would limit or reduce further disturbance to state endangered rattlesnakes. The Ohio Department of Transportatio (ODOT) maintains a world-class transportation system, and has also strived to have a world-class environmental program. This research will help to inform the optimal placement of wildlife exclusion fencing in future roadway projects, and inform decisions to regrade and revegetate the highway cuts within the Nelsonville Bypass ROW to reduce maintenance and lessen the cost burden to taxpayers. KW - Bypasses KW - Case studies KW - Construction KW - Endangered species KW - Habitat (Ecology) KW - Ohio KW - Ohio Department of Transportation KW - Right of way (Land) KW - Riprap UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Pages/Project_Details.aspx UR - https://trid.trb.org/view/1405188 ER - TY - ABST AN - 01608020 TI - Effects of Culverts on the Natural Conditions of Streams in South Carolina AB - The primary objective of this study is to assess the effect of culverts on the ecological conditions of streams at selected sites. The study will also assess regional trends related to those effects in the Piedmont and Coastal Plain physiographic provinces of South Carolina. This project benefits South Carolina Department of Transportation (SCDOT) by providing a large set of field data regarding the geomorphic, and biologic communities in streams near culverts. These data will aid in assessing the effects of culvert installations on ecological conditions of small streams in the Piedmont and Coastal Plain Physiographic Provinces of South Carolina. KW - Biology KW - Culverts KW - Ecology KW - Geomorphology KW - South Carolina Department of Transportation KW - Streams UR - http://www.scdot.scltap.org/projects/current/ UR - https://trid.trb.org/view/1420923 ER - TY - ABST AN - 01596612 TI - Updating U.S. Precipitation Frequency Estimates for the State of Texas AB - The purpose of this study is to determine precipitation frequency estimates for the state of Texas for durations of 5-minute through 60-day at average recurrence intervals (ARIs) of 1-year through 1,000-year. The estimates and associated bounds of 90% confidence intervals will be provided at 30 arc-sec resolution (approximately 800 x 800 m; varies with latitude). The study results will be published as volumes of National Oceanic and Atmospheric Administration’s (NOAA) Atlas 14, a wholly web based publication available at www.nws.noaa.gov/ohd/hdsc. The publication will include the artifacts provided in previous NOAA Atlas 14 Volumes, including access through the Precipitation Frequency Data Server, base grids in standard formats together with error estimates, electronic copies of maps, charts of seasonal distributions and probabilistic temporal distributions of heavy precipitation, and detailed documentation. Updated areal reduction factors, which are needed to calculate analogous areal precipitation frequency estimates, will be developed as a separate appendix to NOAA Atlas 14 for the entire United States. They include regional frequency analysis based on L-moments including error estimates, a combination of PRISM based techniques and CRAB for spatial interpolation, techniques for the analysis of climatic trend, temporal distribution and seasonality, internal consistency checks and variety of automated processes designed to enhance productivity. Intermediate results in the form of hourly and daily estimates at several ARIs will be distributed for peer review as will the final documentation. KW - Climate change KW - Data collection KW - Precipitation (Meteorology) KW - Rainfall KW - Seasons KW - Texas UR - http://www.pooledfund.org/Details/Study/593 UR - https://trid.trb.org/view/1404719 ER - TY - ABST AN - 01596611 TI - Pavement Surface Properties Consortium - A Research Program at the Virginia Smart Road Phase II AB - The main objective of this pooled-fund program has been to conduct applied research focused on enhancing the level of service provided by the roadway transportation system by optimizing pavement surface characteristics. Phase 2 of the program is expected to continue to support the members' effort to produce high-quality surface property measurements, evaluate new technologies, disseminate research findings, and facilitate technology transfer activities. This second phase will focus on addressing some of the emerging challenges in the evaluation of pavement surface properties and the changes needed to best support the next generation of pavement asset management systems, including support for Moving Ahead for Progress in the 21st Century Act (MAP21) related initiatives. It will also seek participation of industry through traditional membership or an industrial affiliate program. KW - Asset management KW - Information dissemination KW - Level of service KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Pavement performance KW - Surface course (Pavements) KW - Technology transfer KW - Virginia UR - http://www.pooledfund.org/Details/Study/594 UR - https://trid.trb.org/view/1404718 ER - TY - ABST AN - 01601935 TI - Evaluating Measures to Minimize Blanding's Turtle Road Mortality along Nebraska Roadways AB - Direct mortality is among the major threats to the Blanding’s turtle (Emydoidea blandingii) due to their life history traits (Lang, 2004; Congdon & Keinath, 2006). Most turtle species have low recruitment rates, delayed sexual maturity, and low natural adult mortality. This combination of traits makes turtle populations susceptible to declines and possible extirpations when road mortality or other anthropogenic causes increase adult mortality (Congdon et al, 1993). The U.S. Fish and Wildlife Service (USFWS) is conducting a species status review to determine if listing the Blanding’s turtle under the Endangered Species Act (ESA) is warranted. The current range of the species in Nebraska covers a large north central portion of the state. If the species does become listed, it would require that Nebraska Department of Roads (NDOR) projects account for impacts and potential “take” (i.e. any direct mortalities and potential habitat destruction) of the species from construction, maintenance, and the operation of roadways. There is a large population of Blanding’s turtle that occurs on Valentine National Wildlife Refuge (NWR), located in north central Nebraska, which is also bisected by U.S. Highway 83 (US-83). In the 1990s and early 2000s, road mortality of the Blanding’s turtle was considered to be substantial and was thought to have increased along US-83 (Lang, 2004). In response, NDOR installed chain-link turtle fencing and tied it into existing culverts at 5 locations along Highway 83, (4 locations within the boundaries of Valentine NWR). After initial fencing was installed in 2001, road mortality of turtles was observed to have decreased approximately 66% in the fenced road sections (Lang, 2004); however, turtle road mortality has continued in those valleys that have not been fenced (USFWS Valentine NWR staff pers. comm.). Additionally, since the last 2003 survey, the area has not been monitored to see if the fence is effective long-term, if turtles are using the culverts, and if this type of fencing design would work on future projects through similar Blanding’s turtle habitat (particularly important if this species becomes protected under ESA). KW - Endangered species KW - Endangered Species Act KW - Fences KW - Nebraska KW - Nebraska Department of Roads KW - Risk assessment KW - Roadside fauna KW - Wildlife UR - https://trid.trb.org/view/1411926 ER - TY - RPRT AN - 01613823 AU - Timmel, Christopher AU - Regan, Terry AU - Research and Innovative Technology Administration AU - Federal Transit Administration AU - Federal Highway Administration TI - Statewide and Metropolitan Transportation Planning Processes: A TPCB Peer Exchange PY - 2016/04/20/Final Report SP - 34p AB - This report highlights key recommendations and noteworthy practices identified at “Statewide and Metropolitan Transportation Planning Processes” Peer Exchange held on September 9-10, 2015 in Shepherdstown, West Virginia. 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). The peer exchange was hosted by the West Virginia Department of Transportation (WVDOT). Peer agencies included Arkansas State Highway and Transportation Department (AHTD), Maryland Department of Transportation (MDOT), and Pennsylvania Department of Transportation (PennDOT). KW - Arkansas State Highway and Transportation Department KW - Best practices KW - Maryland Department of Transportation KW - Peer exchange KW - Pennsylvania Department of Transportation KW - Recommendations KW - State departments of transportation KW - Transportation planning KW - West Virginia Department of Transportation UR - http://ntl.bts.gov/lib/59000/59800/59881/DOT-VNTSC-FHWA-16-22.pdf UR - https://trid.trb.org/view/1424915 ER - TY - ABST AN - 01604611 TI - National Cooperative Highway Research Program (NCHRP); Special Studies, Reviews, Conferences, and Special Projects AB - The purpose of this task order is to provide research on the topic of Field Evaluation of Reflected Noise from a Single Noise Barrier. The research objectives are as follows: (1) determine the noise level magnitude, and in particular, the fractional octave-band frequency spectrum of the overall noise in the presence of a single reflective noise barrier for positions on the opposite side of the highway; (2) compare through use of equivalent site analysis and/or simultaneous measurements, the difference in overall noise level and frequency distribution (3) compare cases with both reflective barriers and to include data based on standard highway noise metrics that would contribute to an overall understanding of the perception of this reflected sound; (4) use the quantitative analyses to determine if the degree/magnitude and /or composition of the noise level actually changes; (5) help state departments of transportation (DOTs) gain a better understanding of when it may be necessary to use absorptive surfaces on noise barriers or other structures such as retaining walls; and (6) produce insight and data to help serve as a validation tool and be incorporated into future version of the Federal Highway Administration (FHWA) Traffic Noise Model to enhance implementation of reflection calculation algorithms in the program. KW - Algorithms KW - Noise barriers KW - Reflection KW - Sound absorption KW - Sound barrier KW - State departments of transportation KW - Traffic noise KW - Traffic Noise Model UR - https://trid.trb.org/view/1415608 ER - TY - ABST AN - 01626286 TI - High Friction Surface Treatment Material Monitoring Project AB - Central Region Alaska Department of Transportation and Public Facilities (DOT&PF) will be installing 28 highway applications of High Friction Surface Treatment (HFST) in Alaska starting spring 2016. HFST is a pavement surfacing system with exceptional skid-resistant properties that are not typically acquired by conventional pavement materials. The treatment system is composed of a hard aggregate and binder. The aggregate is a thin layer of specially engineered Calcined Bauxite aggregate, a durable high friction topping. Binders vary by manufacturer and are generally proprietary products consisting of bitumen-extended epoxy resins, epoxy-resin, polyester-resin, polyurethane-resin, acrylic-resin, or Methyl Methacrylate (MMA) epoxy. Although this treatment has been widely used in the lower 48 states, it is not currently in wide use in Alaska. This research project will compare initial product friction values to 3 consecutive post-construction years of collected friction values at each site. Adjacent control site conditions will also be compared with annual international roughness index (IRI), rut, cracking and friction values collected by the DOT&PF's Pavement Management System contract. KW - Aggregates KW - Alaska KW - Alaska Department of Transportation and Public Facilities KW - Bituminous binders KW - Cracking of asphalt concrete pavements KW - Friction course KW - International Roughness Index KW - Ruts (Pavements) KW - Skid resistance KW - Surface treating UR - https://trid.trb.org/view/1456878 ER - TY - RPRT AN - 01608577 AU - Galgano, Steve AU - Talas, Mohamad AU - Benevelli, David AU - Rausch, Robert AU - Sim, Samuel AU - Opie, Keir AU - Jensen, Mark AU - Stanley, Chris AU - New York City Department of Transportation AU - Department of Transportation AU - Federal Highway Administration TI - Connected Vehicle Pilot Deployment Program Phase 1, Concept of Operations (ConOps) - New York City PY - 2016/04/08/Final ConOps SP - 123p AB - This document describes the Concept of Operations (ConOps) for the New York City Department of Transportation (NYC) Connected Vehicle Pilot Deployment (CVPD) Project. This ConOps describes the current state of operations, establishes the reasons for change, and defines the future system in terms of functions/features and supporting operations. It is the first of several planning documents for The Connected Vehicle Pilot Deployment Program, Phase 1 project funded by the United States Department of Transportation (USDOT). Other planning documents, developed under this project phase, that influence this ConOps include the Security Management Operational Concept, Performance Measurement and Evaluation Plan, Safety Management Plan, and Human Use Approval. KW - Highway operations KW - Implementation KW - Mobile communication systems KW - New York (New York) KW - Performance measurement KW - Pilot studies KW - Transportation planning UR - http://ntl.bts.gov/lib/59000/59300/59360/FHWA-JPO-16-299.pdf UR - https://trid.trb.org/view/1418792 ER - TY - ABST AN - 01595742 TI - Research for AASHTO Standing Committee on Highways. Task 382. Longer Pavement Life from Increased In-Place Density of Asphalt Pavements AB - The objective of this research is to prepare a synthesis summarizing the current state of knowledge of in-place density of asphalt pavements, as well as the current practices of agencies regarding how in-place density is measured and specified. KW - Asphalt pavements KW - In place density KW - Measurement KW - Pavement performance KW - Specifications KW - State of the practice UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3997 UR - https://trid.trb.org/view/1403094 ER - TY - RPRT AN - 01605637 AU - Long, S K AU - Qin, R AU - Konur, D AU - Leu, M AU - Moradpour, S AU - Wu, S AU - Missouri University of Science and Technology, Rolla AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Work Zone Simulator Analysis: Driver Performance and Acceptance of Alternate Merge Sign Configurations PY - 2016/04/04/Final Report SP - 99p AB - Improving work zone road safety is an issue of great interest due to the high number of crashes observed in work zones. Departments of Transportation (DOTs) use a variety of methods to inform drivers of upcoming work zones. One method used by DOTs is work zone signage configuration. It is necessary to evaluate the efficiency of different configurations, by law, before implementation of new signage designs that deviate from national standards. This research presents a driving simulator based study, funded by the Missouri Department of Transportation (MoDOT) that evaluates a driver’s response to work zone sign configurations. This study has compared the Conventional Lane Merge (CLM) configurations against MoDOT’s alternate configurations. Study participants within target populations, chosen to represent a range of Missouri drivers, have attempted four work zone configurations, as part of a driving simulator experience. The test scenarios simulated both right and left work zone lane closures for both the CLM and MoDOT alternatives. Travel time was measured against demographic characteristics of test driver populations. Statistical data analysis was used to investigate the effectiveness of different configurations employed in the study. The results of this study were compared to results from a previous MoDOT to compare result of field and simulation study about MoDOT’s alternate configurations. KW - Demographics KW - Driver performance KW - Drivers KW - Driving simulators KW - Evaluation KW - Geometric configurations and shapes KW - Merging traffic KW - Missouri KW - Statistical analysis KW - Traffic signs KW - Travel time KW - Work zone safety KW - Work zone traffic control UR - https://library.modot.mo.gov/RDT/reports/TR201512/cmr16-014.pdf UR - https://trid.trb.org/view/1415403 ER - TY - RPRT AN - 01610818 AU - Wilson, Jessica M AU - Manhattan College AU - University Transportation Research Center AU - Federal Highway Administration AU - Office of the Assistant Secretary for Research and Technology TI - Environmental Impacts of Oil and Gas Brine Applications for Dust and Ice Control in New York PY - 2016/04/01/Final Report SP - 34p AB - Transportation agencies are required to treat roads for dust and ice control to ensure adequate safety for travelers. This is commonly achieved through application of solid and liquid chemicals. These materials can be conventional rock salt, brine from rock salt, natural brine, or oil and gas brine. Due to the high cost of treating roads for the removal of snow and ice, in States with active oil and gas wells such as New York, the potential for using this brine to control dust or ice on roads is currently being explored. Environmental concerns exist over the use of conventional oil and gas brines due to their potential high total dissolved solids and metals concentrations They can also be elevated in organic compounds and can contain certain chemical additives. If conventional or unconventional oil and gas brine is applied to roadways for dust or ice control, there is the potential for runoff to impact receiving water or roadside soil. The environmental impact of the leaching of chemical components from soil impacted with oil and gas brine applied for transportation purposes is unknown. The goal of this work was to determine the potential for components found in oil and gas brine to leach from soil to groundwater. The potential for components found in other alternative brines (agricultural based and plant based) was also investigated. Three brines were characterized based on their physical and chemical parameters. Toxicity characteristic leaching potential (TCLP) tests were conducted to compare the potential for the release of metals from three brines commonly applied for dust and ice control in New York. Results show that the plant-based brine has the least potential to leach metals from a soil/brine mixture, while the oil-based brine has the highest potential to impact the environment through the leaching of metals. Results from the leaching tests for all experiments show that the concentrations of certain metals would be found in groundwater that are elevated above the maximum contaminant levels set forth by the U.S. Environmental Protection Agency (USEPA). KW - Brines KW - Deicing KW - Dust control KW - Environmental impacts KW - Leaching KW - Metals KW - New York (State) KW - Runoff KW - Toxicity UR - http://www.utrc2.org/sites/default/files/Final-Report-Environmental-Impacts-of-Oil-and-Brine.pdf UR - https://trid.trb.org/view/1422217 ER - TY - ABST AN - 01595639 TI - Research Roadmap -- Transformational Technologies (other than CV/AV) AB - Transformational, or "disruptive" technologies, are those that can be expected to completely displace the status quo, forever changing the way we live and work. Common examples include the internet, the personal computer, email, and the smart phone. The development of the internal combustion engine is an example of a disruptive technology in the transportation sector. More current examples of transformational technologies in transportation include connected and automated vehicles, bicycle sharing in urban centers, car sharing (e.g. Car2Go and Zipcar), on-demand shared ride services (such as Uber and Lyft), hybrid and other alternative-fueled vehicles, drones, e-retailing, and 3D printing. All of these are facilitated and further complicated by the "Internet of Things" where systems are connected through embedded sensors and transmitters. The acquisition of real-time data on the infrastructure, vehicles, drivers, and goods will provide unprecedented opportunities to monitor the performance of our transportation systems. Each of these technologies is the subject of a good deal of research, but collectively they will change the nature and role of the future Department of Transportation (DOT). Transformational technologies will impact the way the principal investigator intends to plan, design, construct, operate, and maintain our transportation systems. Departments of Transportation (DOTs) must prepare for an uncertain future and build a workforce with considerably different skill sets. The National Cooperative Highway Research Program (NCHRP) has developed a research roadmap for connected and automated vehicles (through NCHRP Project 20-24(98)) and is carrying out a program of research to address identified needs. However, there are other transformational technologies that need to be studied and better understood. There is a need to understand how transportation agencies will be impacted by transformational technologies in order to provide them with the information they need to develop strategic goals and objectives by analyzing the current issues and state of knowledge, identifying gaps and needs, and outlining a program of research to address those gaps and needs. The objective of this research is to develop a research roadmap on transformational technologies and their impacts on state and local departments of transportation. A research roadmap is a type of strategic plan that outlines the key issues in an area, identifies research gaps that constrain effective decision-making, and outlines specific research projects needed to address these gaps. It is expected that the contractor selected for this work will achieve the project objective through a combination of activities such as literature reviews, surveys, targeted interviews, workshops, focus groups, and analysis. It is expected that the contractor selected for this work will achieve the project objective through a combination of activities such as literature reviews, surveys, targeted interviews, workshops, focus groups, and analysis. Deliverables should include, at a minimum: a prioritized list of transformational technologies that are expected to impact transportation (including effects from changes in land use, trip making, and logistics); a summary of the current state of knowledge on the most critical technologies, as it pertains to DOTs; an assessment of how transportation agencies might be impacted by the most critical technologies (including synergistic effects) in the coming years; an assessment of key gaps and needs faced by state and local DOTs that could be addressed through research; problem statements addressing the research gaps in a format and at a level of detail suitable for submission to the NCHRP or other funding sources; a final report documenting the entire research effort; and a PowerPoint presentation on the methodology and findings of the report. The contractor will be expected to present the results of the research to, at most, three meetings of key officials and decision-makers. KW - Drone aircraft KW - Future KW - Intelligent vehicles KW - Internet of Things (IOT) KW - Research management KW - Strategic planning KW - Technological innovations KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4152 UR - https://trid.trb.org/view/1402502 ER - TY - ABST AN - 01594551 TI - Research for AASHTO Standing Committee on Highways. Task 366. Accessing Information about Transportation Systems Management and Operations Performance Measurement AB - Performance measurement and monitoring are becoming increasingly important to state departments of transportation (DOTs) as they work to improve the transportation system’s service to its users and contribution to the nation’s economy and general wellbeing. Growing federal program emphasis on system performance measurement and management is encouraging efforts to develop effective performance measures and performance monitoring practices. As the American Association of State Highway and Transportation Officials' (AASHTO’s) Subcommittee on Transportation Systems Management and Operations (TSMO) has discussed extensively, these efforts are producing a rapidly expanding body of information about research and evaluations of agencies’ work on performance measurement and monitoring. TSMO staff members and their advisors in academia and private practice face significant challenges in trying to gain access to this information. These practitioners risk duplicating previous work, adopting measures and practices others have found to be inappropriate for particular applications, or both. For example, just in the last 20 years some 54 studies on TSMO performance have been completed under National Cooperative Highway Research Program (NCHRP) alone. Numerous other studies have undoubtedly been funded by DOTs and other agencies addressing similar topics. A DOT staff member or other individual, even one fully conversant with the topic area, may require days to find previous work relevant to a problem at hand or to judge with some confidence that such work does not exist. Practitioners would benefit from having a topical synthesis of current agency practices in TSMO performance measurement and monitoring and a tool to facilitate their access to the literature as its growth continues. The synthesis and tool will be most useful if they are responsive to the ways DOT TSMO staff use information about performance measurement, particularly as it relates to agencies’ current practices and program regulations. The objectives of this research are to (a) prepare a report surveying the current state of practice in TSMO performance measurement and monitoring and (b) develop a user-friendly tool to assist TSMO professionals to find and retrieve topic-specific information about current practice. The research team will (a) survey available literature (including print and web-based publications) on TSMO performance measures and performance monitoring; (b) survey current DOTs’ efforts to develop and adopt TSMO performance measurement and monitoring and ongoing research to advance these efforts; (c) develop a classification scheme to facilitate practitioner access to information about specific areas of TSMO performance measurement and monitoring; (d) work with AASHTO and the National Operations Center of Excellence to provide user-friendly access to information about TSMO performance measurement and monitoring practices and research; (e) convene a workshop to present the surveys of available literature and current practices and demonstrate the tool to TSOM staff of a selected DOT and other TSMO professionals; and (f) prepare a final report summarizing the current state of practice and research and the means for accessing this information. KW - American Association of State Highway and Transportation Officials KW - Monitoring KW - Performance measurement KW - State departments of transportation KW - State of the practice KW - Transportation operations KW - Transportation system management UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3812 UR - https://trid.trb.org/view/1401998 ER - TY - ABST AN - 01582740 TI - Research for AASHTO Standing Committee on Highways. Task 391. Energy Criteria for Maintaining Fully Animated Particles of Loose Asphalt in AASHTO T 209 Testing AB - The intent of American Association of State Highway and Transportation Officials (AASHTO) T 209-12, Standard Method of Test for Theoretical Maximum Specific Gravity and Density of Hot Mix Asphalt (AASHTO T 209), is to remove all air from a loose asphalt mix sample, thus establishing the theoretical maximum specific gravity (G(sub mm)). During the test, the sample is placed in a container, covered with water, and subjected to a vacuum of 3.7 ± 0.3 kPa for 15 m while vibrated mechanically or manually to reduce the air remaining in the sample to the absolute minimum. If there is any air in the sample at the end of the test, the test results will reflect something less than the true Gmm value. Establishing a process that ensures the removal of all air is challenging because the technician cannot visually see through the sample to confirm that all air has been removed. Mechanical shaking methods have already demonstrated a more true and repeatable process over manual shaking methods. Research conducted in National Cooperative Highway Research Program (NCHRP) Project 10-87(01),“Precision Statements for AASHTO Standard Methods of Test,” by the AASHTO Asphalt Materials Reference Laboratory (AMRL) concluded the difference in air voids between manual and mechanical agitation was in the range of 0.2% to 0.4%. However, Project 10-87(01) fell short by not determining the optimum mechanically derived Gmm. The research used single amplitude and frequency settings throughout the test, which does not guarantee an accurate measurement of G(sub mm). Using the research’s approach, a sample will become animated, settle (interlocking the particles), and begin rotating as a single mass. It becomes more difficult for any additional air release once particle interlock and rotation occur. Research is needed to develop criteria to ensure mechanical shaking of samples in AASHTO T 209 maintains full animation of individual particles throughout the test period. This project represents a first phase to refining the use of mechanical shakers within AASHTO T 209. Future phases will be required to verify the criteria for samples produced with a wide range of asphalt binders and sizes and sources of aggregate and to establish revised repeatability and reproducibilityvalues for G(sub mm). The objective of this research is to establish criteria for sample mechanical shaking in AASHTO T 209 that assures measurement of true G(sub mm) values. The criteria shall include: (1) the optimum amplitude and frequency required to achieve full animation of individual sample particles for each unique mix sample, (2) adjustments to the amplitude and frequency required to prevent settling of the particles throughout the test period, and (3) adjustment to the specified vacuum range to compensate for the added mechanical energy. Proposers must provide a detailed research plan for accomplishing the project objective and producing the deliverables required by each phase of the project. Proposers must describe research plans that can realistically be accomplished within the constraints of available funds and contract time. Proposals must present the proposers' current thinking in sufficient detail to demonstrate their understanding of the issues and the soundness of their approach to meeting the objective. The work proposed for each phase must be divided into tasks and proposers must describe the work proposed in each task in detail. Deliverables shall include, at a minimum: (1) A work plan for a laboratory experiment to determine the energy input of mechanical shakers necessary to maintain full animation of individual sample particles through the course of the test. The work plan shall describe the approach proposed for the mechanical energy input analysis, including, at a minimum, how the mechanical energy input will be measured, how the degree of animation of the sample particles will be determined, what equipment will be used to measure the energy input and particle animation, and how the energy input and animation will be recorded. (2) A set of criteria to produce continuous full animation of individual particles throughout the vacuum step in AASHTO T 209. (3) Clear, concise instructions that can be incorporated into AASHTO T 209 to aid manufacturers of mechanical shakers in meeting the established criteria. (4) Proposed revised AASHTO T 209 with supporting redlined markup and detailed commentary describing the rational for each recommended change. (5) A final report that documents results, summarizes findings, draws conclusions, and presents the proposed revisions to AASHTO T 209 in AASHTO standard format. An appendix to the report shall include electronic files of all test data and results collected and measured in the research. KW - Air voids KW - Asphalt KW - Hot mix asphalt KW - Kinetic energy KW - Specific gravity KW - Vacuum UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4090 UR - https://trid.trb.org/view/1376688 ER - TY - RPRT AN - 01617697 AU - Sadeghi, Leila AU - Zhang, Yaguang AU - Balmos, Andrew AU - Krogmeier, James V AU - Haddock, John E AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Algorithm and Software for Proactive Pothole Repair SN - 9781622604142 PY - 2016/04//Final Report SP - 34p AB - Potholes are a common pavement distress, particularly appearing during the spring freeze-thaw period in northern climates. Potholes reduce ride quality, and if left unrepaired can lead to rapid pavement deterioration. Typically, when a pothole appears a repair crew is dispatched to place patch mixture in the hole with the hope that the patch will last until such time as a more permanent repair can be made. This reactive approach to potholes can often be too late to prevent further pavement damage and also makes it difficult for repairs crews to be scheduled in the most cost effective manner. In this study, the relation between traffic loads combined with weather records, such as temperature, freeze-thaw cycles and the numbers of potholes requiring patching was investigated in an attempt to develop a model to predict pothole formation and distinguish the routes which are prone to pothole formation before the potholes begin to form. If pothole prediction were possible, this proactive approach would enable agencies to plan and schedule maintenance activities more cost and time effectively thus increasing ride safety and mobility. To achieve the objective, four years of maintenance data from Indiana routes were collected and statistically analyzed to develop a model to estimate the probability of occurrence of a pothole due to annual average daily traffic and climate. The model indicates how significant traffic loads combined with weather condition influence the pothole. Also, although traffic loads and weather conditions are the essentials for potholes to form, the effect of pavement condition on the initiation of new potholes cannot be disregarded. Additionally, this study began the development of a basic roadway distress evolution model by employing several standard statistical tools, such as, the empirical cumulative distribution functions (CDF) and the Kolmogorov-Smirnov (KS), to a pavement condition dataset. The goal of the model was to predict and rank areas of probable future concern by likelihood and severity. The resulting analysis showed promise but the data resolution was too low to achieve predictions on the desired fine scale. KW - Algorithms KW - Forecasting KW - Indiana KW - Mathematical prediction KW - Pavement maintenance KW - Potholes (Pavements) KW - Software KW - Statistical analysis KW - Traffic loads KW - Weather UR - http://dx.doi.org/10.5703/1288284316337 UR - https://trid.trb.org/view/1434925 ER - TY - RPRT AN - 01616243 AU - Park, Jaehyun AU - Yuan, Chenxi AU - Cai, Hubo AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Long-Term Pavement Performance Indicators for Failed Materials SN - 9781622603954 PY - 2016/04//Final Report SP - 145p AB - State Transportation Agencies (STAs) use quality control/quality assurance (QC/QA) specifications to guide the testing and inspection of road pavement construction. Although failed materials of pavement rarely occur in practice, it is critical to have a sound decision framework to assist in making data-driven, informed decisions regarding failed materials because such decisions have profound impacts on the long-term performance of the pavement and the operation and maintenance costs of the responsible highway agencies. A performance-related specification (PRS) is a quality acceptance (QA) specification that specifies the acceptable levels of key acceptance quality characteristics (AQCs) that are directly related to fundamental engineering properties, which in turn, determine the long-term performance of the constructed end products. Two PRS tools, PaveSpec for Portland Cement Concrete Pavement (PCCP) and Quality Related Specification Software (QRSS) for QC/QA Hot Mixed Asphalt (HMA) pavement, were investigated in this study to develop decision frameworks for PCCP and HMA pavement to assist the decision-making regarding failed materials at Indiana Department of Transportation (INDOT). A large number of simulations of various scenarios in the context of INDOT pavement construction were conducted to fully develop and implement the decision framework. For PCCP, the newly developed decision framework based on PaveSpec was validated using data from an INDOT construction project. The framework is readily implementable to assist INDOT in making informed decision regarding failed materials for PCCP. For QC/QA pavement, it was found that QRSS is not an appropriate PRS tool to estimate the long-term performance because of its limitations, the misalignment between QRSS process and INDOT practice, and erroneous simulation results. KW - Asphalt pavements KW - Concrete pavements KW - Decision making KW - Failure KW - Indiana KW - Materials KW - Paving KW - Performance based specifications KW - Quality assurance KW - Quality control KW - Simulation UR - http://dx.doi.org/10.5703/1288284316333 UR - https://trid.trb.org/view/1429184 ER - TY - RPRT AN - 01613790 AU - Khattak, Aemal J AU - Iranitalab, Amirfarrokh AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Mid-America Transportation Center AU - Office of the Assistant Secretary for Research and Technology AU - Federal Highway Administration AU - Federal Transit Administration TI - Safety Management System Needs Assessment PY - 2016/04//Final Report SP - 46p AB - The safety of the traveling public is critical as each year there are approximately 200 highway fatalities in Nebraska and numerous crash injuries. The objective of this research was to conduct a needs assessment to identify the requirements of a statewide safety management system for Nebraska. When fully operational, the envisioned system will allow staff from different Nebraska public agencies to remotely access the system and input and output crash data, identify and analyze high crash locations, identify countermeasures, conduct economic analysis, provide project implementation priority, and evaluate implemented solutions. To achieve the objective, the available literature on traffic safety management systems and software packages were reviewed first. Next, identification of the safety management system stakeholders in Nebraska was conducted, which resulted in the consideration of all Nebraska counties and cities as stakeholders. An online questionnaire was then designed for a survey in which the stakeholders were invited to participate. In this survey, stakeholders were asked about the possible needs they have in a traffic safety management system, and their responses were used to compile their needs. Based on the results of the survey, a conceptual design of a highway safety management system was prepared. This system is based on a database and a set of analysis modules that public agencies can use to improve public safety in their affiliated counties and cities. KW - Databases KW - Literature reviews KW - Nebraska KW - Needs assessment KW - Safety management KW - Software KW - Stakeholders KW - Surveys KW - Traffic safety UR - http://www.roads.nebraska.gov/media/5839/finalreportm025.pdf UR - https://trid.trb.org/view/1425033 ER - TY - RPRT AN - 01613748 AU - Strauss, Rachel AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - Greater Buffalo-Niagara Regional Transportation Council Scenario Planning Workshop PY - 2016/04//Final Report SP - 32p AB - This report summarizes noteworthy practices and key recommendations shared during a scenario planning workshop, hosted by the Greater Buffalo-Niagara Regional Transportation Council, on April 19-20, 2016, in Buffalo, New York. The Federal Highway Administration (FHWA) sponsored this event as part of its Scenario Planning Program and in connection with the Transportation Planning Capacity Building Program jointly run by FHWA and the Federal Transit Administration. KW - Best practices KW - Buffalo-Niagara Metropolitan Area KW - Forecasting KW - Recommendations KW - Regional planning KW - Transportation planning KW - Workshops UR - http://ntl.bts.gov/lib/59000/59800/59875/DOT-VNTSC-FHWA-16-19.pdf UR - https://trid.trb.org/view/1424914 ER - TY - RPRT AN - 01610887 AU - Agrawal, Anil AU - Xu, Xiaochen AU - City College of New York AU - University Transportation Research Center AU - Federal Highway Administration AU - Research and Innovative Technology Administration AU - Office of the Assistant Secretary for Research and Technology TI - Finite Element Simulation of Truck Impacts on Highway Bridge Piers PY - 2016/04//Final Report SP - 47p AB - Recent studies show that the dynamic forces because of truck impacts may be significantly higher than the 600kips force recommended by the American Association of State Highway and Transportation Officials (AASHTO). Hence, there is a need to carry out detailed investigations on vehicular-bridge collision for a reliable evaluation of an existing bridge subject to impact by trucks and design of new bridges with more redundancy for vehicular impacts. In this research, an extensive investigation on the impact of a three-span steel girder bridge with reinforced concrete piers by a medium weight truck running at different speeds has been carried out using finite element models of bridge and the truck in LS-DYNA. The performance of the critical highway bridge components during vehicle collision and the factors causing damage/failure of the typical bridge components have been identified. KW - Bridge design KW - Bridge piers KW - Failure KW - Finite element method KW - Girder bridges KW - Impact loads KW - LS-DYNA (Computer program) KW - Reinforced concrete KW - Simulation KW - Truck crashes KW - Trucks UR - http://www.utrc2.org/sites/default/files/Final-Report-Finite-Element-Simulation-Truck-Impacts-on-Highway-Bridge-Piers.pdf UR - https://trid.trb.org/view/1422219 ER - TY - RPRT AN - 01610860 AU - Ross, Catherine L AU - Kumar, Amit AU - Wang, Fangru AU - Hylton, Peter AU - Georgia Institute of Technology, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Freight Movement, Port Facilities, and Economic Competitiveness – Supplemental Task : County-to-County Freight Movement (National and State Level) PY - 2016/04//Final Report SP - 62p AB - While commodity movement data is available from several sources, notably from the U.S. Department of Transportation’s Freight Analysis Framework (FAF), origins and destinations are heavily spatially aggregated into FAF zones, which comprise multiple counties. This makes it difficult to use FAF data for freight studies below the national level, including at the megaregion level, whose boundaries differ from FAF zones. This study disaggregates FAF3 data from the FAF zone level to the county and traffic analysis zone (TAZ) levels. The study uses data from multiple sources for this purpose that includes economic and sociodemographic data from the 5-year American Community Survey and the Decennial Census, transportation network locations from the U.S. Department of Transportation, tonnage-truck conversion from the Southern California Association of Governments, and geospatial boundaries from a variety of sources. The majority of these data have the advantage of being publicly available. The study employs regression analysis to establish relationships between commodity or truck trip productions and attractions, and logically related variables. These relationships are determined at the known level using ordinary Least Square (OLS) regression or spatial regression models depending on the level of autocorrelation. The regression results are then applied to the disaggregation level to obtain each area’s share of known productions and attractions. The study generates origin-destination (O-D) tables (available as a separate file) explaining the number of truck trips between US counties and TAZs of Georgia. KW - Commodity flow KW - Competition KW - Counties KW - Freight Analysis Framework KW - Freight traffic KW - Georgia KW - Origin and destination KW - Ports KW - Regression analysis KW - Traffic analysis zones KW - Truck traffic KW - United States UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/13-27.pdf UR - https://trid.trb.org/view/1422690 ER - TY - RPRT AN - 01610858 AU - Amirkhanian, Serji AU - Xiao, Feipeng AU - Corley, Mary AU - Tri-County Technical College AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - Estimation of Low Temperature Properties of RAP Binder Without Extraction PY - 2016/04//Final Report SP - 411p AB - In recent years, the use of reclaimed asphalt pavement (RAP) as a component of asphalt mixtures has become a common practice. For many years, researchers and Department of Transportation (DOT) officials have questioned the adverse effects, if any, of using solvents to extract and recover the binder. Therefore, researchers have been investigating new methods, without extraction techniques, of estimating the RAP binder properties, especially with respect to the low-temperature characteristics of binders and the mixtures. The major goal of this research project was to determine if the low-temperature properties of the aged asphalt binder in RAP could be obtained by using the fines (-#50 to +#100) generated from sieved RAP materials rather than from the binder extracted from the RAP. In addition, the low-temperature characteristics of several mixtures containing RAP were studied and evaluated for any correlation with the binder properties. Several samples were made with different RAP sources, different percentages of RAP content, various low temperatures (i.e., 0, -6, -12, and -18 °C), and at many states (i.e., virgin, Rolling Thin Film Oven (RTFO), and Pressure Aging Vessel (PAV)). In addition, some of the RAP sources were obtained after one year and bending beam rheometer (BBR) testing was conducted. Other testing procedures and specifications such as indirect tensile strength and semicircle bending (SCB) were used and evaluated. KW - Bituminous binders KW - Fines (Materials) KW - Flexural strength KW - Low temperature KW - Mechanical tests KW - Reclaimed asphalt pavements KW - South Carolina KW - Tensile strength UR - http://www.scdot.scltap.org/wp-content/uploads/2016/06/SCDOT-Draft-Final-Report-Low-Temp-project-final-5.pdf UR - https://trid.trb.org/view/1420969 ER - TY - RPRT AN - 01610522 AU - Chipman, Tim AU - Costin, Aaron AU - Yang, Donghoon AU - Eastman, Charles AU - National Institute of Building Sciences AU - Federal Highway Administration TI - Bridge Information Modeling Standardization Report, Volume I – Information Exchanges PY - 2016/04 SP - 74p AB - Bridge Information Modeling Standardization is a multi-volume report that analyzes options for standardized approaches for modeling bridges across their life cycle. The goal of the Report is to identify and evaluate candidate open standards that can be used to document all aspects of bridges to identify viable standards that can be used by bridge owners to specify information delivery requirements and by software providers to meet those requirements. After evaluation of the viable available options, the Report goes on to provide an in-depth analysis based on test cases of real bridge projects of the viable alternative. Accompanying the Report is a comprehensive exchange specification to assist software developers to implement the recommended alternative to the benefit of bridge owners. This volume, Exchange Analysis, the second of four volumes, evaluates process models for the bridge life cycle developed in a previous Federal Highway Administration project, in use by industry in other domains and represented by existing requirements from state Departments of Transportation, and then recommends a new process map built on the best practices identified in the analysis. KW - Bridge construction KW - Bridge design KW - Bridge information modeling KW - Information exchange KW - Maintenance management KW - Standardization UR - https://www.fhwa.dot.gov/bridge/pubs/hif16011/hif16011b.pdf UR - https://trid.trb.org/view/1423247 ER - TY - RPRT AN - 01610515 AU - Chipman, Tim AU - Yang, Donghoon AU - National Institute of Building Sciences AU - Federal Highway Administration TI - Bridge Information Modeling Standardization Report, Volume III – Component Modeling PY - 2016/04 SP - 104p AB - Bridge Information Modeling Standardization is a multi-volume report that analyzes options for standardized approaches for modeling bridges across their life cycle. The goal of the Report is to identify and evaluate candidate open standards that can be used to document all aspects of bridges to identify viable standards that can be used by bridge owners to specify information delivery requirements and by software providers to meet those requirements. After evaluation of the viable available options, the Report goes on to provide an in-depth analysis based on test cases of real bridge projects of the viable alternative. Accompanying the Report is a comprehensive exchange specification to assist software developers to implement the recommended alternative to the benefit of bridge owners. This Volume, Component Modeling, the fourth of four volumes, describes the modeling of specific components of bridges to the level of detail as conveyed on design contract plans, using two real-world case studies and three candidate schemas, to identify methodologies that would be valuable in a national bridge information modeling standard and to evaluate the viability of one of those schemas, buildingSMART Industry Foundation Class (IFC), as a candidate for a bridge modeling standard. KW - Bridge components KW - Bridge construction KW - Bridge design KW - Bridge information modeling KW - Data structures KW - Maintenance management KW - Schema KW - Standardization UR - https://www.fhwa.dot.gov/bridge/pubs/hif16011/hif16011d.pdf UR - https://trid.trb.org/view/1423250 ER - TY - RPRT AN - 01610514 AU - Chipman, Tim AU - Eastman, Charles AU - Liebich, Thomas AU - Yang, Donghoon AU - National Institute of Building Sciences AU - Federal Highway Administration TI - Bridge Information Modeling Standardization Report, Volume II – Schema Analysis PY - 2016/04 SP - 143p AB - Bridge Information Modeling Standardization is a multi-volume report that analyzes options for standardized approaches for modeling bridges across their life cycle. The goal of the report is to identify and evaluate candidate open standards that can be used to document all aspects of bridges to identify viable standards that can be used by bridge owners to specify information delivery requirements and by software providers to meet those requirements. After evaluation of the viable available options, the Report goes on to provide an in-depth analysis based on test cases of real bridge projects of the viable alternative. Accompanying the Report is a comprehensive exchange specification to assist software developers to implement the recommended alternative to the benefit of bridge owners. This volume, Schema Analysis, provides background and evaluation of standardization efforts underway nationally and internationally, analyzes the viable schemas produced by these efforts, recommends one of those schema, the buildingSMART Industry Foundation Class (IFC) model for further evaluation and identifies its applicability and potential shortcomings. KW - Bridge construction KW - Bridge design KW - Bridge information modeling KW - Data structures KW - Maintenance management KW - Schema KW - Standardization UR - https://www.fhwa.dot.gov/bridge/pubs/hif16011/hif16011c.pdf UR - https://trid.trb.org/view/1423249 ER - TY - RPRT AN - 01609446 AU - Federal Highway Administration TI - 2015 Urban Congestion Trends: Communicating Improved Operations with Big Data PY - 2016/04 SP - 8p AB - The Federal Highway Administration (FHWA) 2015 Urban Congestion Trends Report provides the current state of congestion and reliability in the largest urban areas in the United States. This report also highlights relevant successful operational strategies and performance management approaches implemented by State and local transportation agencies. Overall, congestion has slightly decreased from 2014 to 2015. Hours of congestion declined by 23 minutes from 5:03 (2014) to 4:40 (2015) and the planning time index declined slightly from 2.68 (2014) to 2.65 (2015). The travel time index increased one point from 1.33 (2014) to 1.34 (2015). This report marks the second year of calculating congestion and reliability metrics with the National Performance Management Research Data Set (NPMRDS). This report includes highlights of innovative ways States and local agencies throughout the United States have implemented effective operations and measured the impacts of congestion. The report concludes with a discussion of the importance of traffic volume data when aggregating performance measures. KW - Highway operations KW - Implementation KW - Performance measurement KW - States KW - Traffic congestion KW - Traffic data KW - Trend (Statistics) KW - United States KW - Urban areas UR - http://www.ops.fhwa.dot.gov/publications/fhwahop16032/fhwahop16032.pdf UR - https://trid.trb.org/view/1420803 ER - TY - RPRT AN - 01608624 AU - Cooper, Samuel B AU - King, William "Bill" AU - Kabir, Md Sharear AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Testing and Analysis of LWT and SCB Properties of Asphalt Concrete Mixtures PY - 2016/04//Final Report SP - 71p AB - Currently, Louisiana’s Quality Control and Quality Assurance (QC/QA) practice for asphalt mixtures in pavement construction is mainly based on controlling properties of plant produced mixtures that include gradation and asphalt content, voids filled with asphalt, air voids, moisture susceptibility tests (Modified Lottman), and roadway parameters such as pavement density. These controlling properties have served Louisiana well, yet with growing interest in considering alternative paving materials such as rubber modified asphalts, reclaimed asphalt pavement (RAP), recycled shingles, and warm-mix asphalt (WMA) technologies, there is a pressing need to implement laboratory mechanical testing capable of ascertaining an asphalt mixture’s ability to resist common distresses. This research presents an evaluation of Loaded Wheel Tester (LWT) and Semi-Circular Bend (SCB) tests for rutting and cracking evaluation of commonly produced mixtures from around the state. This research also presents the results of a balanced mixture design methodology being developed by Louisiana Department of Transportation and Development (DOTD). A total of 51 mixtures were evaluated with both the SCB and LWT tests. With respect to LWT Testing, 46 of the 51 mixtures evaluated (90%) passed the criteria specified for acceptable rutting resistance. The criteria (10 mm at 20,000 passes for unmodified binder; 6 mm at 20,000 passes for polymer-modified binder) currently being utilized by DOTD appears to be appropriate for mixtures being produced. With respect to Semi-Circular Bend Testing, the percent of mixtures passing this criterion for mixtures containing PG 64-22, PG 70-22M, PG 76-22M and PG 82- 22CRM is 38, 68, 91, and 20 respectively. For the mixtures designed according to the DOTD proposed balanced mixture design specifications, 7 out of 11 met or exceeded the cracking criteria and rutting criteria. The comparison of field and laboratory compacted specimens shows there may be an effect of specimen type on the computed Jc. This relationship would need to be further investigated before using field cores for quality assurance practices. KW - Asphalt concrete KW - Asphalt mixtures KW - Bend tests KW - Cracking KW - Evaluation and assessment KW - Loaded wheel tests KW - Louisiana KW - Mix design KW - Quality assurance KW - Quality control KW - Rutting UR - http://www.ltrc.lsu.edu/pdf/2016/FR_536.pdf UR - https://trid.trb.org/view/1417655 ER - TY - RPRT AN - 01608620 AU - Sandt, Laura AU - Combs, Tabitha AU - Cohn, Jesse AU - Pedestrian and Bicycle Information Center AU - Federal Highway Administration TI - Pursuing Equity in Pedestrian and Bicycle Planning PY - 2016/04 SP - 27p AB - Improving the ability of traditionally underserved communities to travel safely and conveniently via walking or wheeling is essential to achieving a sustainable, equitable transportation system that can provide options in how people access jobs, schools, health care services, faith entities, social gatherings, and other destinations. Numerous studies have shown that enhancing the ability of traditionally underserved populations to travel via nonmotorized modes can potentially lead to improved outcomes in public health, safety, and economic development; promote resource efficiency; strengthen inclusive neighborhood relations; and bolster public transit services. These benefits are not limited to underserved and disadvantaged populations but have been shown to have positive impacts community-wide. The purpose of this paper, intended for transportation practitioners and decision-makers, is to: (1) Define transportation equity-related terms in the context of planning for bicycle and pedestrian facilities and programs; (2) Synthesize and highlight recent research findings related to the travel needs of traditionally underserved populations and the role of pedestrian and bicycle planning in addressing equity concerns; and (3) Share strategies, practices and resources to address bicycle and pedestrian planning inequities. KW - Best practices KW - Bicycling KW - Equity (Justice) KW - Nonmotorized transportation KW - Research projects KW - Transportation disadvantaged persons KW - Transportation planning KW - Walking UR - http://www.fhwa.dot.gov/environment/bicycle_pedestrian/resources/equity_paper/equity_planning.pdf UR - https://trid.trb.org/view/1417814 ER - TY - RPRT AN - 01605607 AU - Mohammad, Louay N AU - Cooper, Samuel B AU - Elseifi, Mostafa AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Shell Oil USA AU - Federal Highway Administration TI - Laboratory Evaluation of the Performance of HMA mixtures containing Thiopave additives PY - 2016/04//Final Report SP - 56p AB - The objective of this study was to compare the laboratory mechanistic properties of sulfur-modified warm mix asphalt (WMA) to conventional asphalt mixtures. Three mixtures, two hot mix asphalt (HMA) and one WMA, were prepared. The first mixture included an unmodified asphalt binder classified as PG 64-22, the second mixture contained a styrene butadiene styrene (SBS) elastomeric modified binder classified as PG 70-22, and the third mixture was a WMA that incorporated a sulfur-based mix additive and PG 64-22 binder. A suite of tests were performed to evaluate the rutting performance, moisture resistance, fatigue endurance, fracture resistance, and thermal cracking resistance of the three mixtures. Results of the experimental program showed that the rutting performance of sulfur-modified WMA was comparable or superior to conventional mixes prepared with polymer-modified and unmodified asphalt binders. Results of the modified Lottman test showed that the moisture resistance of the sulfur-modified mixture was comparable to conventional mixes. Additionally, fracture and fatigue properties, as measured by the semi-circular bend (SCB) and beam fatigue tests, show that the sulfur-modified WMA mixture possessed stiffer properties than that of a conventional polymer-modified mixture. Thermal stress restrained specimen test (TSRST) test results showed that the sulfur-modified WMA had a greater fracture stress than the polymer-modified mixture. However, there was no statistical significance between the average fracture temperatures for the mixes tested. KW - Asphalt additives KW - Bituminous binders KW - Cracking KW - Hot mix asphalt KW - Laboratory tests KW - Mechanical properties KW - Pavement performance KW - Rutting KW - Sulfur asphalt KW - Warm mix paving mixtures UR - http://www.ltrc.lsu.edu/pdf/2016/FR_500.pdf UR - https://trid.trb.org/view/1416534 ER - TY - RPRT AN - 01605601 AU - Shaheen, Susan AU - Cohen, Adam AU - Zohdy, Ismail AU - Kock, Beaudry AU - Booz Allen Hamilton AU - Federal Highway Administration TI - Smartphone Applications to Influence Travel Choices: Practices and Policies PY - 2016/04 SP - 90p AB - This primer provides an overview of current practices in this emerging field and looks toward the future in the evolution and development of smartphone applications for the transportation sector. The primer provides an introduction and overview smartphone applications (known as “apps”); discusses the background, evolution, and development of smartphone apps; reviews the types of smartphone applications promoting transportation efficiency and congestion reduction; discusses transportation apps and their impacts on traveler behavior; examines current challenges; and concludes with guiding principles for public agencies. KW - Mobile applications KW - Mobility KW - Policy KW - Smartphones KW - State of the practice KW - Travel behavior UR - http://www.ops.fhwa.dot.gov/publications/fhwahop16023/fhwahop16023.pdf UR - https://trid.trb.org/view/1415732 ER - TY - RPRT AN - 01605546 AU - Shaheen, Susan AU - Cohen, Adam AU - Zohdy, Ismail AU - Booz Allen Hamilton AU - Federal Highway Administration TI - Shared Mobility: Current Practices and Guiding Principles PY - 2016/04 SP - 120p AB - This primer provides an introduction and background to shared mobility; discusses the government’s role; reviews success stories; examines challenges, lessons learned, and proposed solutions; and concludes with guiding principles for public agencies. The primer provides an overview of current practices in this emerging field, and it also looks toward the future in the evolution and development of shared mobility. KW - Government agencies KW - Mobility KW - Policy KW - Ridesharing KW - State of the practice KW - Transportation planning KW - Vehicle sharing UR - http://www.ops.fhwa.dot.gov/publications/fhwahop16022/fhwahop16022.pdf UR - https://trid.trb.org/view/1415740 ER - TY - RPRT AN - 01604938 AU - Ishak, Sherif AU - Codjoe, Julius AU - Mousa, Saleh AU - Jenkins, Syndney AU - Bonnette, Jennifer AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration AU - National Center for Intermodal Transportation for Economic Competitiveness AU - Research and Innovative Technology Administration TI - Traffic Counting Using Existing Video Detection Cameras PY - 2016/04//Final Report SP - 126p AB - The purpose of this study is to evaluate the video detection technologies currently adopted by the city of Baton Rouge and the Louisiana Department of Transportation and Development. The main objective is to review the performance of Econolite Autoscope cameras in terms of their ability to detect data, ease of use, accessibility to data, security issues and cost. The final goal of this project is to investigate the effectiveness of this video detection technology in traffic data collection at signalized intersections in Baton Rouge and to judge the reliability of integrating the traffic count data from the Autoscopes into a database that could be used to supplement traffic count information at any time. In order to accomplish these tasks, a sample of intersections was selected for analysis from an inventory detailing each site’s traffic volume, lighting conditions, turning movements, camera mounting type, technology used, and geometric characteristics. Volume counts from the video detection technology (camera counts) were statistically compared against ground truth data (manual counts) by means of Multiple Logistic Regression and t-tests. Using these data, the capabilities of the existing video detection system was assessed to determine the quality of the data collected under various settings. The results of this research indicate that the performance of the Solo Terra Autoscopes was not consistent across the sample. Of the 20 intersections sampled, eight locations (40%) proved to show significant statistical differences between the camera and manual counts. The results of the regression analysis showed only lane configuration, time of day, and actual traffic volumes were statistically affecting the performance of the Autoscopes. According to supplemental t-test analysis on the time of day, the least accurate counts were recorded during the morning and afternoon peak hours and late at night. When testing based on traffic volume, the camera performance worsened as the traffic volume increased; when considering lane configuration, there were statistical differences for the through lanes, right lanes, and shared right/through lanes. Due to the fact that 60% of the sampled intersections (the remaining 12 out of the 20) provided reliable performance under high traffic volumes and during the same study period and weather conditions, the research team attributed the poor performance of some of the cameras to poor calibration and maintenance of the system. It was concluded that the recalibration of the Econolite Autoscopes can significantly enhance the performance of the video detection system, and it can therefore be considered a reliable means for traffic counting. KW - AUTOSCOPE (Video vehicle detection system) KW - Baton Rouge (Louisiana) KW - Data quality KW - Logistic regression analysis KW - Louisiana KW - Signalized intersections KW - T test KW - Traffic counting KW - Video cameras UR - http://www.ncitec.msstate.edu/wp-content/uploads/2013-44FR.pdf UR - https://trid.trb.org/view/1416963 ER - TY - RPRT AN - 01603656 AU - Donnell, Eric AU - Wood, Jonathan AU - Eccles, Kimberly AU - VHB AU - Pennsylvania State University, University Park AU - Federal Highway Administration AU - Federal Highway Administration TI - Safety Evaluation of Continuous Green T Intersections PY - 2016/04 SP - 86p AB - The continuous green T (CGT) intersection is characterized by a channelized left-turn movement from the minor street approach onto the major street, along with a continuous through movement on the major street. The continuous through movement typically has a green through arrow indicator to inform drivers that they do not have to stop. Past research has consistently shown that there are operational and environmental benefits to implementing this intersection form at three-leg locations when compared with a conventional signalized T intersection. These benefits include reduced delay, fuel consumption, and emissions. The safety effects of the conventional signalized T intersection are less clear. Past research has been limited to a small sample of intersections in a single State and considered only comparisons in reported crashes between adjacent lanes on the major street approach (continuous flow versus the opposing through lanes). The study designs used in past safety research were limited to simple statistical comparisons using reported crash data. The present study overcomes past safety research evaluations by using a propensity scores-potential outcomes framework to compare the safety performance of the CGT with conventional signalized T intersections using 30 treatment and 38 comparison sites from Florida and 16 treatment and 21 comparison sites from South Carolina. The results showed that the expected total, fatal and injury, and target crash (rear-end, angle, and sideswipe) frequencies were lower at the CGT intersection relative to the conventional signalized T intersection (CMFs of 0.958 (95 percent confidence interval (CI) = 0.772–1.189), 0.846 (95 percent CI = 0.651–1.099), and 0.920 (95 percent CI = 0.714–1.185), respectively). Further, the benefit-cost analysis indicated that the CGT intersection is a cost-effective alternative to the traditional, signalized T intersection. The results of the safety evaluation were not statistically significant, likely due to a small sample of treatments. When considered in combination with the operational and environmental benefits, the CGT intersection appears to be a viable alternative intersection form, although anecdotal feedback from South Carolina and Florida indicate that some non-motorized users (pedestrians and bicyclists) find it challenging to cross the continuous flow through lanes on the major street approach when traffic volumes limit the number or size of available gaps. KW - Benefit cost analysis KW - Crash rates KW - Crash severity KW - Evaluation and assessment KW - Florida KW - Green interval (Traffic signal cycle) KW - Signalized intersections KW - South Carolina KW - T intersections KW - Traffic safety UR - http://www.fhwa.dot.gov/publications/research/safety/16036/16036.pdf UR - https://trid.trb.org/view/1409559 ER - TY - RPRT AN - 01603651 AU - Theiss, LuAnn AU - Ullman, Gerald AU - Moinet, Amy AU - Battelle AU - Texas A&M Transportation Institute AU - Federal Highway Administration TI - Guide to Project Coordination for Minimizing Work Zone Mobility Impacts PY - 2016/04//Final Report SP - 59p AB - Under the Every Day Counts (EDC) program, the Federal Highway Administration (FHWA) is promoting technologies and practices that can shorten the project delivery process, enhance durability and safety, reduce congestion, and improve environmental sustainability. The focus is on providing efficiency through technology and collaboration. This includes strategies for Project Coordination (PC) which can be applied to a single project, or more commonly, among multiple projects within a corridor, network, or region, and possibly across agency jurisdictions, to minimize work zone impacts and produce time and cost savings. The purpose of this document is to provide guidance on implementing PC in the planning, design, and delivery phases of projects. It summarizes key steps for successfully implementing PC, using a systematic approach to meet a specific set of clearly defined objectives. The steps include: (1) establishing the PC vision, (2) developing details of how PC will occur, (3) educating and informing personnel and stakeholders, (4) implementing the PC process, and (5) refining the process. Two case studies are included to demonstrate successful application of the approach. KW - Case studies KW - Construction projects KW - Coordination KW - Implementation KW - Mobility KW - Project delivery KW - Stakeholders KW - Work zones UR - http://www.ops.fhwa.dot.gov/publications/fhwahop16013/fhwahop16013.pdf UR - https://trid.trb.org/view/1410338 ER - TY - RPRT AN - 01603648 AU - Nolan, Katie AU - Dietrich, Tom AU - McCabe, Mark AU - Gruver, Kathryn AU - Gresham, Smith and Partners AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Final Cost Benefit Analysis for Culvert Replacement PY - 2016/04 SP - 39p AB - Ohio Department of Transportation's (ODOT’s) culvert database contains in excess of 83,000 culvert records, and ODOT needs to determine how best to use the culvert data to support cost-benefit decisions on appropriate replacement methods. Phase I (already completed) and Phase II (proposed) of this research will assist ODOT with implementing culvert replacement methods, and the cost-benefit analysis will be applied to the culvert database to assist with answering the following for ODOT: (1) What culverts in the database can be replaced by what method? (2) What was the process used to determine the replacement method? (3) What are the cost-benefits for each replacement methodology? KW - Benefit cost analysis KW - Culverts KW - Databases KW - Maintenance practices KW - Ohio KW - Ohio Department of Transportation UR - http://cdm16007.contentdm.oclc.org/cdm/ref/collection/p267401ccp2/id/13748 UR - https://trid.trb.org/view/1411468 ER - TY - RPRT AN - 01603602 AU - Markiewicz, Alexandra AU - McCoy, Kevin AU - Volpe National Transportation Systems Center AU - Federal Highway Administration AU - Federal Transit Administration TI - Cooperative Freight Mobility Planning in the Greater Charlotte Region: A Regional Models of Cooperation Peer Exchange Summary Report PY - 2016/04//Final Report SP - 25p AB - This report summarizes the presentations, key themes, and recommendations identified at a Regional Models of Cooperation ( “Planes, Trains, & Semis: Keeping a Dynamic Economy on the Move: Greater Charlotte Regional Freight Mobility Plan”) peer exchange on November 13, 2015 in Charlotte, North Carolina. With support from the Federal Highway Administration (FHWA) Office of Planning, the Centralina Council of Governments (CCOG) hosted peers from the Ohio-Kentucky-Indiana Regional Council of Governments (OKI) in Cincinnati and the Broward County Metropolitan Planning Organization (Broward MPO) in South Florida. The purpose of the peer exchange was to share best practices in cooperative regional freight planning in order to inform the development of the Greater Charlotte Freight Mobility Plan. Regional Models of Cooperation is a program of the FHWA Every Day Counts 3 (EDC-3) initiative, co-led by the FHWA Office of Planning and the Federal Transit Administration (FTA) Office of Planning. KW - Best practices KW - Charlotte (North Carolina) KW - Cooperation KW - Freight traffic KW - Freight transportation KW - Mobility KW - Peer exchange KW - Recommendations KW - Regional planning KW - Transportation planning UR - http://ntl.bts.gov/lib/59000/59100/59174/RMOC_PeerExchange_Charlotte.pdf UR - https://trid.trb.org/view/1409716 ER - TY - RPRT AN - 01603576 AU - Monty, Chelsea AU - Miller, Christopher M AU - Rodriguez, Alvaro AU - Ohio Department of Transportation AU - Federal Highway Administration AU - University of Akron TI - Evaluation of Cost Effective Protective Coatings for ODOT Snow & Ice Equipment PY - 2016/04//Final Report SP - 287p AB - Current estimates suggest that the United States loses over $220 billion dollars due to corrosion each year. The research results from this project further Ohio Department of Transportation's (ODOT's) effort to implement a corrosion prevention strategy that will increase public safety by preventing unexpected snow and ice equipment failures, decrease downtime, and provide cost savings through reduction in rust-related maintenance. Protective coatings could increase equipment lifetime and decrease maintenance costs, however, there is limited corrosion resistance performance data available. In this work, laboratory and in field testing were used in combination with cost-benefit analysis to identify cost-effective, field-tested coating systems. Based on these results, a draft standard operating procedure for coating equipment was developed proposing that extra features added to any new assembled dump truck should be painted with either Raptor or LCCOAT as a protective coating. Some of the parts to be coated include the rear hitch plate, hydraulics attachment plate assembly, front plow hoist/ frame/ bumper assembly, liquid deicer tank mounting hardware, and bed hoist subframe. Parts may be galvanized. Trucks in need of refurbishment should be stripped down (sandblasted, prepared and primed to industry standards) and painted to the specifications of the coating system. Trucks in no need of refurbishment should be maintained using visual inspection and coating reapplication where coating breakdown (exposed metal) occurs, in order to avoid the need for total refurbishment. Extra care should be taken to inspect the truck frame (front to back), bed hoist subframe, front plow hoist, front plow frame, front bumpers, rear hitch plate, liquid deicer tank mounting hardware, and hydraulics mounting plate assembly. KW - Anticorrosion coatings KW - Benefit cost analysis KW - Cost effectiveness KW - Dump trucks KW - Evaluation and assessment KW - Field tests KW - Laboratory tests KW - Maintenance equipment KW - Ohio KW - Rust prevention KW - Winter maintenance UR - http://cdm16007.contentdm.oclc.org/utils/getdownloaditem/collection/p267401ccp2/id/13855/filename/13866.docx/title/Evaluation%20of%20cost%20effective%20protective%20coatings%20for%20ODOT%20snow%20&%20ice%20equipment/mapsto/showLink UR - https://trid.trb.org/view/1412565 ER - TY - SER AN - 01603503 JO - TechBrief PB - Federal Highway Administration AU - Ozer, Hasan AU - Al-Qadi, Imad AU - Harvey, John TI - Strategies for Improving the Sustainability of Asphalt Pavements PY - 2016/04 SP - 28p AB - This Tech Brief summarizes guidance to the pavement community on sustainability considerations for asphalt pavement systems, as presented in greater detail in the recently published Towards Sustainable Pavement Systems: A Reference Document (Federal Highway Administration 2015b). Sustainability considerations throughout the entire pavement life cycle are examined (from material extraction and processing through the design, construction, use, maintenance/rehabilitation, and end-of-life phases) and the importance of recognizing context sensitivity and assessing trade-offs in developing sustainable solutions is emphasized. This Tech Brief focuses exclusively on sustainability considerations associated with asphalt-surfaced pavement structures and the materials used in their construction. For the purposes of this document, all permanent surfaces constructed with asphalt concrete are generically referred to as “asphalt” pavements. The primary audience for this document is practitioners doing work within and for government transportation agencies, and it is intended for designers, maintenance, material and construction engineers, inspectors, and planners who are responsible for the design, construction and preservation of the nation’s highway network. KW - Asphalt pavements KW - Environmental impacts KW - Life cycle analysis KW - Pavement design KW - Pavement maintenance KW - Paving KW - Sustainable development UR - http://www.fhwa.dot.gov/pavement/sustainability/hif16012.pdf UR - https://trid.trb.org/view/1410849 ER - TY - RPRT AN - 01603496 AU - Selezneva, O I AU - Ayres, M AU - Hallenbeck, M AU - Ramachandran, A AU - Shirazi, H AU - Von Quintus, H AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - MEPDG Traffic Loading Defaults Derived from Traffic Pooled Fund Study PY - 2016/04//Final Report SP - 210p AB - As part of traffic loading inputs, the Mechanistic-Empirical Pavement Design Guide (MEPDG), Interim Edition: A Manual of Practice requires detailed axle loading information in the form of normalized axle load spectra (NALS), number of axle per truck class and axle group types, and axle spacing inputs. These data are obtained from weigh-in-motion (WIM) sites. The objective of this project was to evaluate the applicability of the existing MEPDG global traffic loading defaults and to use research-quality WIM data from the Long-Term Pavement Performance (LTPP) Specific Pavement Studies (SPS) Traffic Data Collection pooled fund study to revise and improve the global default axle loading values. This report provides an assessment of the original MEPDG axle loading defaults, describes WIM data selection criteria, including data reliability assessment, presents findings from the LTPP SPS traffic pooled fund study traffic data review, describes a methodology to generate new MEPDG traffic loading defaults, and provides a description of the new traffic loading defaults and recommendations for their use. The report also discusses a sensitivity analysis of MEPDG pavement performance models to NALS. Significant differences found in the MEPDG outcomes support the need for axle loading characterization beyond a simple default value for heavy trucks that dominate vehicle class distributions, especially for class 9 trucks. The effect of WIM accuracy on axle weight measurements, NALS estimates, and the associated MEPDG outcomes was also investigated. It was found that drift in WIM system calibration leading to over 5 percent bias in mean error between true and WIM-measured axle weight could lead to significant differences in MEPDG design outcomes. In addition, two new statistical parameters were developed in this study: (1) a summary statistic used to describe traffic loads for comparison and grouping of similar NALS called the relative pavement performance impact factor and (2) a parameter used to quantify errors associated with NALS and to assess NALS reliability called the pooled weighted load error. KW - Axle loads KW - Data quality KW - Evaluation and assessment KW - Long Term Pavement Performance (LTPP) Program KW - Mechanistic-Empirical Pavement Design Guide KW - Methodology KW - Sensitivity analysis KW - Specific Pavement Studies (LTPP) KW - Traffic loads KW - Weigh in motion UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/13090/13090.pdf UR - https://trid.trb.org/view/1409560 ER - TY - RPRT AN - 01600780 AU - Kevern, John AU - Rupnow, Tyson AU - Mulheron, Matt AU - Collier, Zachary AU - Icenogle, Patrick AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Evaluation of the Fatigue and Toughness of Fiber Reinforced Concrete for use as a New Highway Pavement Design PY - 2016/04//Final Report SP - 74p AB - Concrete pavement design is currently centered on steel reinforcement, whether that reinforcement be in the form of dowel bars, as is the case in jointed plain concrete pavement (JPCP), or in the form of continuous rebar reinforcement, continuously reinforced concrete pavement (CRCP). The use of steel in concrete pavements presents durability problems due to the corrodibility of steel. This study evaluates the use of polypropylene fibrillated, polypropylene macro, carbon, and steel fibers as primary reinforcement in concrete pavements. Results showed that fiber reinforcement can be used to improve both the fatigue and toughness performance of concrete. When post-cracked strength or toughness is the concern, concrete containing more fibers and fibers with higher tensile strength are desirable. Carbon fibers maintained greater load-carrying capacity at lower deflections than the steel fibers, which produced the greatest ductility. However, toughness and fatigue performance did not correlate for small deflections, suggesting that polypropylene macro fibers may be adequate for repeated, low stress loading. This study also found that when repeated low deflections are a concern, such as many pavements, there must be sufficient fibers across a crack to maintain a tight crack. Conversely, too many fibers prevent adequate consolidation and aggregate interlock, which negatively influences performance. When considering the precracked fatigue performance of fiber reinforcement, the fibers needed to have sufficient length to reach across the crack and bond with the concrete, and that higher fiber dosages increase the fatigue performance of the concrete. The resulting pavement design, continuously fiber reinforced concrete pavement (CFRCP), will provide an alternative to JPCP and CRCP in highway pavement design that is not susceptible to durability problems associated with corrosion of the reinforcement. KW - Deflection KW - Durability KW - Evaluation and assessment KW - Fatigue tests KW - Fiber reinforced concrete KW - Pavement cracking KW - Pavement design KW - Toughness UR - http://www.ltrc.lsu.edu/pdf/2016/FR_559.pdf UR - https://trid.trb.org/view/1409216 ER - TY - SER AN - 01600772 JO - TechBrief PB - Federal Highway Administration AU - Snyder, Mark B AU - Van Dam, Tom AU - Roesler, Jeff AU - Harvey, John TI - Strategies for Improving the Sustainability of Concrete Pavements PY - 2016/04 SP - 28p AB - This Tech Brief summarizes guidance to the pavement community on sustainability considerations for concrete pavement systems, as presented in greater detail in the recently published Towards Sustainable Pavement Systems: A Reference Document (Federal Highway Administration 2015). Sustainability considerations throughout the entire pavement life cycle are examined (from material extraction and processing through the design, construction, use, maintenance/rehabilitation, and end-of-life phases) and the importance of recognizing context sensitivity and assessing trade-offs in developing sustainable solutions is emphasized. This Tech Brief focuses exclusively on sustainability considerations associated with concrete-surfaced pavement structures and the materials used in their construction. For the purposes of this document, all permanent surfaces constructed with hydraulic cement concrete are generically referred to as “concrete” pavements. The primary audience for this document is practitioners doing work within and for government transportation agencies, and it is intended for designers, maintenance, material and construction engineers, inspectors, and planners who are responsible for the design, construction and preservation of the nation’s highway network. KW - Admixtures KW - Best practices KW - Concrete pavements KW - Life cycle analysis KW - Paving materials KW - Sustainable development UR - http://www.fhwa.dot.gov/pavement/sustainability/hif16013.pdf UR - https://trid.trb.org/view/1408864 ER - TY - RPRT AN - 01600771 AU - Roelofs, Tina AU - Preisen, Linda AU - Helgeson-Athey, Carla AU - Athey Creek Consultants AU - Michigan Department of Transportation AU - Federal Highway Administration TI - Performance Measures and Reporting for International Border Crossings PY - 2016/04//Final Report SP - 64p AB - There are several international borders shared among the ENTERPRISE Pooled Fund Study members (Washington State Department of Transportation, Minnesota Department of Transportation, Michigan Department of Transportation, Ministry of Transportation Ontario, and Texas Department of Transportation). These agencies had a shared interest in learning the roles, practices, and technologies for managing traffic in relation to performance measures at international border crossings. To accomplish the objectives of the project, an online search of organizations involved with managing border crossings was conducted. A summary of the current status of U.S. national goal areas were also documented related to border crossings. ENTERPRISE members’ roles in and practices with performance management at international border crossings were explored. Online research and interviews were conducted to document ENTERPRISE members’ performance management roles, practices, and needs at border crossings including how they currently interact with federal agencies and other entities that deal with transportation management at borders. This also included investigating intelligent transportation system (ITS) technologies, such as wait time measurement systems and traveler information mechanisms, used for performance management at border crossings. In addition, coordination opportunities to share project findings with border crossing organizations were identified and documented. KW - Coordination KW - Highway traffic control KW - Intelligent transportation systems KW - International borders KW - Performance measurement KW - State departments of transportation KW - State of the practice KW - Technological innovations KW - United States UR - http://enterprise.prog.org/Projects/2013/performancemeasures/ENT_PerfMeasatBorderCrossings_FINALReport.pdf UR - http://ntl.bts.gov/lib/59000/59200/59241/ENT_PerfMeasatBorderCrossings_FINALReport.pdf UR - https://trid.trb.org/view/1409377 ER - TY - RPRT AN - 01599880 AU - Chien, Steven AU - Zhao, Liuhui AU - New Jersey Institute of Technology, Newark AU - Center for Advanced Infrastructure and Transportation AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Evaluating the Effectiveness of Traffic Diversion and Managed Lanes on Highway Work Zones PY - 2016/04//Final Report SP - 49p AB - Temporary work zones (TWZs) have become the second largest contributor to the non-recurring delay of U.S. highways, causing nearly 24 % of all non-recurring delay and 10 % of overall delay. Efficient traffic management in vicinity of a TWZ may greatly reduce the total cost attributed to this delay, including user and agency costs. Therefore, it is desirable to develop an accurate model to assist in evaluating the impact of traffic diversion and managed lanes (i.e. the use of road shoulders) and alternatives for mitigating congestion. The objective of this study is to develop a mathematical model that can be used to quantify impacts of planned traffic diversion and managed lanes for TWZs on multi-lane highways, considering prevailing road capacity, and time-varying traffic volumes. The findings of this study would be useful in developing decision support guidance on alternative strategy selection to mitigate traffic congestion caused by a work zone. KW - Congestion management systems KW - Evaluation and assessment KW - Highway capacity KW - Managed lanes KW - Mathematical models KW - Multilane highways KW - Traffic diversion KW - Traffic volume KW - Work zone traffic control UR - https://cait.rutgers.edu/files/CAIT-UTC-051-final.pdf UR - https://trid.trb.org/view/1407828 ER - TY - RPRT AN - 01599878 AU - Arizona Department of Transportation AU - Federal Highway Administration AU - Cambridge Systematics, Incorporated TI - Operationalizing Sustainable Transportation and FHWA’s INVEST Operations & Maintenance Implementation – 2nd Annual Arizona Department of Transportation Sustainable Transportation Program Final Report PY - 2016/04//Final Report SP - 126p AB - The Federal Highway Administration (FHWA) developed the Infrastructure Voluntary Evaluation Sustainability Tool (INVEST) to aid transportation agencies in integrating environmental, economic, and social sustainability objectives into programs and projects. The tool, which as stated in its name is voluntary, scores agencies based on adherence to a set of best practices across different disciplines. It includes four modules: Systems Planning, Project Development, and Operations and Maintenance (OM). This report focuses solely on the OM module. As part of a pilot application, Arizona Department of Transportation (ADOT) conducted scoring workshops for the 14 sustainability criteria constituting the OM module. The criteria, which are detailed subsequently, cover both internal operations and infrastructure operations and maintenance. For each criterion, the ADOT project team facilitated discussions with relevant ADOT subject matter experts. Generally, the dozens of participants were the most senior practitioners within their respective subject areas. The discussions—most of which were held in person at ADOT Headquarters in Phoenix—involved from one to five participants and typically required one hour. This report summarizes the estimated scores for each criterion, based on the aforementioned discussions and includes brief scoring explanations. ADOT achieved an independently scored 142 points out of a possible 210—sufficient to achieve Platinum status, INVEST’s highest rating. The exercise further strengthened ADOT’s understanding of sustainability best practices and helped identify opportunities for improvement. This report also summarizes resulting recommendations aimed at further enhancing the sustainability of ADOT’s OM activities and provides suggestions to FHWA for enhancing and improving INVEST, which is an evolving tool. KW - Arizona Department of Transportation KW - Best practices KW - Evaluation KW - Implementation KW - Infrastructure KW - Infrastructure Voluntary Evaluation Sustainability Tool (INVEST) KW - Maintenance KW - Operations KW - Recommendations KW - Sustainable transportation UR - https://www.sustainablehighways.org/files/3447.pdf UR - https://trid.trb.org/view/1408159 ER - TY - RPRT AN - 01599866 AU - Gautreau, Gavin P AU - Abu-Farsakh, Murad AU - Cooper, Samuel B AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Field Evaluation of Roller Integrated Intelligent Compaction Monitoring PY - 2016/04//Final Report SP - 520p AB - Louisiana Department of Transportation and Development (DOTD) conducted a demonstration project evaluating intelligent compaction (IC) technology. The project selected a project site and developed specifications, which allowed and incorporated the IC rollers on the project. The research shadowed the normal acceptance process, collecting roller integrated compaction monitoring (RICM) data from each pavement layer as measurement passes (soil) and compaction passes for hot mix asphalt (HMA). Standard specifications and quality assurance acceptance testing governed the project. Research testing supplemented the standard acceptance testing conducted by District 03. The DOTD IC specification went through the competitive bidding process and produced a wide range of cost numbers. The item for the soil roller had a range of bids from $15,000 to $95,000. The item for the asphalt roller had a range in bids from $7,000 to $100,000. The range may be attributed to the knowledge and familiarity (or lack of) within Louisiana regarding the intelligent compaction technology. This project sought to increase the knowledge base in Louisiana. Louisiana Transportation Research Center (LTRC) therefore hosted a Showcase on the pilot project, which provided presentations from researchers, Federal Highway Administration (FHWA), and manufacturers. The project was well attended and well received. Manufacturer equipment and software training/support are critical to the success of an IC project, which includes good communication throughout. In this case, the contractor had relationships with each roller manufacturer, and LTRC was able to interact with roller and manufacturer. Initial setup of roller and global positioning system (GPS) connections was a challenge with both project rollers, as LTRC local roller representatives and the contractor were generally learning about the details of the technology for the first time. National roller representatives were helpful, but could not be on site at all times. The contractor’s survey staff became proficient in the two systems; and needed GPS knowledge; capable, accurate, and reliable GPS equipment; as well as the ability to connect properly and effectively with the rollers’ on-board software. Contractor roller operators can adjust patterns and time based on real-time reactions, and the roller display can show and track coverage, passes, and compaction effort (measurement values) hopefully speeding production and assisting with quality control. Weak areas can be identified for rework. Departments of Transportation benefit from continuous coverage records (vs. point tests at roughly 1000-ft. spacing), and accelerated construction through the contractor’s IC use (appropriate passes/energy). The technology promotes consistent and uniform pavement layers that can be visually verified. The recommendations include (1) recommend that the contracting community examine and evaluate the benefits of each IC roller system, and hopefully utilize a system to increase confidence, consistency, quality, and efficiency in production; (2) continue to promote the technology to the contracting community will help spread knowledge regarding these systems and the potential benefits they offer; (3) reevaluate the specification in the future as the technology becomes more mainstream; and (4) delay implementing quality assurance and acceptance standards via DOTD through the use of these rollers in Louisiana, but consider additional projects and presentations to increase knowledge within the contracting community. KW - Compaction KW - Contractors KW - Evaluation and assessment KW - Hot mix asphalt KW - Intelligent compaction KW - Louisiana KW - Recommendations KW - Rollers KW - Specifications KW - Technology assessment UR - http://www.ltrc.lsu.edu/pdf/2016/FR_555.pdf UR - https://trid.trb.org/view/1408161 ER - TY - RPRT AN - 01599321 AU - American Association of State Highway and Transportation Officials AU - Federal Highway Administration TI - Construction Stormwater Field Guide SN - 9781560516125 PY - 2016/04 SP - 97p AB - Construction sites can be a source of sediment and other pollutants to waterways. Best management practices (BMPs) are devices and activities that reduce or eliminate pollution sources and can include silt fences, settling basins, and even training. This guide is a quick reference for inspectors and resident engineers in construction on topics related to installation, maintenance, and inspection of common BMPs. Using this guide helps departments of transportation (DOTs) stay in compliance with federal, state, and local regulations for improving stormwater quality and provides guidance where local publications may currently be lacking. This publication includes discussion of BMPs, organized by their use. Categorization of BMPs may vary from state to state; however the basic recommendations for field implementation remain consistent. The information presented in this guide is based on techniques and control measures considered generally effective in many areas of the country. This guide is not meant to be a design manual or pollution prevention plan, nor is it meant to supersede, substitute, or make more stringent well-defined practices or regulatory standards. KW - Best practices KW - Construction sites KW - Handbooks KW - Inspection KW - Installation KW - Maintenance KW - Runoff KW - Water quality management UR - http://environment.transportation.org/pdf/field_guides/field_guide_construction_stormwater.pdf UR - https://trid.trb.org/view/1406457 ER - TY - SER AN - 01599284 JO - TechBrief PB - Federal Highway Administration TI - Tack Coat Best Practices PY - 2016/04 SP - 17p AB - This Technical Brief provides an overview of tack coats and their vital role bonding multiple asphalt layers into one monolithic system. Poor tack coat techniques result in compromised bonding of the asphalt layers. This leads to pavement distresses. Possible slippage cracking and delamination are associated with poor bonding. Additionally, poor bonding can lead to structural distresses, namely fatigue cracking and potholes. Often this lack of sufficient bonding is not recognized as the source of failures. This document includes a literature review and sections on structural design, tack coat costs, tack coat materials, best practices, application calculations, and contract language. KW - Best practices KW - Bonding KW - Contract administration KW - Costs KW - Literature reviews KW - Materials KW - Pavement design KW - Pavement distress KW - Tack coats UR - http://www.fhwa.dot.gov/pavement/asphalt/pubs/hif16017.pdf UR - https://trid.trb.org/view/1406845 ER - TY - RPRT AN - 01599270 AU - Bertini, Robert L AU - Wang, Haizhong AU - Borkowitz, Todd M AU - Wong, Derek H AU - California Polytechnic State University, San Luis Obispo AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - 2015 Automated Vehicle Literature Review as Part of Preparing a Possible Oregon Road Map for Connected Vehicle/Cooperative Systems Deployment Scenarios PY - 2016/04//Task 2 Report SP - 132p AB - The goal of this project was to lay the groundwork for Oregon to be prepared to lead in the implementation of a connected vehicle/cooperative systems transportation portfolio, and/or to avoid being caught by surprise as developments in this area evolve quickly. The project assessed Oregon Department of Transportation's (ODOT’s) internal mechanisms for addressing connected vehicle/cooperative systems, scanned, reviewed and assessed the technical maturity of potential connected vehicle/cooperative system applications, developed preliminary goals, linked to prospective connected vehicle/cooperative systems applications, and refined/ranked/prioritized those that fit with potential ODOT role in advancing/leading these initiatives. The project identified opportunities for linking ODOT’s current programs with national and international connected vehicle/cooperative system research, testing and deployment initiatives, and recommended a final shared vision and “road map” for Oregon's priority connected vehicle/cooperative system applications. This volume contains a literature review and annotated bibliography regarding policy and technical questions about the potential for introducing automated vehicles in the state for research and testing purposes. This includes a discussion of the history and development of automated vehicles for highway use as well as a discussion of the relationship between automated and connected vehicles and the potential for integrating the two technologies. The review also includes an analysis along twelve Oregon-specific dimensions related to specific question about the potential introduction of automated vehicles in Oregon. These dimensions include: liability, implementation, privacy, cyber security, governance, risk, certification, data, legislation, deployment approach, financing and sustainability. KW - Bibliographies KW - History KW - Implementation KW - Intelligent vehicles KW - Literature reviews KW - Mobile communication systems KW - Oregon KW - Oregon Department of Transportation KW - Policy KW - Recommendations KW - Strategic planning UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR764_Task2_Lit_Review_Final.pdf UR - https://trid.trb.org/view/1407017 ER - TY - RPRT AN - 01599258 AU - Phares, Brent AU - Hosteng, Travis AU - Greimann, Lowell AU - Pakhale, Anmol AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Investigation of Techniques for Accelerating the Construction of Bridge Deck Overlays PY - 2016/04//Final Report SP - 94p AB - Use of bridge deck overlays is important in maximizing bridge service life. Overlays can replace the deteriorated part of the deck, thus extending the bridge life. Even though overlay construction avoids the construction of a whole new bridge deck, construction still takes significant time in re-opening the bridge to traffic. Current processes and practices are time-consuming and multiple opportunities may exist to reduce overall construction time by modifying construction requirements and/or materials utilized. Reducing the construction time could have an effect on reducing the socioeconomic costs associated with bridge deck rehabilitation and the inconvenience caused to travelers. This work included three major tasks with literature review, field investigation, and laboratory testing. Overlay concrete mix used for present construction takes long curing hours and therefore an investigation was carried out to find fast-curing concrete mixes that could reduce construction time. Several fast-curing concrete mixes were found and suggested for further evaluation. An on-going overlay construction project was observed and documented. Through these observations, several opportunities were suggested where small modifications in the process could lead to significant time savings. With current standards of the removal depth of substrate concrete in Iowa, it takes long hours for the removal process. Four different laboratory tests were performed with different loading conditions to determine the necessary substrate concrete removal depth for a proper bond between the substrate concrete and the new overlay concrete. Several parameters, such as failure load, bond stress, and stiffness, were compared for four different concrete removal depths. Through the results and observations of this investigation several conclusions were made which could reduce bridge deck overlay construction time. KW - Bridge construction KW - Bridge decks KW - Concrete curing KW - Iowa KW - Laboratory tests KW - Literature reviews KW - Overlays (Pavements) KW - Rehabilitation (Maintenance) KW - Service life UR - http://lib.dr.iastate.edu/intrans_reports/198/ UR - https://trid.trb.org/view/1406456 ER - TY - RPRT AN - 01599246 AU - American Association of State Highway and Transportation Officials AU - Federal Highway Administration TI - Maintenance Stormwater Field Guide SN - 9781560516330 PY - 2016/04 SP - 68p AB - Highways and other transportation-related sites can be a source of sediment and other pollutants to rivers, lakes, and coastal waters. Best management practices (BMPs) can be used by maintenance workers to reduce the discharge of pollutants from highway storm drain systems. The intent of this guide is to be a quick reference for maintenance staff on topics related to BMP inspection and common operational practices. Good housekeeping and other pollution source control measures are presented. Using the tips in this guide will help in complying with federal and state regulations for stormwater quality. It will also help achieve a greater level of environmental stewardship. This guide is not a design manual or a substitute for a pollution prevention plan. This publication includes descriptions of BMPs and how to maintain them. It is organized based on common highway and facility operational practices. Oftentimes a single BMP can be used for many different operations (e.g., street sweeping can be part of normal road maintenance, cleanup required after winter application of sand, and specialized bridge maintenance practices). The information presented in this guide is based on techniques and control measures considered generally effective in many areas of the country. Local conditions may require that the practices discussed in this guide be altered, or used with other measures. This guide may also be augmented by Departments of Transportation (DOTs) to provide more information to suit local practices and field conditions. The information provided for each BMP includes maintenance frequencies and performance standards. In all cases, this information is to provide guidance specific to highway and DOT facility operation. In no case is such information meant to supersede, substitute for, or make more stringent well-defined practices or regulatory standards. KW - Best practices KW - Handbooks KW - Inspection KW - Maintenance KW - Regulations KW - Runoff KW - Water quality management UR - http://environment.transportation.org/pdf/field_guides/field_guide_maintenance_stormwater.pdf UR - https://trid.trb.org/view/1406458 ER - TY - RPRT AN - 01599240 AU - Bertini, Robert L AU - Wang, Haizhong AU - Vogt, Rachel AU - Wahid, Merih AU - Rios, Elizabeth AU - Carstens, Kevin AU - California Polytechnic State University, San Luis Obispo AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Internal ODOT Survey on Attitudes and Readiness for Connected and Autonomous Vehicles as Part of Preparing a Possible Oregon Road Map for Connected Vehicles/Cooperative Systems Deployment Scenarios PY - 2016/04//Task 1 Report SP - 71p AB - The goal of this project was to lay the groundwork for Oregon to be prepared to lead in the implementation of a connected vehicle/cooperative systems transportation portfolio, and/or to avoid being caught by surprise as developments in this area evolve quickly. The project assessed Oregon Department of Transportation's (ODOT’s) internal mechanisms for addressing connected vehicle/cooperative systems, scanned, reviewed and assessed the technical maturity of potential connected vehicle/cooperative system applications, developed preliminary goals, linked to prospective connected vehicle/cooperative systems applications, and refined/ranked/prioritized those that fit with potential ODOT role in advancing/leading these initiatives. The project identified opportunities for linking ODOT’s current programs with national and international connected vehicle/cooperative system research, testing and deployment initiatives, and recommended a final shared vision and “road map” for Oregon's priority connected vehicle/cooperative system applications. This volume summarizes the results of a detailed internal-only assessment and inventory of current technical and “cultural” status of ODOT activities and gain sense of interest and readiness for potential alignment with potential applications and the future of connected and automated vehicles. A survey was distributed to agency staff in order to gauge perception of connected and automated vehicle technology. The empirical results of the survey are described in detail. In general, most respondents had heard of these technologies and were in favor of their application. However, many had concerns about cyber security and system failure having catastrophic consequences. Likewise, many voiced concerns about ODOT’s preparedness for connected or automated vehicles. ODOT and other agencies can use these findings to help prepare for a better future of connected and automated vehicles. KW - Attitudes KW - Implementation KW - Intelligent vehicles KW - Mobile communication systems KW - Oregon Department of Transportation KW - Strategic planning KW - Surveys UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR764_Task_1_Report_032816.pdf UR - https://trid.trb.org/view/1407018 ER - TY - RPRT AN - 01599238 AU - Lane, Susan AU - Kleinhans, Danielle AU - Federal Highway Administration AU - National Concrete Bridge Council TI - FHWA LTBP Summary—National Changes in Bridge Practices for Reinforcing Bars PY - 2016/04//Summary Report SP - 12p AB - This study was conducted as part of the Federal Highway Administration (FHWA) Long-Term Bridge Performance (LTBP) Program in conjunction with the National Concrete Bridge Council. The LTBP Program is a long-term research effort, authorized by the U.S. Congress under the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users to collect high-quality bridge data from a representative sample of highway bridges nationwide that will help the bridge community better understand bridge performance. The LTBP Program is collecting field data from bridges constructed from 1960 to the present. Nationally, bridge technologies have changed, and new innovations have arisen so that the state-of-the-art for bridge engineering has advanced. It is important to record when these innovations and changes in bridge technology occur in order to better interpret and understand why the performance data may differ for bridges built from 1960 to the present. This summary report discusses the changes in bridge practice— both technology changes and innovations—for reinforcing steel for concrete bridge members. KW - Bridge members KW - Concrete bridges KW - History KW - Long-Term Bridge Performance Program KW - Reinforcing bars KW - Reinforcing steel KW - Technological innovations UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/ltbp/16012/16012.pdf UR - https://trid.trb.org/view/1407252 ER - TY - RPRT AN - 01599235 AU - Nair, Harikrishnan AU - Ozyildirim, Celik AU - Sprinkel, Michael M AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Evaluation of Bridge Deck With Shrinkage-Compensating Concrete PY - 2016/04//Final Report SP - 31p AB - Concrete bridge decks are susceptible to premature cracking and to corrosion of reinforcing steel. Low-permeability concrete does not always ensure durability if the concrete has excessive cracks that facilitate the intrusion of aggressive solutions. Cracks in concrete can occur when a restrained mass of concrete changes volume including drying shrinkage because of water loss. These types of shrinkage cracks can be counteracted with the use of shrinkage-compensating concrete (SC concrete). SC concrete is expansive cement concrete that when properly restrained by reinforcement can expand an amount equal to or slightly greater than the anticipated drying shrinkage. The purpose of this study was to investigate the effectiveness of SC concrete using Type K expansive cement in reducing cracks in bridge decks. The bridge deck on the Route 613 Bridge over the South Fork Shenandoah River in Warren County in the Virginia Department of Transportation’s Staunton District was selected for study. Restrained length change bar specimens showed expansion until the 7-day moist curing period (when tested in accordance with ASTM C878). The results showed that a bridge deck with fewer transverse cracks than typically found in decks constructed with Type I/II cement can be constructed with Type K cement concrete. There were several longitudinal cracks (reflective cracks) caused by the differential movement of the beams at the keyway that could not be prevented by the use of SC concrete. No special construction equipment or techniques are required for satisfactory placement of SC concrete, but slump loss under hot weather conditions is a more serious problem in SC concrete than in normal portland cement concrete. Hence, for successful placement of Type K cement concrete, sufficient prior planning and proper mix design development are needed. Another concern is the availability and cost of Type K cement since it is not routinely used. KW - Bridge decks KW - Cracking KW - Evaluation KW - Expansive concrete KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/16-r15.pdf UR - http://ntl.bts.gov/lib/59000/59200/59285/16-r15.pdf UR - https://trid.trb.org/view/1406694 ER - TY - RPRT AN - 01599225 AU - Watkins, Kari E AU - LeDantec, Chris AU - Misra, Aditi AU - Asad, Mariam AU - Mingus, Charlene AU - Bearn, Cary AU - Poznanski, Alex AU - Guo, Anhong AU - Ammanamanchi, Rohit AU - Gentry, Vernon AU - Gooze, Aaron AU - Georgia Institute of Technology, Atlanta AU - Georgia Institute of Technology, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Using Crowdsourcing to Prioritize Bicycle Network Improvements PY - 2016/04//Final Report SP - 217p AB - Effort to improve the bicycle route network using crowdsourced data is a powerful means of incorporating citizens in infrastructure improvement decisions, which will improve livability by maximizing the benefit of the bicycle infrastructure funding and empowering citizens to be more active in transportation decisions. This research developed a free, GPS-enabled smartphone application to collect socio-demographic and route data of cyclists in Atlanta. The crowdsourced data were then used to model the factors influencing bicycle route choices of different types of cyclists as defined by their perceived safety and comfort with a facility. Finally, this research refined a quality-of-service measure for bicyclists based on the perceived level of traffic stress (LTS) that the users attach to the facility. The developed quality-of-service measure can be used by transportation professionals to compare alternative roadway and bikeway designs using quantifiable variables such as speed limit, traffic volume, and number of through lanes. KW - Atlanta (Georgia) KW - Bicycle facilities KW - Crowdsourcing KW - Cyclists KW - Data collection KW - Decision making KW - Demographics KW - Global Positioning System KW - Mobile applications KW - Route choice KW - Transportation planning UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/14-39.pdf UR - https://trid.trb.org/view/1406655 ER - TY - RPRT AN - 01599221 AU - Tsai, Yichang (James) AU - Wang, Zhaohua AU - Georgia Institute of Technology AU - Georgia Department of Transportation AU - Federal Highway Administration TI - A Remote Sensing and GIS-Enabled Highway Asset Management System PY - 2016/04//Final Report SP - 463p AB - The objective of this project is to validate the use of commercial remote sensing and spatial information (CRS&SI) technologies, including emerging 3D line laser imaging technology, mobile LiDAR, image processing algorithms, and global positioning system/geographic information system (GPS/GIS) technologies, to improve the transportation asset data collection, condition assessment, and management. Traffic sign asset and pavement asset were used for validation. For sign asset, an enhanced procedure for sign inventory was proposed; a large-scale case study was conducted on I-285; a preliminary study has been done to evaluate sign retroreflectivity using mobile LiDAR; and a prototype GIS-based sign management system was developed. The research results show that using the automatic image-processing-based sign detection and recognition algorithms and the LiDAR-based sign detection can improve the current time-consuming image-based traffic sign data collection process. For pavement asset, comprehensive validation has been done on network-level rutting measurement and isolated rutting detection; an innovative method was developed to evaluate the performance of an automatic crack detection algorithm; comprehensive lab and field tests have been done to validate the capability of 3D laser data for asphalt pavement crack detection; and a crack propagation study has also been done using the long-term monitoring data. Based on the research results, conclusions were made and recommendations were suggested. KW - Asset management KW - Case studies KW - Data collection KW - Flaw detection KW - Geographic information systems KW - Georgia KW - Global Positioning System KW - Image processing KW - Laser radar KW - Pavement cracking KW - Pavement maintenance KW - Remote sensing KW - Retroreflectivity KW - Rutting KW - Traffic signs UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/10-08.pdf UR - https://trid.trb.org/view/1407014 ER - TY - RPRT AN - 01599208 AU - Gopu, Vijaya AU - Balaguru, P N AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Repair of Morganza Spillway Bridge Bent Pile Cap Using Carbon Fiber Reinforcement (CFR) PY - 2016/04//Final Report SP - 59p AB - The pile cap of an end bent of the Morganza Spillway Bridge suffered extensive damage at the girder bearing locations, particularly on the side where the pounding of the girders by the adjacent concrete deck located on the approach side of the bent. The primary repair of the damaged pile cap and the replacement of the bearing plates were completed by the contractor working on the project. Structural grade high-adhesive material epoxy concrete was utilized to patch the damaged areas of the pile cap. In similar repairs conducted earlier, the repair under the bearing plates delaminated. Therefore, the repaired areas of the pile cap, namely the bearing plate locations, were strengthened by preventing delamination of the repair material by confining it with high modulus carbon composite wrapping. An inorganic polymer coating that provides UV protection and prevention of deterioration was applied to the entire pile cap surface. This coating also has self-cleaning properties that will prevent and eliminate the growth of any mold or mildew and deposits of organic materials. The project was conducted to demonstrate the application of high strength composites for rehabilitation of transportation infrastructure. Overall, the project was a complete success. The systems cured within 24 hours and rain on the second day of the repair process had no ill effects on the system. There was no distress of any kind in either the repair zone or the coating during the entire two-year monitoring period. Because the system is inorganic, it is expected to function properly for 10 to 30 years. This composite has shown long-term durability as the first application was 20 years ago and is still performing well with no distress. Even debris that came through the construction expansion joint did not scratch or damage the coated surface. This project also provided an opportunity to demonstrate the self-cleaning properties of the coating. The uncoated surface (behind the scaffolding during the repair) was covered with mold and mildew growth, whereas the coated surface was completely clean. Preparation of the resin and placement of the carbon reinforcement was easily carried out by students and therefore trained personnel, such as Louisiana Department of Transportation and Development (DOTD) maintenance crews, can easily use this coating and resin systems for future applications. KW - Composite materials KW - Durability KW - Fiber composites KW - Louisiana KW - Pile caps KW - Plastic coatings KW - Rehabilitation (Maintenance) KW - Repairing UR - http://www.ltrc.lsu.edu/pdf/2016/FR_552.pdf UR - https://trid.trb.org/view/1407004 ER - TY - RPRT AN - 01599178 AU - Wang, Zhaohua AU - Tsai, Yichang (James) AU - Georgia Institute of Technology AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Exploration of Using GDOT’s Existing Videolog Images and Pavement Surface Imaging Data to Support Statewide Maintenance Practices PY - 2016/04//Final Report SP - 101p AB - Videolog and pavement imaging data is a valuable asset that has supported the Georgia Department of Transportation (GDOT) and enable it to fulfill the requirements of its Highway Performance Monitoring System (HPMS). To maximize the return on investment, GDOT is seeking to utilize the existing videolog and pavement imaging data for extracting roadway asset data that is indispensable for supporting the statewide asset management and maintenance programs. For this purpose, this research project explored the utilization of GDOT’s existing videolog and pavement imaging data for extracting guardrails, rumble strips, and traffic signs. Image-processing-based algorithms were developed, which were tested using both GDOT’s videolog images and the data collected by using the Georgia Tech Sensing Vehicle (GTSV). In the meantime, through the comprehensive investigation and analysis of GDOT’s existing data and the exploration results, suggestions were made for data specification and data quality control that can be added to GDOT’s existing requirements for future outsourcing contracts. Therefore, the data could be better utilized to support the statewide asset management and maintenance in the future. KW - Algorithms KW - Asset management KW - Data quality KW - Georgia KW - Guardrails KW - Highway maintenance KW - Image analysis KW - Image processing KW - Rumble strips KW - Traffic signs KW - Video UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/14-22.pdf UR - https://trid.trb.org/view/1407013 ER - TY - SER AN - 01598811 JO - TechBrief PB - Federal Highway Administration AU - Taylor, Peter TI - Effective Quality Assurance for Concrete Paving Operations: Best Practices for Concrete Pavements PY - 2016/04 SP - 6p AB - This tech brief looks at the elements needed to implement an effective quality assurance (QA) program for concrete paving operations. The benefit of a good QA program far outweighs the costs for both the agency and contractors. The topic of QA can be intimidating, but all of us make quality-based judgments in our lives every day. This tech brief aims to outline the basics of an effective quality system for concrete pavements using new technologies. Recent years have seen some major advances in the concrete testing arena. Several new tests are now available that are more practical, faster, more economical, easier to implement in the field, and measure properties that are related to actual concrete and pavement quality. KW - Best practices KW - Concrete pavements KW - Paving KW - Quality assurance KW - Test procedures UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif16002.pdf UR - https://trid.trb.org/view/1405059 ER - TY - RPRT AN - 01598810 AU - Bertini, Robert L AU - Wang, Haizhong AU - California Polytechnic State University, San Luis Obispo AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Connected Vehicle Application Prioritization Process and Stakeholder Outreach as Part of Preparing a Possible Oregon Road Map for Connected Vehicle/Cooperative Systems Deployment Scenarios PY - 2016/04 SP - 89p AB - The goal of this project was to lay the groundwork for Oregon to be prepared to lead in the implementation of a connected vehicle/cooperative systems transportation portfolio, and/or to avoid being caught by surprise as developments in this area evolve quickly. The project assessed the Oregon Department of Transportation's (ODOT’s) internal mechanisms for addressing connected vehicle/cooperative systems, scanned, reviewed and assessed the technical maturity of potential connected vehicle/cooperative system applications, developed preliminary goals, linked to prospective connected vehicle/cooperative systems applications, and refined/ranked/prioritized those that fit with potential ODOT role in advancing/leading these initiatives. The project identified opportunities for linking ODOT’s current programs with national and international connected vehicle/cooperative system research, testing and deployment initiatives, and recommended a final shared vision and “road map” for Oregon's priority connected vehicle/cooperative system applications. This volume contains the results of a comprehensive stakeholder inventory and outreach effort. The research team worked with the Technical Advisory Committee (TAC) and ODOT staff to identify an agreed-upon set of stakeholders to engage within ODOT on the topic via a workshop. The connected and automated vehicle application prioritization workshop included a priority mapping exercise, a discussion of the connected vehicle concept, and an initial mapping of goals and applications. Breakout groups further refined the connected vehicle applications in terms of their potential impacts and benefits and according to the amount of effort (cost) to implement. The successful workshop identified seven near term priority applications for ODOT; 12 applications that ODOT will monitor and possibly collaborate with others on in the future; and 8 applications that ODOT will monitor but will be led by others. KW - Cooperative systems KW - Deployment KW - Intelligent vehicles KW - Mobile communication systems KW - Oregon KW - Outreach KW - Stakeholders KW - Workshops UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR764_Task_4_StakeholderInventory_and_Outreach_final.pdf UR - https://trid.trb.org/view/1405233 ER - TY - RPRT AN - 01598804 AU - Bertini, Robert L AU - Wang, Haizhong AU - Borkowitz, Todd M AU - Wong, Derek H AU - California Polytechnic State University, San Luis Obispo AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Literature Review and Desk Scan: Task 2 of Preparing a Possible Oregon Road Map for Connected Vehicle/Cooperative Systems Deployment Scenarios PY - 2016/04 SP - 133p AB - The goal of this project was to lay the groundwork for Oregon to be prepared to lead in the implementation of a connected vehicle/cooperative systems transportation portfolio, and/or to avoid being caught by surprise as developments in this area evolve quickly. The project assessed the Oregon Department of Transportation's (ODOT’s) internal mechanisms for addressing connected vehicle/cooperative systems, scanned, reviewed and assessed the technical maturity of potential connected vehicle/cooperative system applications, developed preliminary goals, linked to prospective connected vehicle/cooperative systems applications, and refined/ranked/prioritized those that fit with potential ODOT role in advancing/leading these initiatives. The project identified opportunities for linking ODOT’s current programs with national and international connected vehicle/cooperative system research, testing and deployment initiatives, and recommended a final shared vision and “road map” for Oregon's priority connected vehicle/cooperative system applications. This volume contains a literature review and annotated bibliography regarding policy and technical questions about the potential for introducing automated vehicles in the state for research and testing purposes. This includes a discussion of the history and development of automated vehicles for highway use as well as a discussion of the relationship between automated and connected vehicles and the potential for integrating the two technologies. The review also includes an analysis along twelve Oregon-specific dimensions related to specific question about the potential introduction of automated vehicles in Oregon. These dimensions include: liability, implementation, privacy, cyber security, governance, risk, certification, data, legislation, deployment approach, financing and sustainability. KW - Cooperative systems KW - Deployment KW - Implementation KW - Intelligent vehicles KW - Literature reviews KW - Mobile communication systems KW - Oregon KW - Policy KW - Strategic planning UR - http://ntl.bts.gov/lib/59000/59900/59946/SPR764_Task2_Lit_Review_Final.pdf UR - https://trid.trb.org/view/1405231 ER - TY - RPRT AN - 01598792 AU - Tran, Nam AU - Turner, Pamela AU - Shambley, James AU - National Center for Asphalt Technology AU - Federal Highway Administration TI - Enhanced Compaction to Improve Durability and Extend Pavement Service Life: A Literature Review PY - 2016/04//Final Report SP - 25p AB - This literature review was conducted to provide information to support the Federal Highway Administration Asphalt Pavement Technology Program strategic direction on extending pavement service life through enhanced field compaction. The results from the past studies clearly indicate the effect of low in-place air voids on the fatigue and rutting performance of asphalt pavements. A 1% decrease in air voids was estimated to improve the fatigue performance of asphalt pavements between 8.2 and 43.8% and the rutting resistance by 7.3 to 66.3%. In addition, a 1% reduction in in-place air voids can extend the service life by conservatively 10%. Based on these results, a life cycle cost analysis (LCCA) was conducted on two alternatives in which the exact same asphalt overlay would be constructed to 93% and 92% densities to illustrate the effect of in-place air voids on the life cycle cost of asphalt pavements. The LCCA results show that the user agency would see a net-present-value cost savings of $88,000 on a $1,000,000 paving project (or 8.8%) by increasing the minimum required density by 1%. Due to its significant effect, the cost of providing increased in-place density can be significantly less than the operation, maintenance, and road user cost savings realized due to extended service life of the pavements. In an AASHTO survey of state agencies' targets for field compaction conducted in 2007, the majority of states responding to the survey had a compaction target of 92%, but over one-third of the responding agencies had compaction targets less than 92%. Most of these in-place density requirements currently adopted by states were determined based on what levels of in-place density could be achieved in the past using prior construction technologies. Since in-place density has a significant impact on the performance of asphalt pavements, agencies may consider implementing a higher in-place density requirement that can be achievable by following best practices and adopting new asphalt pavement technologies and knowledge gained from recent research. Some of these technologies and knowledge, including warm mix asphalt, intelligent compaction, improved construction joints, and improved agency specifications to incentivize achieving higher in-place densities, are briefly discussed in this report. KW - Air voids KW - Asphalt pavements KW - Compaction KW - Fatigue (Mechanics) KW - In place density KW - Life cycle costing KW - Literature reviews KW - Rutting KW - Service life UR - http://eng.auburn.edu/research/centers/ncat/files/reports/2016/rep16-02.pdf UR - https://trid.trb.org/view/1404151 ER - TY - RPRT AN - 01598787 AU - Finley, Melisa D AU - Balke, Kevin N AU - Rajbhandari, Rajat AU - Chrysler, Susan T AU - Dobrovolny, Chiara Silvestri AU - Trout, Nada D AU - Avery, Paul AU - Vickers, David AU - Mott, Cameron AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Conceptual Design of a Connected Vehicle Wrong-Way Driving Detection and Management System PY - 2016/04//Technical Report SP - 214p AB - This report describes the tasks completed to develop a concept of operations, functional requirements, and high-level system design for a Connected Vehicle (CV) Wrong-Way Driving (WWD) Detection and Management System. This system was designed to detect wrong-way vehicles, notify the traffic management entities and law enforcement personnel, and alert affected travelers. To accomplish the project goals, the research team reviewed the state of the practice regarding intelligent transportation systems and CV technologies being applied as WWD countermeasures and the WWD crash trends in Texas from 2010 to 2014. The research team also identified the user needs associated with the implementation of a CV WWD system and preliminary ways to connect with law enforcement. The research team conducted one-on-one surveys to assess motorist understanding of wrong-way driver warning messages that were designed to be displayed on dynamic message signs. The research team also investigated the use of roadside alert (RSA) messages to provide warning to CVs about approaching wrong-way drivers. The research team recommended the development of a proof-of-concept test bed at an off-roadway location before implementing a model field deployment of the system on an actual roadway in Texas. The purpose of the test bed is to provide an offline location for the research team to test and fine-tune the system components and operations prior to installing them on the open roadway. A need also exists to conduct additional human factors studies to determine motorist needs, comprehension, and interpretations of RSA data elements in a WWD context. It is also important to understand how motorists will respond to the information contained in potential RSAs. The lessons learned from the deployment in the test bed environment would be used by the research team to determine the design considerations for a model field deployment of the system. KW - Countermeasures KW - Detection and identification KW - Highway traffic control KW - Mobile communication systems KW - State of the practice KW - Test beds KW - Texas KW - Variable message signs KW - Wrong way driving UR - http://tti.tamu.edu/documents/0-6867-1.pdf UR - https://trid.trb.org/view/1404691 ER - TY - RPRT AN - 01598399 AU - Miller, John S AU - O'Leary, Amy A AU - Goldstein, Hillary D AU - Barkley, Aidan S AU - Smith, Benjamin D AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - How Might Virginia Age and Grow by 2040? PY - 2016/04//Final Report SP - 153p AB - The development of Virginia’s Statewide Multimodal Transportation Plan for 2040, also known as “VTrans 2040,” requires the identification of population forecasts, employment forecasts, and changes in population-related factors that might influence future travel demand. The research documented in this report fulfills that requirement. Key findings are that Virginia’s population is forecast to grow over roughly a quarter century from a 2012 population of 8.2 million to a 2040 population of 10.5 or 11.7 million, depending on the forecast source. The 14% difference between these two population forecasts is a degree of uncertainty that would be expected given previous comparisons of actual and forecast populations. The forecast growth varies by age group: the number of people age 65+ is projected to almost double over this period, with the fastest growing cohort within this age group being those age 85+. The forecast growth varies by location, with 4 of Virginia’s 21 planning district commissions accounting for between 77% and 81% of the forecast growth from 2012-2040. Employment is forecast to grow by about 60% over this period. Changes in other population-related factors that influence travel demand include density (about one-half of Virginia’s growth from 2012-2040 is projected to be in areas that will by 2040 have a transit-compatible population density), the use of alternative fuel vehicles, and vehicle ownership (which is not expected to increase). These forecasts do not necessarily suggest a single policy response for all Virginia locations. For example, decreasing rates of licensure might suggest increased use of public transportation; however, this impact would presumably be less in areas with lower population density. As shown by the two sample stakeholder input exercises developed in Appendix D, a variety of responses to transportation policies is possible. Because knowledge of the forecasts noted in this report may help inform consideration of diverse transportation alternatives, it is recommended that the material available in the report continue to be shared with Virginia planners. KW - Age groups KW - Alternate fuels KW - Automobile ownership KW - Employment KW - Forecasting KW - Population density KW - Population forecasting KW - Transportation planning KW - Travel demand KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/16-r12.pdf UR - https://trid.trb.org/view/1405371 ER - TY - RPRT AN - 01597302 AU - Hankey, Jonathan M AU - Buckley, Michael G AU - Pursley, Sarah T AU - Virginia Tech Transportation Institute AU - Federal Highway Administration TI - Summary of Projects Funded by the Federal Highway Administration for the National Surface Transportation Safety Center for Excellence from July 2006 to June 2014 PY - 2016/04 SP - 82p AB - This report summarizes the research projects undertaken at the National Surface Transportation Safety Center for Excellence (NSTSCE) under funding provided by the Federal Highway Administration (FHWA). FHWA was an important founding member of NSTSCE in 2006 and chaired the original stakeholders committee for several years. They maintained membership in NSTSCE until June 2014. With their guidance and financial contribution, 58 projects were conducted that support NSTSCE’s mission of developing and disseminating advanced transportation safety techniques and innovations in both rural and urban communities. The report is organized according to NSTSCE’s five research focus areas: enhancing driver performance, examining roadway lighting and delineation, addressing age-related issues, addressing issues of fatigue, and providing outreach. Each project contains a brief, general description about its methods and findings and identifies any deliverables. KW - Aged drivers KW - Driver performance KW - Fatigue (Physiological condition) KW - Highway safety KW - National Surface Transportation Safety Center for Excellence KW - Outreach KW - Research projects KW - Street lighting KW - Teenage drivers KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/research/safety/16014/16014.pdf UR - https://trid.trb.org/view/1403994 ER - TY - RPRT AN - 01596817 AU - Nair, Harikrishnan AU - Ozyildirim, Celik AU - Sprinkel, Michael M AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Use of Lightweight Concrete for Reducing Cracks in Bridge Decks PY - 2016/04//Final Report SP - 23p AB - Cracks in bridge decks can be due to many factors related to environmental effects, chemical reactions, and structural loads. Careful selection of materials and mixture proportions can minimize cracking to some degree. To reduce cracking, shrinkage must be reduced; however, cracking also depends on other factors such as modulus of elasticity, creep, tensile strength, and restraint. A low modulus of elasticity and high creep help to minimize cracking. Lightweight concrete (LWC) has a lower modulus of elasticity, higher inelastic strains, a lower coefficient of thermal expansion, a more continuous contact zone between the aggregate and the paste, and more water in the pores of aggregates for continued internal curing when compared to normal weight concrete. These properties tend to reduce cracking in the concrete and are highly desirable in bridge decks. The Virginia Department of Transportation (VDOT) has been successfully using LWC in bridge structures. In most of these bridges, the coarse aggregate has been lightweight and the fine aggregate normal weight natural sand. The purpose of this study was to investigate the effectiveness of LWC in reducing cracks in bridge decks. Seven bridges from six VDOT districts were included in the study. Three bridge decks each were constructed in 2012 and 2013, and one was constructed in 2014. The results showed that bridge decks with fewer cracks than were typical of decks constructed with normal weight aggregate over the past 20 years or no cracks can be constructed with LWC mixtures. The study recommends that LWC with a maximum cementitious content of 650 lb/yd³ be used in VDOT bridge deck concrete mixtures. KW - Bridge decks KW - Cracking KW - Lightweight concrete KW - Shrinkage KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/16-r14.pdf UR - https://trid.trb.org/view/1403557 ER - TY - RPRT AN - 01596781 AU - McMullen, B Starr AU - Wang, Haizhong AU - Ke, Yue AU - Vogt, Rachel AU - Dong, Shangjia AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Road Usage Charge Economic Analysis PY - 2016/04//Final Report SP - 80p AB - The overall objective of this research is to provide Oregon Department of Transportation (ODOT) with up to date information on the economic impact of various Road User Charge (RUC) alternatives on the stakeholders in the state of Oregon. Of particular concern to policymakers were the perceived differences the implementation of a RUC might have on different regions of the state. Oregon Senate Bill 810 (SB 810) creates a program that allows drivers to pay a mileage based RUC of 1.5 cents per mile rather than the current 30-cent per gallon state fuel tax. Major concerns over the adoption of this RUC are that it could increase costs for rural households relative to urban households and that the costs would fall disproportionately on lower income groups. Further, there could be significant differences due to locational distinctions other than simply the urban/rural split. Previous work in the area was limited by the small Oregon sample of households included in the National Household Travel Survey (NHTS) data set at either the statewide level or using a broad urban/rural distinction. The newly available Oregon Household Travel Survey (OHAS) data set provides detailed information that permits impacts to be assessed using regional/geographic definition that are more relevant for policymakers in Oregon. Alternatives to the flat RUC of 1.5 cents per mile applied to all vehicles included were: (1) A fee of 1.5 cents per mile applied to only vehicles with >30, >40 and >50 MPG (four different scenarios) while retaining the fuel tax for all others and, (2) A fee of 1.5 cents per mile applied only to new vehicles in the OHAS data set (defined to be 2009, 2010, 2011 or 2012 model year vehicles) while retaining the fuel tax for all others. Results using the OHAS data show that on average, statewide households will pay 5 cents more daily under a RUC than the current fuel tax (since the 1.5 cent per mile RUC actually would produce more gross revenue than the current fuel tax). However, the increase for rural regions is less than the statewide average while regions with more urban areas will pay slightly more than the statewide average. Further, the authors find that the distributional impact of imposing this at 1.5 cent RUC on all households in the OHAS data set differs depending on the region of the state examined. Appendix C reproduces the results using a revenue neutral per-mile fee. KW - Alternatives analysis KW - Economic impacts KW - Fuel taxes KW - Households KW - Mileage-based user fees KW - Oregon KW - Oregon Household Travel Survey KW - Regions KW - Travel surveys UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR774_RoadUsageCharge_Final.pdf UR - https://trid.trb.org/view/1403463 ER - TY - RPRT AN - 01596694 AU - Amekudzi-Kennedy, Adjo AU - Ashuri, Baabak AU - Amoaning-Yankson, Stephanie AU - Cao, Yang AU - Boadi, Richard AU - Brodie, Stefanie AU - Mostaan, Kia AU - Georgia Tech Research Corporation AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Effective Utilization of Disadvantaged Business Enterprises (DBE) in Alternative Delivery Projects: Strategies and Resources to Support the Achievement of DBE Goals PY - 2016/04//Final Report SP - 115p AB - This synthesis is a comprehensive review of the best knowledge and practices for stimulating effective utilization of Disadvantaged Business Enterprises (DBE) in the procurement and execution of transportation projects, using design-build and other alternative delivery methods. The study also identifies ways in which the Georgia Department of Transportation’s (GDOT) Disadvantaged Business Enterprise (DBE) program can be enhanced and provides recommendations on effective practices for involving DBEs in Design-Build (DB) and other alternative delivery projects. This is done by conducting a cradle-to-grave review of DBE involvement in DB and other alternative project delivery systems, and synthesizing existing best practice strategies in State Departments of Transportation (DOTs). The research team identified three main challenges: (1) Identifying and communicating pre-award opportunities, (2) Diversifying DBE opportunities, and (3) Achieving the desired behavior in order to attain program goals. Eight recommendations along with targeted companion strategies were made to address these challenges and strengthen the agency’s existing DBE program including the following: developing an interactive web-based database; setting sub goals in contracts; ensuring monitoring and compliance; enhancing communication between DBE staff and project planners; encouraging unbundling of work packages in DB manual; and using explicit language in project documents. KW - Best practices KW - Case studies KW - Construction projects KW - Design build KW - Disadvantaged business enterprises KW - Georgia Department of Transportation KW - Project delivery KW - Recommendations KW - State departments of transportation KW - Surveys UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/14-42.pdf UR - https://trid.trb.org/view/1403256 ER - TY - RPRT AN - 01596002 AU - Nodine, Emily AU - Lam, Andy AU - Yanagisawa, Mikio AU - Najm, Wassim AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - Naturalistic Study of Truck Following Behavior PY - 2016/04//Final Report SP - 91p AB - Volpe conducted the Naturalistic study of truck following behavior to gain a better understanding of how trucks follow other vehicles in the real world, with the ultimate goal of supporting the Federal Highway Administration in the development of automated truck platooning applications. Using two naturalistic heavy truck data sets collected from previous related research, Volpe quantified heavy truck following behavior in the following categories: how closely trucks follow other vehicles on freeways, how following behavior varies by road condition, weather and visibility, following distances at which cut-in events occur, and the safety impact of different headways. Key results from this 2015 study showed tractor trailer trucks follow passenger cars at shorter distances and headways than they follow heavy trucks at distances under 60 mph, but follow other heavy vehicles at shorter distances and headways at speeds greater than 60 mph; truck drivers generally follow other vehicles at much shorter headways (around 2 seconds) than are recommended in Commercial Driver License (CDL) driver handbooks; vehicles rarely cut-in between two trucks who are following at a distance of 40 m or less; and crash risk increases considerably when trucks follow other vehicles at headways of less than 1 s. KW - Behavior KW - Car following KW - Following distance KW - Headways KW - Heavy duty trucks KW - Highway safety KW - Naturalistic studies KW - Tractor trailer combinations KW - Traffic platooning KW - Truck drivers KW - Truck following UR - http://ntl.bts.gov/lib/56000/56800/56891/Truck_Platooning_Final_Report_Publication_Update.pdf UR - https://trid.trb.org/view/1400024 ER - TY - ABST AN - 01594550 TI - Research for AASHTO Standing Committee on Highways. Task 373. Utility Coordination Best Practices for Design-Build and Alternative Contracting Projects AB - While traditional Design-Bid-Build contracting continues to be the most common means of project development and delivery for public transportation construction projects, many states are using alternative contracting methods, or are considering them. Alternative contracting methods such as Design-Build, Cost-Plus Time, Lane Rental, and the Construction Management/General Contractor (CM/GC) are being used more often for varied reasons such as: expediting project execution, fostering innovation, minimizing impacts to traffic flow, and better delivery coordination. Utility coordination is an element of both project development and delivery and can be fundamentally influenced by the contracting method used. Despite this influence, little research exists that defines the impacts of alternative contracting methods on utility coordination, nor the recommended best practices for incorporating utility coordination into the various alternative contracting methods. The objective of this research is to develop proposed American Association of State Highway and Transportation Officials (AASHTO) best practices guidance for the execution of utility coordination in various types of alternative contracting methods in public transportation construction projects, including specific task assignments of responsibility based on the type of contracting method and means of project execution. Task 1. Conduct a literature review of relevant domestic research, guidelines, and current practices to identify and describe current alternative contracting methods, and identify elements of utility coordination that may be impacted such methods. Focus best practices data gathering on these elements. Submit a survey plan for Task 2, including questions and participants, to National Cooperative Highway Research Program (NCHRP) for review and approval prior to distribution. Task 2. Conduct the approved survey of all states to identify and document the following: (1) what alternative contracting methods have been used; (2) how the assignment of utility coordination tasks were impacted; (3) how the utility coordination process was impacted; (4) how the alternative contracting methods impacted the proposal and selection process; and (5) what were the successes and challenges in their use. Task 3. Identify states that have progressive bid procedures and describe their features, including similarities and differences among state approaches, and identify issues that need further research. Task 4. Prepare an interim report that summarizes the results of Tasks 1 through 3. Prepare an outline of the proposed guidance, including discussion of the contents and intent. Task 5. Prepare draft AASHTO best practices guidance for the execution of utility coordination in various types of alternative contracting methods in public transportation construction projects, including specific task assignments of responsibility based on the type of contracting method and means of project execution. Task 6. Revise the draft AASHTO best practices guidance submitted in Task 5 based on NCHRP project panel comments. Task 7. Present the recommended AASHTO best practices guidance to the AASHTO Subcommittee on Right of Way, Utilities, and Outdoor Advertising Control Task 8. Prepare the final deliverables that include: (1) a final report documenting the entire research effort and (2) the AASHTO best practices guidance for the execution of utility coordination in various types of alternative contracting methods in public transportation construction projects, including specific task assignments of responsibility based on the type of contracting method and means of project execution. KW - Alternatives analysis KW - American Association of State Highway and Transportation Officials KW - Best practices KW - Construction projects KW - Contracting KW - Coordination KW - Design build KW - Project delivery KW - Public transit KW - Public utilities UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3919 UR - https://trid.trb.org/view/1401997 ER - TY - RPRT AN - 01603595 AU - Rosenbaugh, Scott K AU - Bielenberg, Robert W AU - Lingenfelter, Jessica L AU - Faller, Ronald K AU - Reid, John D AU - Lechtenberg, Karla A AU - Midwest Roadside Safety Facility AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Cable-to-Post Attachments for Use in Non-Proprietary High-Tension Cable Median Barrier – Phase III PY - 2016/03/24/Final Report SP - 122p AB - The objective of this study was to reevaluate and improve the existing cable-to-post attachment hardware that is utilized in the non-proprietary cable barrier being developed at the Midwest Roadside Safety Facility (MwRSF). The study focused on redesigning the bolted, tabbed bracket (V10) to eliminate the bolt, reduce the number of components per bracket, eliminate the need for tools during installation, and reduce the number of small parts. Three attachment concepts were selected for evaluation through dynamic testing: (1) the key plate attachment; (2) the wire lock pin attachment; and (3) the pinned back attachment. Each attachment prototype was subjected to two vertical and two lateral dynamic component tests to evaluate the release loads and fracture mechanisms of the brackets. Test results were compared to previous tests on the bolted tabbed bracket (V10). None of the three bracket attachment designs were found to satisfy all of the design criteria for an alternative bracket. The lack of fixity in the connection between the brackets and the post led to a variable position of the tabs within the keyway which frequently caused unsatisfactory release loads. Therefore, none of the three alternative attachment brackets were recommended for use within the prototype non-proprietary cable barrier. KW - Brackets KW - Cables KW - Design KW - Evaluation KW - Highway safety KW - Load tests KW - Median barriers KW - Posts KW - Prototype tests UR - http://www.transportation.nebraska.gov/mat-n-tests/pdfs-docs/ARLinks/TRP-03-323-16.pdf UR - https://trid.trb.org/view/1411143 ER - TY - ABST AN - 01607473 TI - Development of Load and Resistance Factor Design Procedures for Driven Piles on Soft Rocks in Wyoming AB - The overall goal of the proposed research project is to develop locally calibrated load and resistance factor design (LRFD) procedures (i.e., design methodologies and resistance factors) for driven piles on soft rocks in Wyoming. Recognizing the design and construction challenges of piles driven on soft rocks, the research project is proposed to accomplish the following objectives: (1) to advance the knowledge of design and construction of piles driven on soft rocks; (2) to alleviate the aforementioned design and construction challenges; and (3) to advance the current state of practice pertaining to the design and construction of piles on soft rocks in Wyoming. KW - Calibration KW - Load and resistance factor design KW - Load factor KW - Pile driving KW - Piles (Supports) KW - Soft soils KW - State of the practice KW - Wyoming UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/RS06216%20Load%20and%20Resistance%20Factor%20Piles.pdf UR - https://trid.trb.org/view/1419120 ER - TY - ABST AN - 01594561 TI - Evaluation of Low Cost Safety Improvements AB - The goal of this research is to develop reliable estimates of the effectiveness of the safety improvements that are identified as strategies in the National Cooperative Highway Research Program (NCHRP) Report 500 Guides. These estimates are determined by conducting scientifically rigorous before-after evaluations at sites in the U.S. where these strategies are being implemented. KW - Before and after studies KW - Countermeasures KW - Evaluation and assessment KW - Highway safety KW - Improvements KW - Measures of effectiveness KW - United States UR - http://www.pooledfund.org/Details/Study/332 UR - https://trid.trb.org/view/1401711 ER - TY - ABST AN - 01594341 TI - TRB Core Program Services for a Highway RD&T Program - FFY 2016 (TRB FY 2017) AB - To provide a mechanism for State transportation departments to support the the Transportation Research Board's (TRB's) Core Program and Services. KW - Financing KW - Highways KW - Research KW - State departments of transportation KW - Transportation Research Board UR - http://www.pooledfund.org/Details/Study/591 UR - https://trid.trb.org/view/1401703 ER - TY - ABST AN - 01594340 TI - Roadside Safety Research for MASH Implementation AB - The objective of the Roadside Safety Pooled Fund Program is to provide a cooperative approach to conducting research on roadside safety hardware. Emphasis will be placed on assisting State Departments of Transportation (DOTs) with their implementation of Manual for Assessing Safety Hardware (MASH) and addressing other roadside safety needs of common interest. Another objective of this pooled fund research to provide each participating state an opportunity to send a representative to an annual meeting to collaborate with other state DOT safety engineers to assess best practices, new regulatory issues, risk management strategies, and other matters pertaining to roadside safety. Participation in this meeting is funded through the state's annual program contribution. KW - AASHTO Manual for Assessing Safety Hardware KW - Best practices KW - Cooperation KW - Highway safety KW - Implementation KW - Manuals KW - Risk management KW - Roadside hazards KW - State departments of transportation UR - http://www.pooledfund.org/Details/Study/592 UR - https://trid.trb.org/view/1401702 ER - TY - ABST AN - 01592679 TI - Laboratory Performance of Liquid Anti-Stripping Agents in Asphalt Mixtures used in South Carolina AB - The main objectives of this research project are to a) evaluate the use of liquid anti-strip additives (LASAs) in high-volume PG 64-22 asphalt mixtures typically used in various parts of the state; and b) determine the recommended dosage rate of the LASAs in various mixtures. A secondary objective includes a comparison of the laboratory performance of these LASA mixtures to the laboratory performance of mixtures containing hydrated lime. Results of this study will show how different anti stripping products, including hydrated lime and LASA, are performing in everyday South Carolina Department of Transportation (SCDOT) mixtures. The results will also determine if the Department should permit LASA in other mix types such as high volume traffic mixes. This additional usage of LASA could be a cost benefit to the Department through reduced mixture production costs as realized through decreased material costs, reduced costs in setting up new asphalt plants without having to purchase additional lime equipment, and eliminating maintenance costs associated with hydrated lime storage and usage. KW - Additives KW - Asphalt mixtures KW - High volume roads KW - Hydrates KW - Laboratory tests KW - Lime fly ash KW - Liquids KW - South Carolina KW - South Carolina Department of Transportation KW - Stripping (Pavements) KW - Traffic volume UR - http://www.scdot.scltap.org/projects/current/ UR - https://trid.trb.org/view/1400295 ER - TY - RPRT AN - 01608538 AU - Fijalkowski, Jared AU - Thomas, Anthony AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - Health in Transportation Working Group 2015 Annual Report PY - 2016/03/14/Final Report SP - 16p AB - The Health in Transportation Working Group 2015 Annual Report provides an overview of the Working Group’s activities and accomplishments in 2015, summarizes other U.S. Department of Transportation (U.S. DOT) health-related accomplishments, and documents its progress toward the recommendations laid out in the 2014 Annual Report. The report also offers recommendations based on the Working Group’s self-assessment KW - Annual reports KW - Evaluation and assessment KW - Health KW - Health in Transportation Working Group KW - Recommendations KW - Transportation planning KW - U.S. Department of Transportation UR - http://ntl.bts.gov/lib/59000/59300/59387/DOT-VNTSC-FHWA-16-17.pdf UR - https://trid.trb.org/view/1417888 ER - TY - RPRT AN - 01605604 AU - Gopalakrishna, Deepak AU - Garcia, Vince AU - Ragan, Ali AU - English, Tony AU - Zumpf, Shane AU - Young, Rhonda AU - Ahmed, Mohamed AU - Kitchener, Fred AU - Serulle, Nayel Ureña AU - Hsu, Eva AU - ICF International AU - Wyoming Department of Transportation AU - Trihydro Corporation AU - McFarland Management, LLC AU - University of Wyoming, Laramie AU - Federal Highway Administration AU - Department of Transportation TI - Connected Vehicle Pilot Deployment Program Phase 1, Security Management Operational Concept – ICF/Wyoming PY - 2016/03/14/Final Report SP - 71p AB - The Wyoming Department of Transportation’s (WYDOT) Connected Vehicle (CV) Pilot Deployment Program is intended to develop a suite of applications that utilize vehicle to infrastructure (V2I) and vehicle to vehicle (V2V) communication technology to reduce the impact of adverse weather on truck travel in the I-80 corridor. These applications support a flexible range of services from advisories, roadside alerts, parking notifications and dynamic travel guidance. Information from these applications are made available directly to the equipped fleets or through data connections to fleet management centers (who will then communicate it to their trucks using their own systems). The pilot will be conducted in three Phases. Phase I includes the planning for the CV pilot including the concept of operations development. Phase II is the design, development, and testing phase. Phase III includes a real-world demonstration of the applications developed as part of this pilot. This document presents the Security Management Operating Concept. This document provides guidance material and operating concept in regards to security and privacy for the ICF/Wyoming Deployment Pilot. The document is presented based on identifying the impacts of security breaches regarding confidentiality, integrity, and availability along with the potential threats. Additional security analyses are included to cover V2V security, the Security Credential Management System (SCMS), and CV application security needs. Major challenges such as SCMS integration and security for a complex system of systems are described. KW - Advanced traveler information systems KW - Computer security KW - Mobile communication systems KW - Pilot studies KW - Privacy KW - Risk assessment KW - Security KW - Technological innovations KW - Truck traffic KW - Trucking safety KW - Weather conditions KW - Wyoming Department of Transportation UR - http://ntl.bts.gov/lib/59000/59200/59237/FHWA-JPO-16-288.pdf UR - https://trid.trb.org/view/1415697 ER - TY - RPRT AN - 01608673 AU - Campbell, Robert AU - Alexiadis, Vassili AU - Krechmer, Daniel AU - Cambridge Systematics, Incorporated AU - Department of Transportation AU - Federal Highway Administration TI - Connected Vehicle Impacts on Transportation Planning: Analysis of the Need for New and Enhanced Analysis Tools, Techniques and Data—Briefing for Traffic Simulation Models PY - 2016/03/11/Final Report SP - 33p AB - The principal objective of this project, “Connected Vehicle Impacts on Transportation Planning,” is to comprehensively assess how connected vehicles should be considered across the range of transportation planning processes and products developed by states, Metropolitan Planning Organizations (MPOs), and local agencies throughout the country. The purpose of this memorandum is to provide a summary of a larger report that identified the need generated by Connected and Automated vehicle (C/AV) technology for new or enhanced tools, techniques, and data to support various C/AV planning activities and approaches for how to meet those needs. It focused on identifying enhancements to existing transportation analysis data and tools used in transportation planning that will be needed to extend those tools to accommodate C/AV impacts and outcomes in the future. This report focuses on the research and activities that will need to take place in order to adapt existing transportation models for use in analyzing Automated and Connected Vehicles. This report includes a summary of existing data, tools and products currently used in transportation planning processes. The next area includes an evaluation of the suitability of existing simulation models for C/AV analysis with respect to input/output interfaces, usability, modeling features and calibration requirements. Following is a gap analysis that identifies the limitations of current simulation models for use in analysis of C/AV technologies. The results show that simulation models used in traditional transportation planning, analysis and design would potentially be modified or overhauled to accommodate analyses of connected vehicle applications and technology. The ability to incorporate data provided through Connected and Automated vehicle demonstration projects will be especially important in these modifications. Finally a roadmap/research plan is provided that summarizes research topics to target these needs and gaps, identifies which agency would be best suited for addressing these needs, establishes priority levels for each topic and a draft schedule, and discusses the expected availability of potential data sources to inform those topics. KW - Analysis KW - Calibration KW - Data collection KW - Intelligent vehicles KW - Mobile communication systems KW - Traffic simulation KW - Transportation planning UR - http://ntl.bts.gov/lib/59000/59200/59249/FHWA-JPO-16-412.pdf UR - https://trid.trb.org/view/1418790 ER - TY - ABST AN - 01625526 TI - Structural Health Monitoring of Highway Bridges Subjected to Overweight Vehicles, Phase II, Field Deployment AB - The preliminary research in Phase I of the project demonstrated that the Fiber Bragg Grating (FBG) based sensor for the Structural Health Monitoring (SHM) System is a viable concept with the potential to be implemented and provide valuable data on bridge performance. In Phase II of the project, the FBG-based SHM system will be deployed and operated in the field. The overarching objective of the proposed project is to establish a proven basis for optical-fiber sensor SHM systems on highway bridges with a focus on bridges that may be subjected to overweight vehicles. The proposed SHM system, when completed, is expected to improve the ability of bridge engineers to understand and predict traffic load behavior and bridge load capacity. KW - Bearing capacity KW - Bridge construction KW - Bridge design KW - Overweight loads KW - Structural health monitoring KW - Traffic loads UR - https://trid.trb.org/view/1450328 ER - TY - RPRT AN - 01619967 AU - Padfield, Jon AU - Boehm, Ted AU - Handy, Jim AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - INDOT-JTRP LPA Process Improvement SN - 9781622604289 PY - 2016/03//Final Report SP - 37p AB - The Indiana Department of Transportation (INDOT) administers the INDOT Local Public Agency Program (LPA Program) to provide funds to local public agencies for transportation related improvement projects. The funds distributed through this program are federal funds and they are provided on a reimbursement basis (i.e., LPAs spend their own money on project related expenses then submit an LPA invoice-voucher for reimbursement). LPAs typically receive 80% reimbursement of allowable expenses. This project ran concurrent with a number of changes already taking place within INDOT to improve the LPA Program. The purpose of this project was to take a systematic look at all the factors impacting the overall length of projects and to find additional recommendations to shorten the time from Call for Projects to Letting. In addition, the project also collected feedback from numerous stakeholders around Indiana in an attempt to get an early indication on the effectiveness of changes already underway within the LPA Program. During the initial phase of this project, a series of people with first hand LPA experience were interviewed about specific “good projects” (ones that finished on time or nearly on time) and “bad projects” (ones that were cancelled or finished well beyond their originally scheduled completion date). Following those initial interviews, a series of interviews were scheduled with LPA stakeholders around the state to look for common themes, “pain points,” and improvement ideas. This report documents those common themes and lists a series of recommendations to address the pain points shared by the stakeholders. The recommendations are a combination of many ideas suggested by the people interviewed as a part of this project and discussions of “pain points” analyzed by the interviewers, principal investigator, business owner, and project advisor. KW - Administration KW - Federal funds KW - Financing KW - Indiana KW - Indiana Department of Transportation KW - Local agencies KW - Recommendations KW - Reimbursement KW - Stakeholders KW - Transportation improvement projects UR - http://dx.doi.org/10.5703/1288284316351 UR - http://ntl.bts.gov/lib/60000/60500/60551/viewcontent.cgi_article_3129_context_jtrp.pdf UR - https://trid.trb.org/view/1440066 ER - TY - RPRT AN - 01618821 AU - Whelton, Andrew J AU - Gill, Jeffrey AU - Song, Li AU - Froderman, Bryce AU - Teimouri, Mahboobeh AU - Cai, Hua AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Lack of Data for Predicting Storm Water Pollutant Removal by Post-Construction Best Management Practices SN - 9781622604210 PY - 2016/03//Final Report SP - 40p AB - The project objective was to conduct a detailed literature review of storm water pollutants and mitigation technologies and synthesize the information so that the Indiana Department of Transportation (INDOT) can implement project results into standards. Because it is a municipal separate storm sewer system (MS4), INDOT is required to minimize storm water pollution. A literature review was carried-out to gauge pollutants examined by other transportation agencies, the pollutant’s relevance to Indiana roadways, and the effectiveness of storm water pollution minimization best management practices (BMP). A cost benefit analysis was also conducted for a few BMP devices used in Indiana. Results showed that a variety of databases contained BMP testing studies and the same type of BMP may not perform similarly at different sites. Some BMPs can also generate pollutants. Very little BMP design, cost, and performance data were obtained during this study from INDOT and municipalities contacted due to the organizations being unable to access it. Manufacturer self-reported BMP device performance data found was not corroborated by independent device testing data. Reliance on manufacturer reported data greatly overestimated the device’s cost benefit; field validated device performance data are needed. Based on project results INDOT should consider (1) establishing agency-wide procedures to begin collecting pertinent storm water BMP information from ongoing and planned projects, (2) surveying which and how many BMPs are under INDOT control, (3) applying caution when estimating BMP performance based on manufacturer reported data or BMP performance data from other parts of the U.S., (4) conducting a field investigation to determine pollutant removal effectiveness for select BMPs. KW - Benefit cost analysis KW - Best practices KW - Construction sites KW - Indiana KW - Indiana Department of Transportation KW - Literature reviews KW - Pollutants KW - Runoff KW - Water quality management UR - http://dx.doi.org/10.5703/1288284316332 UR - http://ntl.bts.gov/lib/60000/60500/60530/viewcontent.cgi.pdf UR - https://trid.trb.org/view/1436767 ER - TY - RPRT AN - 01617698 AU - Zou, Yaotian AU - Tarko, Andrew P AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Performance Assessment of Road Barriers in Indiana SN - 9781622604104 PY - 2016/03//Final Report SP - 82p AB - Road barriers have been used as an effective countermeasure to prevent exposure of errant vehicles to both vehicles travelling in the opposite direction and to roadside hazards. The objective of this study was to evaluate the in-service safety performance of three types of road barriers (concrete barriers, steel W-beam guardrails, and high-tension cable barriers) in Indiana using cross-sectional analysis based on crash data. The quantitative evaluation was comprised of three components: 1) the effect of the road, barrier scenarios, and traffic on the barrier-relevant (BR) crash frequency, 2) the effect of the road and the barrier scenarios on the BR harmful events, and 3) the effect of the BR events and other conditions on the injury outcomes. The introduction of the BR harmful events linked the crash onset with its outcome. The three developed statistical models were connected through their inputs-outputs and followed the sequence of various BR events during the BR crash. This improvement allowed a more comprehensive and insightful analysis of the barriers’ safety effects and a more efficient use of data. The injury outcomes were estimated for all the individuals in a crash rather than for the most severe outcome of a crash. Further improvement of the cost estimates was accomplished by utilizing hospital data. For median barriers, this study found that the total number of BR crashes was higher with the use of median barriers, mostly due to the introduction of collisions with barriers and an increase in the collisions after redirecting vehicles back to traffic. These undesirable effects of barriers were surpassed by the positive results of reducing hazardous events such as cross-median crashes, rollover events, and collisions with roadside hazards, which substantially reduced the number of severe injuries and fatalities. The average (unit) crash costs were estimated for roads without barriers and for roads with various barrier scenarios. The crash costs were reduced by 50% where cable barriers were in medians wider than 50 feet and where concrete barriers or guardrails were in medians less than or equal to 50 feet wide. Roadside barriers (guardrails) reduced the unit crash costs by 20% to 30%. Median cable barriers were found to be the most effective among all the studied barriers due to the smallest increase in the crash frequency and least severe injuries in barrier-relevant crashes. A cable barrier’s offset to the travelled way was also investigated in this study. When considering vehicles moving in one direction, the nearside cable barriers installed at an offset less than or equal to 30 feet performed better than far-side cable barriers with a larger offsets thanks to the better protection they provide for vehicles against rollovers in the median and impact with the median drain. Consequently, the biggest safety benefit can be expected where cables barriers are installed in the median at both edges. The results were implemented through a set of crash modification factors and unit crash costs estimated for 51 road-barrier scenarios. An implementation procedure is provided to quantify the crash costs and the safety benefits for these scenarios. KW - Barriers (Roads) KW - Costs KW - Crash rates KW - Evaluation KW - Guardrails KW - Highway safety KW - Indiana KW - Injury severity KW - Lane closure KW - Medians KW - Performance measurement KW - Statistical analysis UR - http://dx.doi.org/10.5703/1288284316335 UR - https://trid.trb.org/view/1434923 ER - TY - RPRT AN - 01616939 AU - Behnood, Ali AU - Shah, Ayesha AU - McDaniel, Rebecca S AU - Olek, Jan AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Analysis of the Multiple Stress Creep Recovery Asphalt Binder Test and Specifications for Use in Indiana SN - 9781622603930 PY - 2016/03//Final Report SP - 49p AB - The Superpave specifications and equipment, introduced in 1993, represented a major advancement with respect to offering a better understanding of the behavior and characteristics of asphalt binders based on their rheological properties. However, the Superpave high-temperature test protocol has been shown to be inadequate for characterizing the high-temperature behavior (rutting resistance) of asphalt binders, particularly polymer modified ones. Recently, a specification based on the Multiple Stress Creep Recovery (MSCR) test has been proposed to address the shortcomings of the Superpave high-temperature binder specifications. This study aims to investigate the merits of implementing the MSCR test and specification as a replacement for the conventional high-temperature testing in the Performance Graded (PG) system. A statistical analysis was conducted on a dataset from Indiana Department of Transportation (INDOT) to see how MSCR and PG procedures differ in grading different binders used in the state. In addition, an experimental study was conducted using seventeen different modified and unmodified binders. In addition to binder tests, seven of the binders were selected to conduct asphalt mixture tests such as dynamic modulus and flow number. The results confirm that the MSCR test is a suitable replacement for the current PG high temperature test since it provides a better tool to rank modified asphalt binders as well as unmodified ones. That is, creep compliance from the MSCR test more fundamentally represents binder behavior at high temperatures compared to the PG rutting parameter. In addition, the very simplified approach, known as grade-bumping, used in the current PG system to account for high traffic levels and low speed limits can be eliminated when using the MSCR test. The MSCR test also provides a better coefficient of correlation (at both stress levels) with flow number test results than the PG rutting parameter, again indicating that it more accurately reflects binder performance at high temperatures. KW - Bituminous binders KW - High temperature KW - Indiana KW - Relaxation (Mechanics) KW - Rutting KW - Specifications KW - Statistical analysis KW - Superpave KW - Test procedures UR - http://dx.doi.org/10.5703/1288284316330 UR - http://ntl.bts.gov/lib/60000/60300/60369/viewcontent.cgi_article_3141_context_jtrp.pdf UR - https://trid.trb.org/view/1428801 ER - TY - RPRT AN - 01616938 AU - Strauss, Rachel AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - Gulf Regional Planning Commission Scenario Planning Workshop PY - 2016/03//Final Report SP - 28p AB - This report summarizes noteworthy practices shared during a scenario planning workshop, hosted by the Gulf Regional Planning Commission (GRPC), on March 15-16, 2016, in Biloxi, Mississippi. The Federal Highway Administration (FHWA) sponsored this event as part of its Scenario Planning Program and in connection with the Transportation Planning Capacity Building Program jointly run by FHWA and the Federal Transit Administration. The workshop introduced the topic of scenario planning to GRPC partners and representatives from local, State, and Federal agencies, and provided an opportunity for GRPC to collect feedback on next steps for using scenario planning to better inform its planning process and leverage existing scenario planning resources and applications. Peer experts participated in the workshop from the Florida Department of Transportation, Pikes Peak Area Council of Governments, and Wilmington Area Planning Council. KW - Best practices KW - Florida Department of Transportation KW - Forecasting KW - Gulf Regional Planning Commission KW - Pikes Peak Area Council of Governments KW - Regional planning KW - Transportation planning KW - Wilmington Area Planning Council KW - Workshops UR - http://ntl.bts.gov/lib/60000/60100/60126/Gulf_regional_planning_commission.pdf UR - https://trid.trb.org/view/1428260 ER - TY - RPRT AN - 01614868 AU - Kuciemba, Stephen AU - Swindler, Kathleen AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Transportation Management Center Video Recording and Archiving Best General Practices PY - 2016/03//Final Report SP - 118p AB - Closed-circuit television (CCTV) cameras are an important tool for transportation agencies who rely on them for incident verification, response preparation, traffic management awareness, special events, weather conditions, and much more. In some instances, these agencies have considered recording all or some of the video feeds—and in many instances agencies are sharing video with other transportation and law enforcement agencies. This report presents a cross section of how different agencies are addressing video recording and sharing topics— drawn from a literature review, online inquiry, interviews, and expert input. Since State and local regulatory, policy, operational, and fiscal environments differ (in some cases quite significantly) it is a challenge to identify one-size-fits-all best practices. Therefore this report presents best general practices for Transportation Management Center (TMC) leaders to consider and in some instances recognizes that several different practices might apply (specific to the needs of an agency or organization). KW - Best practices KW - Case studies KW - Data sharing KW - Literature reviews KW - Policy, legislation and regulation KW - Recording KW - Traffic control centers KW - Transportation departments KW - Video cameras UR - http://www.ops.fhwa.dot.gov/publications/fhwahop16033/fhwahop16033.pdf UR - https://trid.trb.org/view/1426165 ER - TY - RPRT AN - 01608700 AU - Swisher, Myron AU - O-Donnell, Cara AU - Symoun, Jennifer AU - Lambert, Julie AU - Leidos AU - Federal Highway Administration TI - Congestion Pricing – A PRIMER: EFFECTIVE APPROACHES TO STREAMLINING BACK OFFICE OPERATIONS PY - 2016/03 SP - 52p AB - While project managers for congestion pricing strategies and systems are focused on traffic management, technology, toll rates, and design, other critical issues related to operations, policy, and rapidly changing technology tend to arise. In this primer, these challenges are collectively referred to as “Back Office Issues” as they impact operations that are behind the scenes in the “back office.” The following eight such topic areas are discussed in detail in this primer: Policy Decisions Drive Business Rules, Interoperability, Back Office Efficiency, Enforcement, Data Analysis and Warehouse, Transparency, Privacy, and Private Sector Involvement. The primer also includes complete case studies for each topic area describing experiences of implementing agencies. The reader is encouraged to identify elements of the case studies that are similar to what his/her agency may be dealing with on local congestion pricing projects. KW - Case studies KW - Congestion pricing KW - Data analysis KW - Decision making KW - Implementation KW - Interoperability KW - Policy KW - Privacy KW - Private enterprise UR - http://www.ops.fhwa.dot.gov/publications/fhwahop15037/fhwahop15037.pdf UR - https://trid.trb.org/view/1417653 ER - TY - RPRT AN - 01608672 AU - Cambridge Systematics, Incorporated AU - WSP | Parsons Brinckerhoff AU - I-95 Corridor Coalition AU - Federal Highway Administration TI - Freight Performance Measurement: Measuring the Performance of Supply Chains across Multistate Jurisdictions PY - 2016/03//White Paper SP - 74p AB - The objective of this study was to show that supply chain performance measurement could be applied—in practice as well as in principle—to a broad range of industries and supply chains and produce information to inform public sector investment in freight transportation systems. To this end, the research used a case study approach, measuring the performance of representative supply chains serving five different industries: retail, automobile manufacturing, food products, agriculture, and electronics. The case studies were selected to cover the major U.S. regions and profile supply chains of different lengths and modes. They focused on the domestic portion of the supply chains, measuring freight movement along highways and rail lines and through ports, but not the time spent within private-sector warehousing or distribution facilities. The case studies were used to determine if performance measures and metrics that are common across supply chains—travel time, travel-time reliability, cost, safety and risk—were reasonably available and cost-effective for public sector use. The study concluded that it is feasible and practical to map representative supply chains and measure their high-level performance. KW - Agricultural industry KW - Automobile industry KW - Case studies KW - Costs KW - Electronics industry KW - Food industry KW - Freight traffic KW - Freight transportation KW - Performance measurement KW - Retail trade KW - Supply chain management KW - Travel time KW - United States UR - http://i95coalition.org/wp-content/uploads/2016/03/FR1_I95CC_Freight_Performance_Measurement_White_Paper_Final-20160314.pdf?dd650d UR - https://trid.trb.org/view/1402197 ER - TY - RPRT AN - 01605785 AU - National Center for Safe Routes to School AU - Federal Highway Administration TI - Advancing Safe Walking and Bicycling for Youth: Approaches from the Federal Safe Routes to School Program that Support Broad Safety Benefits for Youth PY - 2016/03 SP - 12p AB - The report "Creating Healthier Generations, A Look at the 10 Years of the Federal Safe Routes to School Program" (ten-year report), prepared by the National Center, documents that much progress has been made in increasing walking and bicycling to school while improving safety. Using the rich data and case studies made possible by the State Safe Routes to School (SRTS) Coordinators and local SRTS practitioners, the ten-year report highlights the many successes of the Federal SRTS Program and examines how the strategies can be applied to the broader benefits of making walking and bicycling safer for all youth. While celebrating the Program’s accomplishments, it is also important to plan for the work that lies ahead. Today, most schoolchildren still do not walk and bicycle to school and in other places children must walk, but do so in unsafe conditions. Broadening the lens further, communities continue to prioritize the movement of vehicles over the safe travel of all road users—whether those are people walking, bicycling, using transit or motor vehicles. There is an urgent need to use the achievements and strategies that have benefited from use in Safe Routes to School programs, to do a better job serving children and youth as they move throughout their communities to parks, friends’ homes, sports venues and other places. Many communities agree that children are the heart of their communities’ futures and now is the time to take action towards that commitment. Using the findings of the ten-year report with input from the State SRTS Coordinators and participants of the Roundtable on Safe Routes to School: Ten Years of Progress, held in October 2015 at the US Department of Transportation (DOT) headquarters, this report offers five ways that SRTS strategies can be used to improve safety beyond the trip to school. KW - Bicycling KW - Children KW - Pedestrian safety KW - Safe Routes to School (Program) KW - Strategic planning KW - United States KW - Walking UR - http://saferoutesinfo.org/sites/default/files/VisionZero_final.pdf UR - https://trid.trb.org/view/1415852 ER - TY - RPRT AN - 01605776 AU - Ban, Xuegang (Jeff) AU - Wojotowicz, Jeffrey AU - Li, Wan AU - Rensselaer Polytechnic Institute AU - New York State Energy Research and Development Authority AU - New York State Department of Transportation AU - Federal Highway Administration TI - Decision Making Tool for Applying Adaptive Traffic Control Systems PY - 2016/03//Final Report SP - 76p AB - Adaptive traffic signal control technologies have been increasingly deployed in real world situations. The objective of this project was to develop a decision-making tool to guide traffic engineers and decision-makers who must decide whether or not adaptive control is better suited for a given traffic corridor and/or intersections than the existing actuator control system. The decision-making tool contains a qualitative analysis method and a quantitative analysis method. The qualitative method is a decision tree that lists the critical factors that influence the decision. Traffic analysis on network performance and infrastructure analysis on the required resources could help make decisions step-by-step. The quantitative analysis method is based on big data analysis methods using a large amount of data from various sources such as detectors, 511 systems, weather, and special events. Regression models and support vector machines (SVM) were applied to distinguish “good” and “bad” signal performances, as well as adaptive and actuated control strategies. Results show satisfactory performances of the SVM methods, and a decision-making procedure was developed to guide the deployment of adaptive traffic control. KW - Adaptive control KW - Data analysis KW - Decision support systems KW - Decision trees KW - Performance measurement KW - Regression analysis KW - Traffic signal control systems UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-13-04%20Final%20Report_March%202016.pdf UR - https://trid.trb.org/view/1415856 ER - TY - RPRT AN - 01605759 AU - Riemer, Allison AU - Prozzi, Jolanda AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Texas Freight 2055 Roundtable PY - 2016/03//Final Report SP - 88p AB - What will an effective, efficient, and safe Texas freight transportation system look like four decades into the future? The Texas A&M Transportation Institute (TTI) and the Center for Transportation Research at the University of Texas at Austin identified trends that could impact businesses’ requirements for future freight transportation and conducted business interviews to gain an improved understanding of the envisioned future freight transportation system that will meet their business requirements. The study team also hosted a one day workshop to review the study findings and to discuss the role of the Texas Department of Transportation (TxDOT) in conducting proactive freight planning that will support the future growth of industry and ultimately of the Texas economy. The Freight 2055 Roundtable was held at the North Central Texas Council of Governments in Arlington on Wednesday, July 8, 2015. Participants included representatives from ports, rail, highways, cities, corporations, metropolitan planning organizations, logistics service providers, engineering and planning firms, consulting firms, and academia. Appendix A contains the Freight 2055 Roundtable invitation, Appendix B contains the Roundtable Agenda, Appendix C contains a one page summary that highlights the objectives of the study of which the Freight 2055 Roundtable discussion was a key component, Appendix D contains the Roundtable presentations, and Appendix E contains the group discussions. KW - Businesses KW - Economic growth KW - Forecasting KW - Freight traffic KW - Freight transportation KW - Texas KW - Texas Department of Transportation KW - Transportation planning KW - Workshops UR - http://ntl.bts.gov/lib/59000/59100/59190/0-6809-P3_final.pdf UR - https://trid.trb.org/view/1415763 ER - TY - RPRT AN - 01605757 AU - Myers, John J AU - Hernandez, Eli S AU - Alghazali, Hayder AU - Griffin, Alexander AU - Smith, Kaylea AU - Missouri University of Science and Technology, Rolla AU - Missouri Department of Transportation AU - Center for Transportation Infrastructure and Safety/NUTC program AU - Federal Highway Administration TI - Self-Consolidating Concrete (SCC) and High-Volume Fly Ash Concrete (HVFAC) for Infrastructure Elements: Implementation. Report B, Shear Behavior of High-Strength Self-Consolidating Concrete in NU Bridge Girders PY - 2016/03//Final Report SP - 203p AB - As the nation’s infrastructure continues to age, advanced concrete technologies have been developed to both reduce a structure’s costs and increase its life expectancy. Since the early 1990’s, self-consolidating concrete (SCC) has been one of these technologies. Many, however, have been reluctant to implement SCC in highway girders due to the mixture constituents. One of these concerns is the reduced content and size of the coarse aggregate. These differences in the concrete potentially hinder SCC’s mechanical properties and shear resistance. Additionally, for high strength concretes (HSC) with weaker aggregates, shear cracks tend to propagate through the coarse aggregate, reducing the aggregate interlock component of the shear resistance. This study aimed at assessing the web-shear strength both with and without web reinforcement of two precast-prestressed Nebraska University (NU) 53 girders fabricated with high strength self-consolidating concrete (HS-SCC). The results were compared to the American Concrete Institute (ACI) 318 (2011) and American Association of State Highway and Transportation Officials Load and Resistance Factor Design (AASHTO LRFD) (2012) code estimates, and a finite element model (FEM) package, Response 2000. ATENA Engineering, a finite element analysis (FEA) program, was also used to evaluate the qualitative results, specifically crack patterns and the effect of the coarse aggregate content and size. A prestressed concrete database was also constructed to assess the effect of the reduced coarse aggregate content on the shear capacity of HS-SCC in prestressed concrete members. The mechanical properties of the HS-SCC mix were also tested and compared to relevant empirical equations. The HS-SCC mix investigated in this study proves to be a viable cost-saving alternative for bridge superstructure elements. KW - AASHTO LRFD Bridge Design Specifications KW - Coarse aggregates KW - Cracking KW - Finite element method KW - Fly ash KW - Girders KW - Highway bridges KW - Implementation KW - Mechanical properties KW - Missouri KW - Precast concrete KW - Prestressed concrete KW - Self compacting concrete KW - Shear strength UR - https://library.modot.mo.gov/RDT/reports/TR201236/cmr16-011B.pdf UR - https://trid.trb.org/view/1415406 ER - TY - RPRT AN - 01605709 AU - Myers, John J AU - Hernandez, Eli S AU - Alghazali, Hayder AU - Griffin, Alexander AU - Smith, Kaylea AU - Missouri University of Science and Technology, Rolla AU - Missouri Department of Transportation AU - Center for Transportation Infrastructure and Safety/NUTC program AU - Federal Highway Administration TI - Self-Consolidating Concrete (SCC) and High-Volume Fly Ash Concrete (HVFAC) for Infrastructure Elements: Implementation. Report C, Implementation of HVFA Concrete from Laboratory Studies into Bridge Application PY - 2016/03//Final Report SP - 160p AB - This study was performed to examine the effects of cement replaced by high volumes of Class C fly-ash on durability characteristics of concrete up to 120 days. Specifically, this study investigates possibility of amending American Society for Testing and Materials (ASTM) to allow High Volume Fly-ash (HVFA) concrete to cure until later ages prior to testing instead of 28 days. Five mix designs were compared with varying fly-ash percentages from 0 to 70% (by total cementitious mass). No other additives were present in any of the five mix designs. Water to-cementitious ratio (w/cm) and total cementitious material remained constant as 0.40 and 750 pounds per cubic yard respectively. Both plastic concrete and hardened concrete properties were examined. The replacement of cement by fly-ash resulted in the concrete exhibiting adequate 28 day strength, stiffer moduli, lower chloride permeability, improved resistance to freezing and thawing, and improved abrasion resistance at 50% fly-ash replacement when compared to a baseline mix. At 70% fly-ash replacement, the concrete never reached equivalent properties to the other mixes. As the age and compressive strength of all mixes increased, so did the abrasion resistance and durability factor. Accelerated curing at 100°F (37.8°C), 130°F (54.4°C), and 160°F (71.1°C) proved to be detrimental to the concrete at all fly-ash levels, with higher temperatures causing increased damage. An increase in compressive strength was seen in the first few days prior to a decrease in compressive strength. KW - Compressive strength KW - Concrete curing KW - Durability KW - Fly ash KW - Highway bridges KW - Implementation KW - Laboratory studies KW - Missouri KW - Mix design KW - Self compacting concrete KW - Water cement ratio UR - https://library.modot.mo.gov/RDT/reports/TR201236/cmr16-011C.pdf UR - https://trid.trb.org/view/1415407 ER - TY - RPRT AN - 01605674 AU - Klim, Terry AU - Giragosian, Anna AU - Newton, Diane AU - Bedsole, Elisabeth AU - Leidos AU - DKS Associates AU - Federal Highway Administration TI - Integrated Corridor Management and Transit and Mobility on Demand PY - 2016/03 SP - 44p AB - This primer examines how both public transportation and mobility on demand (MOD) can be incorporated into an integrated corridor management (ICM) approach. It also defines the needs for including public transportation and MOD stakeholders in ICM. Additionally, it explores opportunities to effectively integrate transit and other emerging modes of public transportation on institutional, operational, and technical levels. Finally, it also identifies several major challenges to integration, along with potential solutions.The primer also provides real world examples of transit and MOD strategies and services incorporated within the ICM approach. KW - Demand responsive transportation KW - Integrated corridor management KW - Mobility KW - Public transit KW - Stakeholders UR - http://www.ops.fhwa.dot.gov/publications/fhwahop16036/fhwahop16036.pdf UR - https://trid.trb.org/view/1415730 ER - TY - RPRT AN - 01605670 AU - Myers, John J AU - Hernandez, Eli S AU - Alghazali, Hayder AU - Griffin, Alexander AU - Smith, Kaylea AU - Missouri University of Science and Technology, Rolla AU - Missouri Department of Transportation AU - Center for Transportation Infrastructure and Safety/NUTC program AU - Federal Highway Administration TI - Self-Consolidating Concrete (SCC) and High-Volume Fly Ash Concrete (HVFAC) for Infrastructure Elements: Implementation. Summary Report PY - 2016/03//Final Report SP - 44p AB - Because of its unique nature, self-consolidating concrete (SCC) has the potential to significantly reduce costs associated with transportation-related infrastructure, benefiting both Missouri Department of Transportation (MoDOT) and the residents of Missouri. SCC is a highly flowable, nonsegregating concrete that can be placed without any mechanical consolidation, and thus has the following advantages over conventional concrete: decreased labor and equipment costs during concrete placement, decreased potential for and costs to repair honeycombing and voids, increased production rates of precast and cast-in-place (CIP) elements, and improved finish and appearance of cast and free concrete surfaces. In addition to SCC, innovative materials, such as high-volume fly ash concrete (HVFAC), also provide a significant potential to produce more cost effective mix designs for CIP concrete. Since the 1930’s, fly ash – a pozzolanic material – has been used as a partial replacement of portland cement in concrete to improve the material’s strength and durability, while also limiting the amount of early heat generation. From an environmental perspective, replacing cement with fly ash reduces the concrete’s overall carbon footprint and diverts an industrial by-product from the solid waste stream (currently, about 40% of fly ash is reclaimed for beneficial reuse and 60% is disposed of in landfills). The objective of this research was to provide an implementation test bed and showcase for the use of sustainable and extended service life concrete. In this implementation study for Missouri Bridge A7957, a level of 50% fly ash to cement proportions was utilized as well as normal strength self-consolidating concrete (NS-SCC) and high-strength self-consolidating concrete (HS-SCC) in its primary carrying elements to showcase the use of these innovative materials. This study focused on monitoring the serviceability and structural performance, both short-term and long-term, of the bridge in an attempt to investigate the in-situ behavior of the NS-SCC, HS-SCC and also the HVFAC mixtures. Consequently, to compare and demonstrate the potential benefits and savings of using NS-SCC, HS-SCC and HVFAC in the first Missouri DOT large-scale bridge structure, this study undertook ten tasks including the following: Task 1: Pre-Construction Planning and Construction Coordination; Task 2: Development of Bridge Instrumentation Plan & Load Testing Plan (Bridge A7957); Task 3: Mix Design and Quality Control Procedures/Quality Assurance – Trial Mixes; Task 4: Shear Testing and Evaluation of HS-SCC Precast Nebraska University (NU) Girders; Task 5: Precast-Prestressed Plant Specimen Fabrication and Instrumentation; Task 6: Field Cast-In-Place Elements and Instrumentation; Task 7: Hardened Properties of Plant and Field Produced Concrete; Task 8: Bridge Load Testing and Monitoring/Evaluation of Experimental Load Testing Results; Task 9: Reporting/Technology Transfer; Task 10: Value to MoDOT and Stakeholders to Implementing SCC/HVFAC. The final report consists of a summary report and four technical reports. The findings, conclusions and recommendations of the study can be referenced within these reporting components. KW - Cast in place concrete KW - Costs KW - Fly ash KW - Highway bridges KW - Implementation KW - Load tests KW - Missouri KW - Mix design KW - Self compacting concrete KW - Serviceability KW - Shear tests KW - Structural analysis UR - https://library.modot.mo.gov/RDT/reports/TR201236/cmr16-011.pdf UR - https://trid.trb.org/view/1415404 ER - TY - RPRT AN - 01605641 AU - Myers, John J AU - Hernandez, Eli S AU - Alghazali, Hayder AU - Griffin, Alexander AU - Smith, Kaylea AU - Missouri University of Science and Technology, Rolla AU - Missouri Department of Transportation AU - Center for Transportation Infrastructure and Safety/NUTC program AU - Federal Highway Administration TI - Self-Consolidating Concrete (SCC) and High-Volume Fly Ash Concrete (HVFAC) for Infrastructure Elements: Implementation. Report A, Bridge A7957 Fabrication, Construction, and Early Age Properties Behavior of HS-SCC, SCC, HVFAC, and Conventional Concrete (CC) PY - 2016/03//Final Report SP - 217p AB - Because of its unique nature, self-consolidating concrete (SCC) has the potential to significantly reduce costs associated with transportation-related infrastructure, benefiting both Missouri Department of Transportation (MoDOT) and the residents of Missouri. SCC is a highly flowable, nonsegregating concrete that can be placed without any mechanical consolidation, and thus has the following advantages over conventional concrete: decreased labor and equipment costs during concrete placement, decreased potential for and costs to repair honeycombing and voids, increased production rates of precast and cast-in-place (CIP) elements, and improved finish and appearance of cast and free concrete surfaces. In addition to SCC, innovative materials, such as high volume fly ash concrete (HVFAC), also provide a significant potential to produce more cost effective mix designs for CIP concrete. Since the 1930’s, fly ash – a pozzolanic material – has been used as a partial replacement of portland cement in concrete to improve the material’s strength and durability, while also limiting the amount of early heat generation. From an environmental perspective, replacing cement with fly ash reduces the concrete’s overall carbon footprint and diverts an industrial by-product from the solid waste stream (currently, about 40% of fly ash is reclaimed for beneficial reuse and 60% is disposed of in landfills). The objective of this research is to provide an implementation test bed and showcase for the use of sustainable and extended service life concrete. In this implementation study for Missouri Bridge A7957, a level of 50% fly ash to cement proportions was utilized as well as normal strength self-consolidating concrete (NS-SCC) and high-strength self-consolidating concrete (HS-SCC) in the load carrying elements to showcase the use of these innovative materials. KW - Bridge construction KW - Cast in place concrete KW - Fly ash KW - Highway bridges KW - Implementation KW - Missouri KW - Mix design KW - Properties of materials KW - Self compacting concrete UR - https://library.modot.mo.gov/RDT/reports/TR201236/cmr16-011A.pdf UR - https://trid.trb.org/view/1415405 ER - TY - RPRT AN - 01605636 AU - Martin, Andrew AU - Wallace, Candice AU - Keathley, Valerie AU - Walton, Jennifer AU - Kentucky Transportation Center AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - CDL Workflow Study PY - 2016/03//Final Report SP - 54p AB - Kentucky uses federally funded, time-limited (FFTL) employees to handle some of the administrative work necessary to meet federal compliance standards for commercial driver’s licenses (CDLs). The Federal Motor Carrier Safety Administration (FMCSA) has decided not to continue funding FFTLs for these purposes, meaning that states will have to find other ways to meet CDL program requirements and maintain compliance. Given the potential ramifications of losing federal transportation and enforcement funding due to lack of compliance with federal standards, it is imperative that state lawmakers act to ensure Kentucky Transportation Cabinet (KYTC) has the resources to carry out its mandated functions. The study delineates federal and state CDL requirements, current workflow processes, surveys practices in other states, reports on the status of CDL workflow automation and develops three alternative funding mechanisms to stabilize program workflow while developers gather requirements for web-based applications to increase workflow efficiency. It also recommends other changes that would benefit KYTC, particularly the staff responsible for CDL program administration and compliance. KW - Alternatives analysis KW - Automation KW - Commercial drivers KW - Compliance KW - Driver licensing KW - Financing KW - Kentucky KW - Kentucky Transportation Cabinet KW - State of the practice KW - States KW - Workload UR - http://www.ktc.uky.edu/files/2016/06/KTC_16_06_SPR15_512_1F.pdf UR - https://trid.trb.org/view/1416968 ER - TY - RPRT AN - 01605620 AU - Myers, John J AU - Hernandez, Eli S AU - Alghazali, Hayder AU - Griffin, Alexander AU - Smith, Kaylea AU - Missouri University of Science and Technology, Rolla AU - Missouri Department of Transportation AU - Center for Transportation Infrastructure and Safety/NUTC program AU - Federal Highway Administration TI - Self-Consolidating Concrete (SCC) and High-Volume Fly Ash Concrete (HVFAC) for Infrastructure Elements: Implementation. Report D, Load Testing and Monitoring of Bridge A7957 Initial In-Service Response PY - 2016/03//Final Report SP - 101p AB - Bridge A7957 is the first bridge superstructure implementation conducted by the Missouri Department of Transportation (MoDOT) employing self-consolidating concrete (SCC) and high-strength self-consolidating concrete (HS-SCC) in its primary supporting members. The objective of this research was to perform an in-situ evaluation of Bridge A7957 to establish its baseline response and compare existing differences between the different spans’ behavior (in particular the first and third spans which have same geometrical characteristics). To fulfill this goal, a field load test strategy was elaborated and carried out to evaluate the bridge’s behavior under different static load configurations. During the field load test, embedded vibrating wire strain gauges (VWSGs) recorded strain variations at instrumented sections. In addition, an automated total station (ATS) measured the girders’ vertical deflection at critical sections. Based on field results, the precast, prestressed girders’ response of the different spans was compared, and lateral load distribution factors were obtained from field measurements and using the American Association of State Highway and Transportation Officials Load and Resistance Factor Design (AASHTO LRFD) Bridge Design Specifications. No significant difference between the spans’ behavior was observed during the live load tests. The load distribution factors estimated from the AASHTO LRFD approach resulted in more conservative values compared to the measured load distribution values. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge superstructures KW - Evaluation KW - Field tests KW - Fly ash KW - Highway bridges KW - Implementation KW - Load tests KW - Missouri KW - Self compacting concrete UR - https://library.modot.mo.gov/RDT/reports/TR201236/cmr16-011D.pdf UR - https://trid.trb.org/view/1415408 ER - TY - RPRT AN - 01604943 AU - Kelle, Peter AU - Jin, Mingzhou AU - Louisiana State University, Baton Rouge AU - University of Tennessee, Knoxville AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration AU - National Center for Intermodal Transportation for Economic Competitiveness AU - Research and Innovative Technology Administration TI - A Simulation Model for Intermodal Freight Transportation in Louisiana PY - 2016/03//Final Report SP - 72p AB - With increased emphasis on intermodal freight transportation, the issues of how to evaluate an existing intermodal transportation system and how to evaluate the changes in the system have been receiving intensive attention. Because of the high complexity and high variability involved in intermodal transportation, simulation tools need to be applied. The authors built a system-level intermodal simulation model for Louisiana that includes highways, railways, and waterways and also incorporates the connections between the different modes. The research: (1) summarized the existing intermodal freight transportation simulation results; (2) developed a simulation framework based on the ARENA simulation software; (3) developed the simulation model and calculated the mobility, reliability, safety, and environmental performance measures for the existing intermodal freight system of Louisiana; (4) validated the simulation model based on traffic counters at certain locations from the Louisiana Department of Transportation and Development, energy data, safety dataset, etc; and (5) analyzed three different scenarios. In Scenario 1 the potential effects of the Panama Canal expansion have been calculated, in Scenario 2, the effects of traffic disruptions while in Scenario 3, the effects of a potential improvement in highway safety have been calculated. KW - Arena (Computer program) KW - Freight transportation KW - Intermodal transportation KW - Louisiana KW - Simulation UR - http://www.ncitec.msstate.edu/wp-content/uploads/2013-42FR.pdf UR - https://trid.trb.org/view/1416961 ER - TY - RPRT AN - 01603661 AU - Sun, Carlos AU - Edara, Praveen AU - Brown, Henry AU - Nemmers, Charles AU - Claros, Boris AU - Khezerzadeh, Amir AU - Zhang, Mengyuan AU - Nam, Kyoungmin (Andrew) AU - Berry, Jacob AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Midwest Transportation Center AU - Department of Transportation AU - Federal Highway Administration TI - Crash Location Correction for Freeway Interchange Modeling PY - 2016/03//Final Report SP - 88p AB - The American Association of State Highway and Transportation Officials (AASHTO) released a supplement to the Highway Safety Manual (HSM) in 2014 that includes models for freeway interchanges composed of segments, speed-change lanes and terminals. A necessary component to the use of HSM is having the appropriate safety-related data. However, a high percentage, approximately 75 percent, of interchange crashes on the Missouri Department of Transportation (MoDOT) Transportation Management System (TMS) systems are landed on an incorrect location within an interchange. For example, crashes are frequently placed in the midpoint of the ramp terminal instead of properly assigned to one of the two ramp terminals. Another example is crashes that are assigned to the freeway mainline when the crashes are related to ramps. In order to properly calibrate and use HSM freeway interchange models, the location of crashes needs to be corrected. The crash landing correction involves the visual inspection of crash images compiled by the Missouri State Highway Patrol. A detailed procedure was established along with a reviewer test so that crash correction can be conducted uniformly among multiple reviewers. A total of 10,897 crashes were reviewed, and 9,168 underwent detailed review and correction. Of the total, 1482 were partial cloverleaf crashes, 5086 were diamond interchange crashes, 780 were ramp crashes, and 1820 were speed-change lane crashes. The crash location correction process helped to eliminate the error rate of 69% associated with interchange crash locations. Any analyst can correct crash locations by following the procedure detailed in this report. KW - Crash data KW - Crash locations KW - Data collection KW - Freeways KW - Highway safety KW - Highway Safety Manual KW - Information processing KW - Interchanges KW - Missouri KW - Missouri Department of Transportation KW - Ramps (Interchanges) UR - http://www.intrans.iastate.edu/research/documents/research-reports/crash_location_correction_for_freeway_interchange_modeling_w_cvr.pdf UR - https://library.modot.mo.gov/RDT/reports/TR201504/cmr16-010.pdf UR - https://trid.trb.org/view/1411461 ER - TY - RPRT AN - 01603637 AU - Sun, Carlos AU - Edara, Praveen AU - Brown, Henry AU - Nemmers, Charles AU - Claros, Boris AU - Khezerzadeh, Amir AU - Zhang, Mengyuan AU - Nam, Kyoungmin (Andrew) AU - Berry, Jacob AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Midwest Transportation Center AU - Department of Transportation AU - Federal Highway Administration TI - Highway Safety Manual Applied in Missouri – Freeway/Software PY - 2016/03//Final Report SP - 280p AB - The American Association of State Highway and Transportation Officials' (AASHTO’s) Highway Safety Manual (HSM) facilitates the quantitative safety analysis of highway facilities. In a 2014 supplement, freeway facilities were added to the original HSM manual which allows the modeling of highway interchanges. This report documents the calibration of the most vital freeway interchange facility types in Missouri. These facility types include nine freeway interchange terminals, including diamond, partial cloverleaf, and full cloverleaf interchanges. The non-terminal facilities included entrance and exit speed-change lanes, and entrance and exit ramps. The calibrated facilities applied to both rural and urban locations. For each facility type, sample sites were randomly selected from an exhaustive master list. Four types of data were collected for each site: geometric, annual average daily traffic (AADT), traffic control, and crash. Crash data was especially noteworthy because of the crash landing problem, i.e. crashes were not located on the proper interchange facility. A significant companion crash correction project was undertaken involving the review of 12,409 crash reports, and the detailed review of 9,169 crash reports. Using the corrected data, 44 calibration values were derived for freeway terminal and non-terminal facilities. These values are the first reported freeway interchange calibration values since the release of the 2014 HSM supplement. KW - Calibration KW - Data collection KW - Freeways KW - Highway Safety Manual KW - Interchanges and intersections KW - Missouri KW - Ramps (Interchanges) UR - https://library.modot.mo.gov/RDT/reports/TR201405/cmr16-009.pdf UR - https://trid.trb.org/view/1411462 ER - TY - SER AN - 01603565 JO - Asset Management Financial Report Series PB - Federal Highway Administration AU - Saadatmand, Nastaran AU - Gaj, Stephen AU - Proctor, Gordon AU - Varma, Shobna TI - Incorporating Asset Valuation into Transportation Asset Management Financial Plans PY - 2016/03 IS - Report 5 SP - 62p AB - Transportation agencies face the challenging task to maintain, preserve and improve infrastructure assets for current and future generations while grappling with limited funding. Because assets such as pavements and bridges have long useful lives, sound asset management requires a long-term approach. This fifth and last report in the financial plan series addresses asset valuation and depreciation. Asset valuation translates infrastructure conditions into monetary terms as public wealth or equity. Its corollary is depreciation. Depreciation captures the cost to public wealth or equity as assets age or deteriorate through use or neglect. Valuation and depreciation help portray infrastructure as part of the public’s “portfolio of wealth” that merits sound management, investment, and preservation. Asset valuation plays a much larger role in asset management in England and Australia than it does in the United States. This report compares and contrasts U.S. practice to that in other countries and it explores the potential for asset valuation to play a larger role in U.S. asset-management efforts. It also explores challenges to expanded use of asset valuation and depreciation. KW - Asset management KW - Countries KW - Depreciation KW - Infrastructure KW - Transportation planning KW - United States KW - Valuation UR - http://www.fhwa.dot.gov/asset/plans/financial/hif16009.pdf UR - https://trid.trb.org/view/1411100 ER - TY - RPRT AN - 01599324 AU - Voyiadjis, George Z AU - Cai, Steve AU - Alshibli, Khalid AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Integral Abutment Bridge for Louisiana’s Soft and Stiff Soils PY - 2016/03//Final Report SP - 225p AB - Integral abutment bridges (IABs) have been designed and constructed in a few US states in the past few decades. The initial purpose of building such bridges was to eliminate the expansion joints and resolve the joint-induced problems. Although IABs have been widely accepted due to their satisfying performances, they have not been largely applied in practice. Some of the reasons can be attributed to the uncertainties of the structural and geotechnical behaviors of such bridges under the temperature variations, shrinkage and creep of materials, traffic loads, etc. Recently, the first two full IABs were constructed on soft and stiff soil conditions in Louisiana by the Louisiana Department of Transportation and Development (DOTD). This report presents the field instrumentation plans and monitoring results for two bridges: Caminada Bay Bridge, constructed on mainly fine sand and silty sand deposit, and Bodcau Bayou Bridge, on a relatively lean and fat clay with low plasticity. Finite element modeling was also conducted to understand and assess the bridges’ performances. Based on the available information of the bridges, with the monitoring results, 3D numerical models were implemented and validated in the study, where the pile-soil and abutment-backfill interaction behaviors were considered. The concerning parameters are varied through a parametric study to further investigate their effects on the bridge thermal performances under the other complicated structural and geotechnical conditions. KW - Backfill soils KW - Clay soils KW - Field studies KW - Finite element method KW - Jointless bridges KW - Louisiana KW - Mathematical models KW - Piles (Supports) KW - Soft soils KW - Soil structure interaction KW - Thermal analysis UR - http://www.ltrc.lsu.edu/pdf/2016/FR_517.pdf UR - http://ntl.bts.gov/lib/59000/59200/59208/FR_517.pdf UR - https://trid.trb.org/view/1406501 ER - TY - RPRT AN - 01599315 AU - Porter, C D AU - Eldridge, R J AU - Cook, S AU - Osborne, J AU - Lane, L B AU - Cambridge Systematics, Incorporated AU - Toole Design Group AU - Federal Highway Administration TI - Transportation Alternatives Program Performance Management Guidebook PY - 2016/03 SP - 143p AB - The Transportation Alternatives Program (TAP), established under the Moving Ahead for Progress in the 21st Century Act and continued under the Surface Transportation Block Grant Program of the Fixing America’s Surface Transportation Act, provides resources for a variety of eligible transportation alternatives projects. This guidebook assists State Department of Transportation (DOT) and metropolitan planning organization (MPO) program managers in implementing a performance-based approach to ensure that staff and decisionmakers understand program goals, and that program actions are making progress towards achieving those goals. The guidebook includes an overview of the principles of performance-based planning and management; an introduction to the Federal Highway Administration's (FHWA’s) performance-based planning framework; a discussion of how to implement performance management with limited resources; and a step-by-step roadmap for creating a tailored performance-based planning and programming approach. Appendices present examples of relevant performance measures; information on data sources; examples for a DOT and an MPO; and additional resources. KW - Decision making KW - Fixing America's Surface Transportation (FAST) Act KW - Handbooks KW - Implementation KW - Metropolitan planning organizations KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Performance measurement KW - State departments of transportation KW - Transportation planning UR - http://www.fhwa.dot.gov/environment/transportation_alternatives/performance_management/guidebook/tap_pm_guidebook.pdf UR - https://trid.trb.org/view/1407001 ER - TY - RPRT AN - 01599294 AU - Abbas, Ala R AU - Nazzal, Munir AU - Subedi, Bijay AU - Quasem, Tanvir AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Optimization of Patching for Spray Injection Equipment PY - 2016/03//Final Report SP - 187p AB - This study evaluated the performance and durability of various asphalt emulsion and aggregate material combinations to identify the most suitable materials for use with the spray injection method in Ohio. This study included a user survey to document the current spray injection practices in Ohio, laboratory testing of materials to be used with the spray injection method, and field evaluation of various asphalt emulsion-aggregate material combinations that were installed at eight test sites in three Ohio Department of Transportation (ODOT) districts. Based on the findings of this study, the research team developed asphalt emulsion and aggregate material specifications for use with the spray injection method, provided ODOT with recommendations on storage and handling of asphalt emulsions, and developed an optimized distribution strategy for spray injection materials, including suggestions on the purchase of an asphalt emulsion storage tank. KW - Aggregate mixtures KW - Asphalt emulsions KW - Durability KW - Evaluation KW - Handling and storage KW - Laboratory tests KW - Ohio KW - Optimization KW - Patching KW - Potholes (Pavements) KW - Recommendations KW - Specifications KW - Surveys UR - http://cdm16007.contentdm.oclc.org/cdm/ref/collection/p267401ccp2/id/13578 UR - https://trid.trb.org/view/1407005 ER - TY - RPRT AN - 01599192 AU - Tsai, Yichang (James) AU - Wang, Zhaohua AU - Georgia Institute of Technology AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Next Generation Crack Sealing Planning Tool for Pavement Preservation PY - 2016/03//Final Report SP - 89p AB - As one of the most popular preventive maintenance methods, crack sealing and filling (CS/CF) has been widely used by state highway agencies. Due to stringent highway budgets and the lack of work forces in state highway agencies, it is urgent that CS/CF, as well as other types of pavement preservation methods, be incorporated in a pavement management system (PMS). For this purpose, this research project proposed a systematic framework to study the cost-effectiveness of CS/CF and incorporate CS/CF planning in a PMS. Three key research objectives have been investigated: 1) to propose an accurate workload estimation method using 3D laser data and automatic crack detection and crack width measurement method, 2) to propose a quantitative methodology to objectively evaluate CS/CF effectiveness, and 3) to propose a Fisher-clustering-algorithms-based pavement segmentation method to partition a pavement network into individual CS/CF projects. The proposed methodology has been evaluated using different case studies and has demonstrated promising results. It is hoped this research project will advance the state-of-good-repair practices for asphalt pavement crack sealing into the next generation to prolong the life of pavements. KW - Case studies KW - Cost effectiveness KW - Evaluation KW - Flaw detection KW - Methodology KW - Pavement cracking KW - Pavement maintenance KW - Pavement management systems KW - Preventive maintenance KW - Sealing (Technology) KW - Workload UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/14-37.pdf UR - https://trid.trb.org/view/1407012 ER - TY - RPRT AN - 01598805 AU - van Schalkwyk, Ida AU - Venkataraman, Narayan AU - Shankar, Venky AU - Milton, John C AU - Bailey, Ted J AU - Calais, Keith AU - Washington State Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Evaluation of the Safety Performance of Continuous Mainline Roadway Lighting on Freeway Segments in Washington State PY - 2016/03//Research Report SP - 84p AB - Washington State Department of Transportation (WSDOT) evaluated continuous roadway lighting on mainline freeway segments in Washington State. An extensive literature review on the safety performance of roadway lighting was completed. As part of this research effort WSDOT developed multivariate random parameter (RP) models with specific lighting variables for continuous lighting on mainline freeway segments. Roadway lighting is often used as a countermeasure to address nighttime crashes and this research evaluates common assumption related to roadway lighting. The models developed for this research use crashes from the end of civil dusk twilight to the start of civil dawn twilight since lighting systems are of limited value outside these timeframes. Natural light conditions were estimated for crashes based on location and time of the crash event. Based on the RP results, the research team concludes that the contribution of continuous illumination to nighttime crash reduction is negligible. In addition to the findings on safety performance, a pilot Light Emitting Diode (LED) project on US101 demonstrated that LED roadway lighting can significantly increase energy efficiency and environmental stewardship (e.g., reducing greenhouse gas emissions) while maintaining safety performance outcomes. The research team recommended modification to WSDOT design policy, including removal of the requirement of continuous mainline lighting and reduction of lighting where segment specific analysis indicates appropriate. KW - Energy efficiency KW - Environmental impacts KW - Freeways KW - Light emitting diodes KW - Nighttime crashes KW - Recommendations KW - Safety performance KW - Street lighting KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/855.1.pdf UR - https://trid.trb.org/view/1405104 ER - TY - RPRT AN - 01598789 AU - Kim, Yoo Jae AU - Hu, Jiong AU - Lee, Soon Jae AU - Kotwal, Ashley Russell AU - Dickey, Justin Wayne AU - Texas State University, San Marcos AU - Texas Department of Transportation AU - Federal Highway Administration TI - Geosynthetic Reinforced Steep Slopes PY - 2016/03//Technical Report SP - 184p AB - Geosynthetics provide a means to mechanically stabilize earth structures by improving strength through tensile reinforcement. When incorporating these polymeric materials in the application of stabilizing steep slopes, geosynthetic reinforcement can accommodate budgetary restrictions and alleviate space constraints. The Texas Department of Transportation (TxDOT) currently has limited use of geosynthetics in steep slope construction. Therefore, a synthesis study of geosynthetic reinforced steep slopes has been conducted to enhance the present understanding of this technology. The study summarized the benefits and limitations of utilizing geosynthetic reinforcement and investigated current design and construction methods in order to determine best practices. Additionally, the cost effectiveness of geosynthetic reinforced steep slopes was examined. Case studies were also identified and assessed to determine optimal soil conditions, geometry of the slope, design criteria, construction specifications, and performance measures. The synthesis study summarized best practices, existing methodologies, and recommendations for the use of geosynthetic reinforced steep slopes in Texas. KW - Best practices KW - Case studies KW - Construction KW - Cost effectiveness KW - Design KW - Embankments KW - Geosynthetics KW - Mechanically stabilized earth KW - Steep slopes KW - Syntheses KW - Texas UR - http://tti.tamu.edu/documents/0-6792-1.pdf UR - https://trid.trb.org/view/1404687 ER - TY - JOUR AN - 01598094 JO - Public Roads PB - Federal Highway Administration AU - Hilton, Elizabeth AU - Goodman, Dan TI - Toward More Flexible Design PY - 2016/03 VL - 79 IS - 5 AB - The federal-aid highway program has evolved, especially in the design arena. Engineers need to consider standard roadway characteristics while accounting for economic, environmental and social impacts. In response to the need for greater flexibility in the design process, the Federal Highway Administration (FHWA) recently proposed revising the controlling criteria in its highway design policy. FHWA has proposed retaining only two controlling criteria for National Highway System roadways with a design speed of less than 50 miles per hour: design speed and design loading structural capacity. This will allow engineers working on multimodal projects to develop unique solutions that address the specific circumstances of each project. KW - Design load KW - Design speed KW - Design standards KW - Highway design KW - National Highway System UR - https://www.fhwa.dot.gov/publications/publicroads/16marapr/01.cfm UR - https://trid.trb.org/view/1403566 ER - TY - JOUR AN - 01598083 JO - Public Roads PB - Federal Highway Administration AU - Struve, Brooke AU - Doctor, Mark AU - Maifield, Deanna AU - Chen, Shyuan-Ren Clayton TI - The Evolution of Geometric Design PY - 2016/03 VL - 79 IS - 5 AB - Balancing competing demands is essential to providing a safe and reliable system for automobiles, freight carriers, pedestrians, bicyclists, and transit users while reducing environmental impacts and enhancing surrounding communities. To address these challenges and meet transportation goals for the future, State and local departments of transportation are embracing innovative approaches to guide decisionmaking and using emerging tools to achieve performance objectives. This article provides a detailed look at the status of principles and practices affecting geometric design in the United States. KW - Accessibility KW - Context sensitive design KW - Geometric design KW - Highway safety KW - Human factors KW - Performance based specifications UR - https://www.fhwa.dot.gov/publications/publicroads/16marapr/05.cfm UR - https://trid.trb.org/view/1403571 ER - TY - JOUR AN - 01598070 JO - Public Roads PB - Federal Highway Administration AU - Kragh, Brenda C AU - Nelson, Carolyn AU - Groudine, Candace TI - Environmental Justice: The New Normal for Transportation PY - 2016/03 VL - 79 IS - 5 AB - Federal agencies and funding recipients have not always considered the impacts to all affected communities for transportation projects. The Federal Highway Administration (FHWA) now addresses environmental justice (EJ) by identifying and addressing disproportionately high and adverse effects of the agency’s programs, policies, and activities on minority populations and low-income populations to achieve an equitable distribution of benefits and burdens. This article describes the agency's approach to EJ,coordination with Title VI Program, supporting implementation, and environmental review. Resources and implementation activities are outlined. KW - Discrimination KW - Equity (Justice) KW - Public participation KW - Transportation policy KW - U.S. Federal Highway Administration UR - https://www.fhwa.dot.gov/publications/publicroads/16marapr/02.cfm UR - https://trid.trb.org/view/1403568 ER - TY - JOUR AN - 01598062 JO - Public Roads PB - Federal Highway Administration AU - Lottes, Steven AU - Kerenyi, Kornel AU - Bojanowski, Cezary TI - The World of Tomorrow Is Today PY - 2016/03 VL - 79 IS - 5 AB - Computational fluid dynamics and computational structural mechanics now are routinely employed in the design of vehicles, ships, and aircraft. The successful application of modern computational mechanics in a wide variety of industries suggests that it can and should be applied to transportation research and development. This article describes several recent and current examples of applied research that illustrate how FHWA and Argonne National Laboratory’s Transportation Research and Analysis Computing Center researchers are using high-performance computer clusters and computational mechanics to help solve transportation infrastructure problems, assess risks, and improve designs. KW - Computer aided design KW - Fluid dynamics KW - Hydraulics KW - Optimization KW - Structural mechanics UR - https://www.fhwa.dot.gov/publications/publicroads/16marapr/03.cfm UR - https://trid.trb.org/view/1403569 ER - TY - JOUR AN - 01597982 JO - Public Roads PB - Federal Highway Administration AU - Zineddin, Abdul AU - Hallmark, Shauna AU - Smadi, Omar AU - Hawkins, Neal TI - Spotlighting Speed Feedback Signs PY - 2016/03 VL - 79 IS - 5 AB - Roadway departures continue to account for more than half of U.S. highway fatalities annually and nearly 40 percent of serious injuries. Most departure crashes occur on rural two-lane roadways, with a disproportionate number taking place on horizontal curves. The average crash rate at horizontal curves is about three times that of other types of highway segments. Dynamic speed feedback signs are one type of traffic control device that State departments of transportation use to reduce vehicle speeds, and therefore crashes, by giving drivers who are traveling over the posted or advisory speed a targeted message. This article describes a field evaluation to better understand the effectiveness of speed feedback signs in reducing speeds on curves. KW - Countermeasures KW - Evaluation KW - Highway curves KW - Ran off road crashes KW - Speed control KW - Variable message signs KW - Warning signs UR - https://www.fhwa.dot.gov/publications/publicroads/16marapr/04.cfm UR - https://trid.trb.org/view/1403570 ER - TY - RPRT AN - 01597460 AU - Scullion, Tom AU - Arambula, Edith AU - Estakhri, Cindy AU - Liu, Wenting AU - Fernando, Emmanuel AU - Harrison, Gerry AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - New Laboratory Design Tools and Field Performance Monitoring Equipment for Permeable Friction Courses PY - 2016/03//Technical Report SP - 76p AB - Permeable Friction Course (PFC) mixes have proven to be excellent mixes that exhibit a number of desirable characteristics: rut resistance, crack resistance, reduced wet weather splash spray, reduced tire noise, and increased visibility of pavement markers during heavy rain. The Texas Department of Transportation pays a premium price for these benefits, which are sometimes short-lived, and several districts have restricted their use because of premature raveling problems. This study was initiated to address these performance issues. It focused on the following three topics: (1) Developing new laboratory test protocols to be used at the design stage to potentially eliminate mixes with stripping susceptibility. (2) Monitoring the performance on sections constructed with new specifications with changes aimed at minimizing performance problems such as the new coarse graded asphalt rubber PFC. (3) Construct an automated splash spray monitoring system to measure how existing PFC pavements are performing, thereby helping to optimize future designs. KW - Asphalt rubber KW - Field tests KW - Friction course KW - Laboratory tests KW - Mix design KW - Pavement performance KW - Porous pavements KW - Specifications KW - Splashing KW - Stripping (Pavements) KW - Test procedures KW - Test sections KW - Texas UR - http://tti.tamu.edu/documents/0-6741-1.pdf UR - http://tti.tamu.edu/documents/0-6741-P1.pdf UR - https://trid.trb.org/view/1404683 ER - TY - RPRT AN - 01597459 AU - Kruse, Jim AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Economic Impact to Barge Operators and Shippers of Closing the GIWW PY - 2016/03//White Paper SP - 18p AB - This task analyzed the effect that the March 22, 2014, collision and oil spill in the Houston Ship Channel had on Gulf Intracoastal Waterway (GIWW) barge shipments. Because the incident is so recent, the scope of the analysis was somewhat constrained due to data availability. This task report discusses the following topics: (1) The events of March 22, 2014, and the following days; (2) The effect of the incident on barge traffic flows; (3) Transit delays for shipments already on the water and the cost of those delays; (4) Shipments that were postponed because of the channel closure; and (5) Decontamination requirements. KW - Barges KW - Decontamination KW - Economic impacts KW - Freight traffic KW - Gulf Intracoastal Waterway KW - Oil spills KW - Shipping KW - Traffic delays KW - Traffic flow KW - Water transportation crashes UR - http://tti.tamu.edu/documents/0-6807-WP.pdf UR - https://trid.trb.org/view/1404690 ER - TY - RPRT AN - 01596867 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 4th Workshop for Technology Transfer for Intelligent Compaction Consortium PY - 2016/03//Final Report SP - 86p AB - This document summarizes the discussion and findings of the 4th workshop held on October 27–28, 2015 in Frankfort, Kentucky 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, Georgia, Iowa, Kentucky, Missouri, Ohio, Pennsylvania, Virginia, and Wisconsin. The workshop was hosted by the Kentucky Transportation Cabinet 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-three attendees representing the state DOTs participating in this pooled fund study, the FHWA, Iowa State University, University of Kentucky, and industry participated in this workshop. KW - Compaction KW - Implementation KW - Research KW - State departments of transportation KW - Technology transfer KW - Workshops UR - http://publications.iowa.gov/21898/1/IADOT_InTrans_TPF_5_233_4th_Intelligent_Compaction_Consortium_2015.pdf UR - https://trid.trb.org/view/1403216 ER - TY - RPRT AN - 01596860 AU - Landry, Devin W AU - Hauer, F Richard AU - University of Montana, Missoula AU - Montana Department of Transportation AU - Federal Highway Administration TI - Effects of Backcountry Aviation on Deer (Odocoileus spp.) Stress Physiology PY - 2016/03//Final Report SP - 24p AB - A study to investigate stress levels on wildlife resulting from backcountry recreational aviation primarily composed of single engine aircraft was conducted in 2014 – 2015 in western Montana and wilderness areas in Idaho. The study focused on white-tailed deer and mule deer because of their ubiquitous distribution and relatively high densities allowing for repeated measures and comparative sampling between airstrip sites and control sites. Fecal deposits were collected from deer and analyzed for fecal glucocorticoid metabolite (FGM) concentrations as an indicator of stress levels. Samples were collected from a suite of airstrip sites that ranged in use from high frequency of visitors to airstrips with very low frequency of use. Airstrip sites were compared with control sites composed of campgrounds and recreational access sites that were selected to mimic the airstrip sites, but without aircraft takeoffs and landings. Visitor day-use varied among airstrip and non-airstrip control sites, but were similar in the range of variation between site types. There was no significant difference in airstrip and control sites in 2014, with the exception of what the authors believe to be weather related stress levels expressed by deer at the Schafer Meadow Montana airstrip. In 2015, data analysis suggests that stress levels among deer were higher at the non-aviation, control sites than at the airstrip sites, in spite of the fact that two of the airstrip sites had the highest visitor-use among both airstrips and controls. The lowest FGM concentrations among all sites was found at Fish Lake airstrip, which also had the lowest human presence among both airstrip and control sites. Based on the results of our study, the authors concluded that there is no significant increase in stress levels among deer due to recreational aviation activity (e.g., takeoffs, landings, prop noise, camping, human presence) at backcountry airstrips compared to that expressed by deer as a result of similar, but non-aviation recreational activity (e.g., camping, motorized access to campground or trailhead, human presence) at campground and recreation access sites. KW - Aircraft noise KW - Airstrips KW - Deer KW - Human beings KW - Idaho KW - Montana KW - Stress (Physiology) KW - Wildlife UR - http://www.mdt.mt.gov/other/webdata/external/research/docs/research_proj/backcountry_air/Final_Report.pdf UR - https://trid.trb.org/view/1403223 ER - TY - RPRT AN - 01596858 AU - Semler, Conor AU - Vest, Adam AU - Kingsley, Karla AU - Mah, Susan AU - Kittelson, Wayne AU - Sundstrom, Carl AU - Brookshire, Kristen AU - University of North Carolina, Chapel Hill AU - Kittelson & Associates AU - Federal Highway Administration TI - Guidebook for Developing Pedestrian and Bicycle Performance Measures PY - 2016/03//Final Report SP - 100p AB - This guidebook is intended to help communities develop performance measures that can fully integrate pedestrian and bicycle planning in ongoing performance management activities. It highlights a broad range of ways that walking and bicycling investments, activity, and impacts can be measured and documents how these measures relate to goals identified in a community’s planning process. It discusses how the measures can be tracked and what data are required, while also identifying examples of communities that are currently using the respective measures in their planning process. This report highlights resources for developing measures to facilitate high quality performance based planning. KW - Bicycling KW - Cyclists KW - Handbooks KW - Pedestrians KW - Performance measurement KW - State of the practice KW - Transportation planning KW - Walking UR - http://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/performance_measures_guidebook/pm_guidebook.pdf UR - https://trid.trb.org/view/1403113 ER - TY - SER AN - 01596847 JO - TechBrief PB - Federal Highway Administration TI - Pavement Structural Evaluation At The Network Level PY - 2016/03 SP - 12p AB - This document is a technical summary of the Federal Highway Administration (FHWA) report, Pavement Structural Evaluation at the Network Level (FHWA-HRT-15-074). It addresses the use of traffic speed deflection devices for the structural evaluation of pavements at the network level. Highlights from three major efforts—gathering information to identify viable devices, performing field trials at or near the Minnesota Department of Transportation MnROAD pavement test track facility near Maplewood, MN, to evaluate viable devices, and analyzing data to identify and select the best deflection indices—are presented. Suggestions for implementation of the results within network-level pavement management system (PMS) applications are also provided as well as recommended technology improvements. KW - Data analysis KW - Deflection tests KW - Field tests KW - Implementation KW - Instruments for measuring deformation or deflection KW - Pavement management systems KW - Structural health monitoring KW - Technology assessment KW - Traffic speed UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/15075/15075.pdf UR - https://trid.trb.org/view/1403382 ER - TY - RPRT AN - 01596846 AU - Phares, Brent AU - Lee, Yoon-Si AU - Brockman, Tim AU - Rooney, Jessica AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Investigation of High-Strength Bolt-Tightening Verification Techniques PY - 2016/03//Final Report SP - 51p AB - The current means and methods of verifying that high-strength bolts have been properly tightened are very laborious and time consuming. In some cases, the techniques require special equipment and, in other cases, the verification itself may be somewhat subjective. While some commercially available verification techniques do exist, these options still have some limitations and might be considered costly options. The main objectives of this project were to explore high-strength bolt-tightening and verification techniques and to investigate the feasibility of developing and implementing new alternatives. A literature search and a survey of state departments of transportation (DOTs) were conducted to collect information on various bolt-tightening techniques such that an understanding of available and under-development techniques could be obtained. During the literature review, the requirements for materials, inspection, and installation methods outlined in the Research Council on Structural Connections specification were also reviewed and summarized. To guide the search for finding new alternatives and technology development, a working group meeting was held at the Iowa State University Institute for Transportation October 12, 2015. During the meeting, topics central to the research were discussed with Iowa DOT engineers and other professionals who have relevant experiences. KW - Bolting KW - Bolts KW - Feasibility analysis KW - Implementation KW - Inspection KW - Literature reviews KW - Nondestructive tests KW - Specifications KW - State departments of transportation KW - Surveys UR - http://lib.dr.iastate.edu/intrans_techtransfer/99/ UR - http://publications.iowa.gov/21889/1/IADOT_InTrans_RB07-014_Phares_Investigation_of_High_Strength_Bolt_Tightening_2016.pdf UR - http://www.intrans.iastate.edu/research/documents/research-reports/high-strength_bolt-tightening_w_cvr.pdf UR - https://trid.trb.org/view/1403230 ER - TY - RPRT AN - 01596841 AU - Rodgers, Michael O AU - Hunter, Michael AU - Samoylov, Alexander AU - Gbologah, Franklin AU - Berrebi, Simon AU - Georgia Institute of Technology, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Evaluation of Current Practice for Illumination at Roundabouts: Safety and Illumination of Roundabouts (Phase I) PY - 2016/03//Final Report SP - 65p AB - This report is for the first phase of a two-phase research program to develop recommended practices for Georgia Department of Transportation (GDOT) for lighting rural roundabouts. Phase I of the study was designed to improve understanding of the relationship between roundabout illumination and safety, particularly in rural areas. Such information is essential to developing a sound basis for determining if a rural roundabout should, or should not, be illuminated to the current Illuminating Engineering Society (IES) standard and, if not, whether safety objectives can be met with either unlit roundabouts or roundabouts illuminated at reduced levels. The report provides a summary of relevant literature; international practices for rural roundabout illumination, a safety analysis of nighttime roundabout crashes using data from Minnesota and Georgia and provides preliminary results regarding the cost effectiveness of unlit or partially lit roundabouts as rural safety treatments. KW - Cost effectiveness KW - Evaluation KW - Georgia KW - Highway safety KW - Illuminating Engineering Society of North America KW - Lighting KW - Literature reviews KW - Nighttime crashes KW - Roundabouts KW - Rural areas KW - State of the practice UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/12-01.pdf UR - https://trid.trb.org/view/1402150 ER - TY - RPRT AN - 01596812 AU - Bertini, Robert L AU - Wang, Haizhong AU - Vogt, Rachel AU - Wahid, Merih AU - Rios, Elizabeth AU - Carstens, Kevin AU - California Polytechnic State University, San Luis Obispo AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Assessment of Oregon Department of Transportation (ODOT) Connected Vehicle Position Through Internal Survey/Task 1 of Preparing a Possible Oregon Road Map for Connected Vehicle/Cooperative Systems Deployment Scenarios PY - 2016/03 SP - 71p AB - The goal of this project was to lay the groundwork for Oregon to be prepared to lead in the implementation of a connected vehicle/cooperative systems transportation portfolio, and/or to avoid being caught by surprise as developments in this area evolve quickly. The project assessed Oregon Department of Transportation's (ODOT’s) internal mechanisms for addressing connected vehicle/cooperative systems, scanned, reviewed and assessed the technical maturity of potential connected vehicle/cooperative system applications, developed preliminary goals, linked to prospective connected vehicle/cooperative systems applications, and refined/ranked/prioritized those that fit with potential ODOT role in advancing/leading these initiatives. The project identified opportunities for linking ODOT’s current programs with national and international connected vehicle/cooperative system research, testing and deployment initiatives, and recommended a final shared vision and “road map” for Oregon's priority connected vehicle/cooperative system applications. This volume summarizes the results of a detailed internal-only assessment and inventory of current technical and “cultural” status of ODOT activities and gain sense of interest and readiness for potential alignment with potential applications and the future of connected and automated vehicles. A survey was distributed to agency staff in order to gauge perception of connected and automated vehicle technology. The empirical results of the survey are described in detail. In general, most respondents had heard of these technologies and were in favor of their application. However, many had concerns about cyber security and system failure having catastrophic consequences. Likewise, many voiced concerns about ODOT’s preparedness for connected or automated vehicles. ODOT and other agencies can use these findings to help prepare for a better future of connected and automated vehicles. KW - Evaluation and assessment KW - Implementation KW - Intelligent vehicles KW - Mobile communication systems KW - Oregon Department of Transportation KW - Personnel KW - Recommendations KW - Strategic planning KW - Surveys KW - Technological innovations KW - Transportation departments UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR764_Task_1_Report_032816.pdf UR - https://trid.trb.org/view/1402228 ER - TY - RPRT AN - 01596796 AU - Sutter, Lawrence L AU - Anzalone, Gerald C AU - National Concrete Pavement Technology Center AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Investigation of Deterioration of Joints in Concrete Pavements: Field Study of Penetrating Sealers PY - 2016/03//Technical Report SP - 100p AB - The objective of this research was to assess the efficacy of various waterproofing sealers applied to pavement joints with respect to limiting water ingress. The measure of water ingress was the chloride concentration profile as measured by scanning electron microscopy and energy dispersive spectroscopy. The fieldwork was conducted at the MnROAD facility. Cores were retrieved from pavements to assess the before condition. Various silane- and siloxane-based sealers were applied in 2013, and the pavements were exposed to service for two years. After two years, cores were retrieved. The chloride profiles for various pavement sites were compared before and after application of the sealer. No appreciable differences were noted. The lack of measured differences is attributed to the short time span allowed for ingress. The older pavements measured had a considerable degree of chloride ingress and, as such, small changes were difficult to detect. The newer pavement analyzed also showed no appreciable change, but it would be worth re-analyzing after more time has elapsed (e.g., two more years). KW - Before and after studies KW - Concrete pavements KW - Deterioration KW - Evaluation and assessment KW - Joint sealers KW - Laboratory studies KW - Pavement joints KW - Permeability UR - http://lib.dr.iastate.edu/cgi/viewcontent.cgi?article=1190&context=intrans_reports UR - http://www.intrans.iastate.edu/research/documents/research-reports/joint_deterioration_penetrating_sealers_field_study_w_cvr.pdf UR - https://trid.trb.org/view/1402184 ER - TY - RPRT AN - 01596784 AU - Machek, Elizabeth AU - Frazier, Jonathan AU - Ingles, Amy AU - Morton, Tom AU - Volpe National Transportation Systems Center AU - Woodward Communications AU - Federal Highway Administration TI - Wearable Sensors in Transportation—Exploratory Advanced Research Program Initial Stage Investigation PY - 2016/03 SP - 52p AB - This report summarizes an initial stage investigation into wearable sensors for transportation research applications. The Federal Highway Administration (FHWA) has observed significant activity in this area and seeks to obtain an understanding of the breadth of uses that researchers and practitioners envision for this technology, both now and in the future. Staff from the John A. Volpe National Transportation Systems Center prepared this report on behalf of FHWA’s Exploratory Advanced Research Program. The authors of this report discuss research into air quality, physiological, and activity sensors, which have specific transportation applications and are fairly well-developed. The authors include a summary of observations made by the project team regarding the use of wearable sensors for public sector transportation research. KW - Activity choices KW - Air quality KW - Data collection KW - Physiology KW - Research KW - Sensors KW - Technology assessment UR - http://www.fhwa.dot.gov/advancedresearch/pubs/16034/16034.pdf UR - http://ntl.bts.gov/lib/59000/59100/59144/16034.pdf UR - https://trid.trb.org/view/1403110 ER - TY - RPRT AN - 01596763 AU - Belzowski, Bruce M AU - Cook, Steven J AU - University of Michigan, Ann Arbor AU - Michigan Department of Transportation AU - Federal Highway Administration TI - The Connected Driver: Integrated Mobile Observations 2.0 (IMO 2.0), 2014-2015 PY - 2016/03//Project Final Report SP - 33p AB - This project is a continuation of the original Integrated Mobile Observations (IMO 2.0) project that ran from January, 2013 through March, 2014. The Connected Driver: Integrated Mobile Observations, 2014-2015 project ran from April, 2014 through October, 2015. The main goal for the project was to show the applicability and capability of a smartphone based data collection system to provide accurate and timely micro-level road condition data to weather analysts in order to generate road condition warnings for drivers via electronic road signs, website, and mobile phone application (apps). The project employed an Android-based customized smartphone software program called DataProbe to gather information from the phone (date, time, latitude and longitude, altitude, number of satellites, speed, accelerometer data, and compass heading); the vehicle through its controller area network (CAN) (air and coolant temperature, odometer, barometer, tachometer, speedometer, throttle, brakes, anti-lock braking system (ABS), electronic stability control (ESC), engine traction control and braking traction control); and through external sensors, Surface Patrol, that measure road surface and air temperature, humidity, and dew point. When looking at the two IMO 2.0 projects combined over 31 months of data collection, vehicle operators drove 901,126 miles (363 gigabytes) and took 99,569 photos (45 gigabytes). Finally, the demonstration project at the 2014 ITS World Congress displayed the ability of University of Michigan Transportation Research Institute (UMTRI) and National Center for Atmospheric Research (NCAR) researchers to combine the data collected from DataProbe sensors with an NCAR-developed Motorist Advisory Warning (MAW) phone application that delivered timely warnings to drivers of rain, slippery roads, and rough roads on their phone as well as on electronic signs in an area of 400 feet on the test track. This demonstration clearly showed that it is possible to provide micro-level weather reports in a timely manner. Project completion for this phase was October 31, 2015. KW - Data collection KW - Integrated systems KW - Mobile applications KW - Road weather information systems KW - Sensors KW - Smartphones KW - Weather conditions UR - https://deepblue.lib.umich.edu/bitstream/handle/2027.42/117546/103242.pdf UR - https://trid.trb.org/view/1403226 ER - TY - RPRT AN - 01596757 AU - Federal Highway Administration TI - Visual Requirements for Human Drivers and Autonomous Vehicles PY - 2016/03 SP - 46p AB - This initial stage reference search looked for published literature between 1995 and 2013 focusing on determining the quantity and quality of visual information needed under both driving modes (i.e., human and autonomous) to navigate the road safely, especially as it pertains to two-lane, curved, rural roads at night. KW - Drivers KW - Highway safety KW - Intelligent vehicles KW - Literature reviews KW - Machine vision KW - Night KW - Research reports KW - Rural highways KW - Technological innovations KW - Two lane highways KW - Vision KW - Visual perception UR - http://www.fhwa.dot.gov/advancedresearch/pubs/16038/16038.pdf UR - https://trid.trb.org/view/1402112 ER - TY - RPRT AN - 01596756 AU - Fernando, Emmanuel G AU - Walker, Roger S AU - Texas A&M Transportation Institute AU - University of Texas, Arlington AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluate Methodology to Determine Localized Roughness PY - 2016/03//Technical Report SP - 68p AB - The Texas Department of Transportation implements a smoothness specification based on inertial profile measurements. This specification includes a localized roughness provision to locate defects on the final surface based on measured surface profiles. To identify defects, the existing methodology uses the deviations between the average of the left and right wheel path profiles, and its moving average as determined using a 25-ft base length. Stations where the deviations exceed 150 mils in magnitude are considered defect locations. While this methodology provides an objective approach for evaluating localized roughness based on profile data, some districts have introduced an additional step to determine the need for corrective work. Specifically, these districts have used a bump rating panel to select, from among the defects identified using the existing procedure, those bumps and dips that will require correction based on the panel’s opinion of the severity of the defects from a ride quality point of view. Clearly, a standard methodology needs to be developed so that consistency in ride quality assurance testing can be maintained. Otherwise, differences in results of quality assurance tests between projects within a district and between districts can easily arise because of differences in road user perception of ride quality. Consequently, this project examined the existing methodology for evaluating localized roughness to develop recommendations for an improved methodology that engineers can use to objectively decide where corrective work is necessary so as to maintain consistency in quality assurance testing of pavement smoothness. KW - Evaluation KW - Methodology KW - Pavement performance KW - Quality assurance KW - Recommendations KW - Ride quality KW - Roughness KW - Smoothness KW - Texas Department of Transportation UR - http://tti.tamu.edu/documents/0-6610-2.pdf UR - http://ntl.bts.gov/lib/59000/59100/59180/0-6610-2.pdf UR - https://trid.trb.org/view/1403380 ER - TY - RPRT AN - 01596755 AU - Federal Highway Administration TI - Successful Practices for P3s: A review of what works when delivering transportation via public-private partnerships PY - 2016/03 SP - 74p AB - For many transportation agencies in the United States (U.S.), public-private partnerships (P3s) offer an opportunity to tap new financing sources and transfer certain project delivery risks. These partnerships differ from standard procurement practice wherein the public sponsor controls each phase — design, construction, finance, operation and maintenance – of the project’s lifecycle. In a P3, a single private entity (which may be a consortium of several companies) assumes responsibility for multiple phases, accepting long-term risks in return for prospective rewards. This document focuses on long-term concession agreements where, in addition to project design and construction, the private partner is at least partly responsible for financing and bears most or all responsibility for operations and maintenance, an arrangement typically called Design–Build–Finance–Operate–Maintain (DBFOM). Since the early 1990s, P3 development has produced a body of practice specific both to the U.S. market and to individual States. Among these approaches, some have emerged as “successful practices” in the simple sense that they tend to result in successful project delivery. The goal of this report is to identify these successful practices and the important issues they address. The successful practices included in this document were developed primarily from interviews and discussions with public entities and industry participants in U.S. P3s, and complemented by publicly available sources and published articles on the topic. This document is organized around four phases of P3 program/project development: legislation and policy, project development, procurement, and performance monitoring and oversight. KW - Best practices KW - Infrastructure KW - Oversight KW - Performance measurement KW - Policy, legislation and regulation KW - Procurement KW - Project management KW - Public private partnerships KW - United States UR - https://www.transportation.gov/sites/dot.gov/files/docs/P3_Successful_Practices_Final_BAH.PDF UR - https://trid.trb.org/view/1402036 ER - TY - RPRT AN - 01596716 AU - Beaty, Curtis AU - Ellis, David AU - Glover, Brianne AU - Stockton, Bill AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Assessing the Costs Attributed to Project Delay During Project Pre-Construction Stages PY - 2016/03//Technical Report SP - 60p AB - This project for the Texas Department of Transportation (TxDOT) developed a simple but sound methodology for estimating the cost of delaying most types of highway projects. Researchers considered the cost of delays during the pre-construction phases of project development: planning and scoping, preliminary engineering, final design, and letting. Researchers developed a simplified model that incorporates 16 user-controlled variables and produces estimates of the effect of project delay on personal and commercial travel and the cost to the general economy. While the methodology is simple, there is no rule of thumb because project delay costs depend on several variables, primarily location, traffic, construction costs, and travel speeds. KW - Construction projects KW - Cost estimating KW - Costs KW - Delays KW - Methodology KW - Planning stages KW - Road construction UR - http://tti.tamu.edu/documents/0-6806-FY15-WR3.pdf UR - http://ntl.bts.gov/lib/59000/59100/59184/0-6806-FY15-WR3.pdf UR - http://ntl.bts.gov/lib/59000/59300/59346/0-6806-FY15-WR3.pdf UR - https://trid.trb.org/view/1403378 ER - TY - RPRT AN - 01596713 AU - Smith, Scott B AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - AMPO Travel Modeling Working Group Meeting on Dynamic Traffic Assignment PY - 2016/03//Final Report SP - 18p AB - On December 17-18, 2015, the Association of Metropolitan Planning Organizations (AMPO) convened a travel modeling working group meeting for the purpose of discussing Dynamic Traffic Assignment (DTA). Participants discussed the uses of DTA, challenges in using DTA and research needs. Challenges that were discussed included the modeling of transportation supply (the network, including traffic controls), making the appropriate translations from trip-based transportation demand, convergence, calibration and validation. KW - Association of Metropolitan Planning organizations KW - Calibration KW - Dynamic traffic assignment KW - Metropolitan planning organizations KW - Research KW - Travel demand KW - Validation UR - http://ntl.bts.gov/lib/57000/57000/57077/DOT-VNTSC-FHWA-16-10.pdf UR - https://trid.trb.org/view/1402513 ER - TY - RPRT AN - 01596712 AU - Wang, Yinhai AU - Zou, Yajie AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Study on Illumination for State Highways PY - 2016/03//Research Report SP - 100p AB - Increasing budget pressures are causing the Washington State Department of Transportation (WSDOT) to look for ways to reduce costs. WSDOT currently owns and operates illumination fixtures on state freeways and highways with annual operating costs measured in millions of dollars. Given the pressures to reduce the WSDOT budget, it is important to have a complete understanding of the means available to reduce operating and capital costs with the least negative impact on service, safety and sustainability. There are several ways that the WSDOT can reduce expenditures on illumination. One way is to use more efficient lighting technologies. A second is to operate illumination more judiciously. Another option is to install fewer luminaires, remove superfluous luminaires and consolidate luminaires. Executing these options effectively requires the WSDOT to collect additional information regarding current and near future illumination practices and technologies. A natural way in the process of revising and adapting WSDOT’s illumination standards is examining how the WSDOT standards compare to other state DOTs, utilities, cities, counties and other public entities internationally. Given the work required to revise, publish and promulgate a new illumination standard, it is advisable to examine the current state of practice in illumination standards in order to inform comprehensive updates. Toward that end, a comprehensive review of illumination design standards, light-emitting diode (LED) illumination technologies and illumination control systems is useful for revising illumination standards. To address these aspects of illumination operation and design, a thorough literature review of existing illumination products, illumination control systems, and illumination spectrum technologies is conducted. This report reviewed existing public agency illumination standards domestically and internationally and outlined the difference in designing standards. An overview of existing luminaire technology performance, as well as operational and maintenance characteristics are provided. In addition, available illumination control and spectrum technologies for performance characteristics are summarized. The results of this literature review are useful for design and business case decisions regarding illumination installation, maintenance, and operation. KW - Design standards KW - Light emitting diodes KW - Literature reviews KW - State departments of transportation KW - State of the practice KW - Street lighting KW - Technological innovations KW - Washington State Department of Transportation UR - http://www.wsdot.wa.gov/research/reports/fullreports/847.1.pdf UR - https://trid.trb.org/view/1403665 ER - TY - RPRT AN - 01596706 AU - Nair, Harikrishnan AU - Ozyildirim, Celik AU - Sprinkel, Michael M AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Reducing Cracks in Concrete Bridge Decks Using Shrinkage Reducing Admixture PY - 2016/03//Final Report SP - 49p AB - Restrained shrinkage cracking of concrete bridge decks creates a significant durability problem. Major admixture suppliers in the United States have introduced a new category of chemical admixtures called shrinkage reducing admixtures (SRAs). SRAs work by reducing the surface tension of pore water and thereby decreasing the capillary stress and shrinkage induced by drying. Several studies have reported that using SRAs in concrete mixtures is one of the most effective ways of reducing shrinkage cracking. The purpose of this study was to investigate the effectiveness of SRAs in reducing drying shrinkage in Virginia Department of Transportation (VDOT) concrete mixtures and thus reducing cracks in bridge decks. Nine bridges located in VDOT’s Northern Virginia, Staunton, and Fredericksburg districts were selected for study. Three different SRA products were used. With the exception of one mixture, the maximum cementitious content was limited to 600 lb/yd³ . Fresh and hardened concrete properties were determined for each mixture, and field placement details were documented. The results showed that low cementitious concrete with SRA was effective in minimizing bridge deck cracking. The study showed that bridges with fewer and narrower cracks or no cracks can be constructed and that proper construction practices are needed to reduce bridge deck cracking. The study recommends the use of SRA with a lower cementitious content in VDOT bridge deck concrete mixtures. A VDOT special provision was developed for the future use of SRA in concrete mixtures. KW - Admixtures KW - Bridge decks KW - Concrete bridges KW - Cracking KW - Recommendations KW - Shrinkage KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/16-r13.pdf UR - https://trid.trb.org/view/1402174 ER - TY - RPRT AN - 01596698 AU - Hale, David AU - Phillips, Thomas AU - Raboy, Kelli AU - Ma, Jiaqi AU - Su, Patrick AU - Lu, Xiao-Yun AU - Rakha, Hesham AU - Dailey, Daniel J AU - Leidos AU - Federal Highway Administration TI - Introduction of Cooperative Vehicle-to-Infrastructure Systems to Improve Speed Harmonization PY - 2016/03 SP - 54p AB - This project executed a preliminary experiment of vehicle-to-infrastructure (V2I)-based speed harmonization in which speed guidance was communicated directly to vehicles. This experiment involved a set of micro-simulation experiments and a limited number of prototype field runs. The simulation experiments produced mixed results in terms of system-wide benefits. The field runs demonstrated that connected and automated vehicles can successfully implement V2I-based speed harmonization and significantly reduce speed oscillations in their vicinity but do not have a significant impact on aggregate average speeds or travel times. KW - Automated vehicle control KW - Field tests KW - Intelligent vehicles KW - Microsimulation KW - Traffic speed KW - Travel time KW - Vehicle to infrastructure communications UR - http://www.fhwa.dot.gov/publications/research/operations/16023/16023.pdf UR - https://trid.trb.org/view/1402000 ER - TY - RPRT AN - 01596088 AU - Schattler, Kerrie L AU - Anderson, Eric AU - Hanson, Trevor AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Safety Evaluation of Flashing Yellow Arrows for Protected/Permissive Left-Turn Control PY - 2016/03//Final Report SP - 97p AB - In the spring of 2010, the Illinois Department of Transportation initiated an areawide implementation of the flashing yellow arrow (FYA) as the display for the left-turn permissive interval at more than 100 intersections operating with protected/permissive left-turn (PPLT) control in the Peoria, Illinois, area. Bradley University researchers evaluated the effectiveness of FYAs on safety at 86 intersections and 164 approaches where no other improvements were made. The effectiveness evaluation was performed using three years of “before FYA installation” crash data and three years of “after FYA installation” crash data using the naïve before and after and empirical Bayes methods for highway safety evaluation. In the “before” condition, the left-turn signals operated with a circular green ball for the permissive interval of PPLT control and a five-section signal head, while in the “after” condition, the FYA was displayed for the permissive interval of PPLT with a four-section signal head. Supplemental traffic signs with text “Left Turn Yield on Flashing Yellow Arrow” were mounted on the mast arm adjacent to the left-turn signal at over half of the FYA installations. This report presents the results of the comprehensive safety evaluation of FYA for PPLT control, focusing on the targeted crash types of left-turn-related crashes, and specifically, left-turn opposing through crashes. Analyses were also performed to assess the effects of the FYA supplemental signs and to assess the effects of the FYA overall on two subsets of drivers: older drivers (age 65+) and younger drivers (age 16 to 21 years). Crash modification factors for statistically significant crash reductions at the FYA approaches based on the empirical Bayes method are provided. The findings of this research, conducted on 164 FYA approaches in the Peoria area indicate that FYAs for PPLT control improve safety for left-turning vehicles. The results of the economic effectiveness of the FYAs yielded a benefit to cost ratio of 19.8 to 1.0. The results of this research may be used to make informed decisions on future installations of the FYA countermeasure to improve safety at signalized intersections. KW - Aged drivers KW - Before and after studies KW - Benefit cost analysis KW - Crash modification factors KW - Empirical Bayes method KW - Exclusive permissive phasing KW - Flashing yellow arrow KW - Highway safety KW - Left turns KW - Peoria (Illinois) KW - Signalized intersections KW - Supplemental signing KW - Teenage drivers KW - Traffic crashes UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=4814 UR - https://trid.trb.org/view/1401183 ER - TY - RPRT AN - 01594607 AU - Federal Highway Administration TI - Incorporating On-Road Bicycle Networks into Resurfacing Projects PY - 2016/03//Final Report SP - 66p AB - Installing bicycle facilities during roadway resurfacing projects is an efficient and cost-effective way for communities to create connected networks of bicycle facilities. This workbook provides recommendations for how roadway agencies can integrate bicycle facilities into their resurfacing program. The workbook also provides methods for fitting bicycle facilities onto existing roadways, cost considerations, and case studies. The workbook does not present detailed design guidance, but highlights existing guidance, justifications, and best practices for providing bikeways during resurfacing projects. Chapters include: Resurfacing process and timelines; Methods for including bikeways; and Cost and material considerations. KW - Best practices KW - Bikeways KW - Case studies KW - Costs KW - Implementation KW - Recommendations KW - Resurfacing UR - http://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/resurfacing/resurfacing_workbook.pdf UR - https://trid.trb.org/view/1401476 ER - TY - RPRT AN - 01594602 AU - Kweon, Young-Jun AU - Lim, In-Kyu AU - Fontaine, Michael D AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Work Zone Safety Performance Measures for Virginia PY - 2016/03//Final Report SP - 54p AB - The Virginia Department of Transportation (VDOT) is interested in refining work zone safety performance measures so that safety can be better assessed, monitored, and compared over time. VDOT currently uses the number of fatalities and the number of serious injuries in work zone traffic crashes as statewide performance measures. Although these are important direct safety metrics, they do not reflect differences in work zone exposure measures, such as the number of work zones. As a result, it is not always clear whether changes in work zone crashes are being caused by safety problems or changes in the amount of road work. This study developed and improved statewide work zone safety performance measures for Virginia by combining information from two sources in VDOT: the VDOT crash database containing information in police crash reports and the Virginia Traffic Information Management System (VaTraffic) database containing information on incidents, work zones, weather conditions, etc. Count measures, such as the number of fatal work zone crashes, were calculated from the crash database. Exposure measures, such as work zone-hours, were calculated from the VaTraffic database. Combining these two types of measures resulted in rate measures such as number of fatal work zone crashes per 1,000 work zone-hours. Unfortunately, existing databases still have a number of limitations that prohibit the calculation of ideal rate-based performance measures. Based on currently available data, four performance measures were found to be appropriate for monitoring and evaluating the statewide safety performance of work zones, and eight summary measures were identified in order to obtain further insights regarding statewide safety issues at work zones in Virginia. These measures were selected using the results of statistical analyses and input from a technical review panel consisting of work zone coordinators and traffic engineers. An important finding of this study was that work zone safety assessments can change significantly depending on whether exposure measures are included. Based on count measures, work zones on non-interstate highways appear to have safety records equal to or better than those on interstate highways. However, when exposure measures were incorporated, work zones on interstate highways were shown to have better safety records. This study recommends that VDOT immediately begin using the performance measures identified in this study. KW - Crash data KW - Performance measurement KW - Police reports KW - Statistical analysis KW - Traffic data KW - Virginia KW - Work zone safety UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/16-r10.pdf UR - https://trid.trb.org/view/1401348 ER - TY - RPRT AN - 01593944 AU - Federal Highway Administration TI - Wildlife Crossing: Web-Connected Cameras Offer Improved Monitoring for Highways PY - 2016/03 SP - 2p AB - This project is the first demonstration of an affordable, accessible remote camera system that continuously streams data through structured Web systems that State agencies can use to study wildlife movement around transportation corridors. At present, remote wildlife camera systems (known as camera traps) are typically checked manually by transportation agency staff, who download the data collected. This is costly for agencies and can be dangerous for workers. Researchers have developed a model system that any transportation agency can use in areas with wired, wireless, or cellular system connectivity, including using the system in conjunction with existing traffic camera infrastructure and adding wildlife monitoring to the data stream. The model system features a Web interface that enables easier transmission and sharing of data across agencies and potentially with the general public as well. Researchers are investigating the use of image analysis software to automate the identification of common wildlife species captured in pictures from the remote cameras, because no such system is currently available for wildlife image analysis. Automated identification would help standardize data collection across transportation agencies and provide significant time savings to agencies. KW - Cameras KW - Data collection KW - Image analysis KW - Internet KW - Monitoring KW - Wildlife KW - Wildlife crossings UR - http://www.fhwa.dot.gov/advancedresearch/pubs/16033/16033.pdf UR - https://trid.trb.org/view/1400246 ER - TY - ABST AN - 01607472 TI - Driver Performance and Behavior in Adverse Weather Conditions: An Investigation Using the SHRP2 Naturalistic Driving Study Data AB - The main goal of this study was to enhance the understanding of how drivers respond to adverse weather and road conditions. This will be conducted by compiling a sample data set from Naturalistic Driving (DS) data, then extracting and reducing the data for inclement weather events on freeways to address the following research questions: 1. Can inclement weather trips be identified effectively using NDS and RID data? 2. Can driver responses (i.e., speed and headway adaptation, and lane wandering) during inclement weather (i.e., reduction in visibility due to heavy rain in Phase 1) be characterized efficiently from NDS data? 3. What are the best surrogate measures for weather-related crashes that can be identified using NDS data? 4. What type of analysis can be performed and conclusions be drawn from the resulting data set? KW - Countermeasures KW - Human factors in crashes KW - Interstate transportation KW - Safety engineering KW - Transportation safety UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/RS07216%20SHRP2.pdf UR - https://trid.trb.org/view/1419110 ER - TY - ABST AN - 01601932 TI - Administration of Highway and Transportation Agencies. Task 104. State DOT Implementation of MAP21 Performance Measure Rules AB - Moving Ahead for Progress in the 21st Century Act (MAP-21) was signed into law in June 2012 as the new federal transportation reauthorization act which replaced Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU). MAP-21 is the first transportation reauthorization act to include Performance Measures, Target Setting, Performance Plans, and the like. The U. S. Department of Transportation, under the law’s authority, has proceeded with rulemaking activities to define the requirements and content of performance measurement and management for the portions of the nation’s transportation system subject to federal oversight. Rules are anticipated to become effective in the spring of 2015. State departments of transportation (DOTs) must comply with these. Most states are readying themselves to comply generally and reviewing how proposed rules will impact their state. Many DOT’s, regardless of how mature their performance management system is, will need assistance in implementing the new rules. The range of needs likely will vary by state: some may need assistance with data collection, others with data analysis, and yet others with data reporting. Coordination of performance management efforts with Metropolitan Planning Organizations presents additional challenges for many states. Every state may need some type of guidance and support, regardless of where they are on the scale of “ready,” to conform to the final rules. The objectives of this research are to (a) assess the degree of state DOT “readiness” for data collection, data analysis, and data reporting needed to meet the requirements of new federal rules to implement performance measurement and management; and (b) develop guidance, tools, and good practice examples to assist DOTs with implementation of the new rules. The research team have commenced work under limited authorization; contract effective dates and amount will be established when a contract is executed. KW - Best practices KW - Data collection KW - Metropolitan planning organizations KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Performance measurement KW - State departments of transportation KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3911 UR - https://trid.trb.org/view/1411581 ER - TY - RPRT AN - 01596868 AU - Lingenfelter, Jessica L AU - Rosenbaugh, Scott AU - Bielenberg, Robert W AU - Lechtenberg, Karla A AU - Faller, Ronald K AU - Reid, John D AU - Midwest Roadside Safety Facility AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Midwest Guardrail System (MGS) with an Omitted Post PY - 2016/02/22/Final Report SP - 132p AB - The objective of this research study was to evaluate the Midwest Guardrail System (MGS) (31” tall W-beam guardrail) with an omitted post according to the safety performance criteria provided in the Manual for Assessing Safety Hardware (MASH). A single full-scale crash test was conducted with the 2270P pickup truck in accordance with MASH test no. 3-11. The small car test, test no. 3-10, was deemed unnecessary as the pickup truck test would result in higher rail loads, a greater propensity for rail rupture, and a greater risk of failure. The test installation utilized standard 6-ft (1.8-m) long steel guardrail posts with 12-in. (305-mm) deep blockouts. A single post was omitted near the center of the 175-ft (53.3-m) long installation. Test no. MGSMP-1 resulted in the guardrail capturing and smoothly redirecting the 2270P vehicle. The vehicle remained upright, and all vehicle decelerations were within the recommended occupant risk limits. As such, the MGS with an omitted post satisfied the TL-3 safety performance criteria found in MASH. Following the full-scale crash testing, implementation guidance and recommendations were provided regarding the omission of a post within various MGS configurations, including MGS adjacent to 2:1 fill slopes, MGS on 8:1 approach slopes, MGS in combination with curbs, wood post MGS, non-blocked MGS, terminals and anchorages, MGS stiffness transition to thrie beam approach guardrail transitions, and MGS long-span systems. KW - AASHTO Manual for Assessing Safety Hardware KW - Design KW - Guardrails KW - Highway safety KW - Impact tests KW - Implementation KW - Midwest Guardrail System KW - Pickup trucks KW - Posts KW - Recommendations UR - http://www.transportation.nebraska.gov/mat-n-tests/pdfs-docs/ARLinks/FinalReportSuppl80.pdf UR - https://trid.trb.org/view/1403810 ER - TY - ABST AN - 01590709 TI - Axle and Length Classification Factor Analysis and Effects on Annual Average Daily Traffic (AADT) AB - Project objectives are as follows: (1) Assemble State Departments of Transportation (DOTs) and industry experts to conduct research and statistical analysis on millions of traffic data records in order to provide guidance and understanding on the variability of how axle and length classification data affect Annual Average Daily Traffic (AADT), specifically with regard to the creation of axle factors. (2) Gain a quantitative understanding on how length classification traffic data affects the calculation of AADT. Length classification sites are more cost effective than axle classification sites from installation to maintenance. This objective will allow DOTs to fully understand the statistical significance and soundness when using this cost-effective data collection option. (3) Gain a quantitative understanding of how axle and length classification traffic data interact and affect the calculation of AADT. State DOTs that have both these types of continuous classification traffic site installations or State DOTs who are considering including the lesser expensive length classification sites to their continuous program will understand advantages and distinctions of utilizing these combined data sources. Organizational Structure is as follows: TECHNICAL COMMITTEE - State Department of Transportation Agencies Lead State - Wisconsin DOT: (1) Agency proposing the pooled fund; (2) Act as the sponsoring agency; (3) Receive invoices from the selected vendor; and (4) Assist in soliciting new pooled fund partners. Participating States: (1) Review, comment on, and recommend for approval all project proposals generated through their participation on the Technical Committee; (2) Make final decisions of the approval of any project proposal; Participating states, including the lead state, will have one vote on the Technical Committee. Selected Vendor will: (1) Prepare invoices to be sent to Wisconsin DOT for research activities; (2) Plan, coordinate, and facilitate meetings of the Technical Committee using teleconferencing and other available technologies, as well as face-to-face meetings; (3) Prepare draft proposals that include work plans and budgets to be presented to the Technical Committee for review, comment, and approval; and (4) Prepare quarterly reports to be submitted to the Technical Committee and the Wisconsin DOT. KW - Annual average daily traffic KW - Axles KW - Classification KW - Cost effectiveness KW - Data collection KW - Factor analysis KW - Length KW - State departments of transportation KW - Statistical analysis KW - Traffic data KW - Wisconsin Department of Transportation UR - http://www.pooledfund.org/Details/Study/589 UR - https://trid.trb.org/view/1398591 ER - TY - ABST AN - 01590708 TI - National Road Research Alliance - NRRA AB - Primary objectives of the National Road Research Alliance (NRRA) are: (1) Conduct structured construction, field testing and evaluation using the Minnesota Department of Transportation (MnROAD) cold weather facility; (2) Evaluate pavement materials, equipment and methods under real-world conditions; (3) Establish industry standards and develop performance measure for improving pavement performance; (4) Develop and/or revise specifications and recommendations; (5) Studying and promoting innovative techniques and technologies that will save agencies money, improve safety and increase efficiency; (6) Supporting technology transfer by developing practical field guides, best practices, and training curriculum to promote the results of research projects; (7) Conduct cost-benefit analysis to ensure that new technologies, materials or methods contribute to operational efficiencies; (8) Support the exchange of information and ideas through collaborative research efforts that provide opportunities for public agencies to share experiences. (9) Identify and prioritize common road related research needs to address regional and national issues that are built on existing efforts such as Federal Highway Administration's (FHWA's) Portland Cement Concrete (PCC) and hot mix asphalt (HMA) Roadmaps as well as the Foundation for Pavement Preservation Roadmap; (10) Fund high priority, readily implementable research projects though research contracts and university partnerships; and (11) Leverage knowledge, skills, and resources from participating partners to advances pavement research and implementation efforts while developing the workforce of the future. Support technology transfer that highlights the implementation of research results and the associated benefits. KW - Benefit cost analysis KW - Cold weather construction KW - Evaluation KW - Field tests KW - Materials KW - Minnesota Department of Transportation KW - National Road Research Alliance KW - Pavement performance KW - Pavements KW - Road construction KW - Standards KW - Technology transfer UR - http://www.pooledfund.org/Details/Study/590 UR - https://trid.trb.org/view/1398590 ER - TY - ABST AN - 01590441 TI - A Low-Cost Mobile Proximity Warning System in Highway Work Zone Safety AB - This project will develop and validate a wireless worker proximity detection and alert sensing system for proactive safety warning at dynamic roadway work zones. The work will be carried out in two stages. In Stage 1, which is currently underway, mobile applications for the proposed proximity sensing system will be developed for smartphones, tablets, and wearable Bluetooth devices. First, an iOS-based mobile application for proximity alert sensing system for pedestrian worker’s Personal Protection Unit (PPU) and equipment operator’s PPU will be developed. Next, a new communication protocol between pedestrian worker’s PPU and an operator’s PPU will be established using WiFi or Bluetooth function. The operator’s PPU will also have a function of displaying pedestrian worker’s PPU location when his/her proximity is detected (e.g., front, rear, left or right side of the equipment). The detected proximity safety alerts will be recorded within the system and optionally sent to a cloud server via data networks for the post safety analysis. In addition, this research will explore how increased frequencies and power of the iBeacons can improve the accuracy of the system by considering variables such as mounting positions of beacons, interferences from other wave frequencies, and types of equipment. An outdoor test at a Georgia Department of Transportation (DOT) equipment yard will be conducted to measure the following parameters: alert distance accuracy, time delay between worker and operator PPUs, and true, false, and missed alert rates based on different speeds of equipment. In Stage 2, the developed prototype will be further tested under varying real-world field conditions in highway construction work zones to validate effectiveness through industry observations. The hardware configuration methods and software will be continuously improved through a combination of industry feedback and simulated laboratory tests. Several proximity alert system dealers and manufacturers will be contacted to demonstrate the final prototype and discuss a potential business plan. The final report will provide all data and findings along with guidelines on implementing the developed work zone safety system by state DOTs. KW - Bluetooth technology KW - Field tests KW - Georgia Department of Transportation KW - Pedestrians KW - Prototype tests KW - Proximity detectors KW - Sensors KW - Smartphones KW - Warning systems KW - Wireless communication systems KW - Work zone safety UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4145 UR - https://trid.trb.org/view/1398367 ER - TY - ABST AN - 01598869 TI - A Class of V-Connectors for Bridge Deck-Pier and Pier-Footing Joints with Combined Advantage of Integrated Design and Seismic Isolation while Enabling ABC AB - This project will develop a class of V-connectors for bridge deck-piers and pier-footing joints to provide seismic isolation while facilitating accelerated bridge construction and retrofit. The work is being performed in two stages. Work in Stage 1 focuses on the analysis and design of the V-connector family. The analysis involves two tasks: (i) development of a theoretical model to obtain the generalized principle of the relationship between key design parameters and the connector’s performance for seismic protection; and (ii) establishing the numerical model that is able to screen and quantify the design parameters for a regular bridge at a site with seismic parameters given by the American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Manual Section 3. The connectors are to be designed with the following two options: (i) work with partner state departments of transportation (DOTs) to identify at least one bridge project that could use the product and then design the connector for that particular bridge based on the theoretic model and numerical analysis developed earlier in the project; or (ii) design the connector to fit the bridge types listed by the AASHTO LRFD Manual. A set of designed connectors will be fabricated for shake-table tests. Contacts with a connector manufacturer and state DOTs will be made to discuss connector manufacturing and identify suitable bridge sites. Work in the second and final stage will involve shake-table tests and completing at least one set of connector design, based on original design and shake-table test results. The connector will be manufactured and implemented on an actual bridge under construction. Two tasks of the designated analysis have been committed: (i) a two-degree theoretical model has been established based on the one-degree model currently applied by AASHTO LRFD manual, whereby the key is to using hysteretic curve to determine the damping coefficient. It has been identified that the natural friction between the connected surface-pair provides sufficient damping for seismic isolation, which is also the unique advantage for the invented V-connector family. (ii) 3D-finite element models have been established for screening optimized design parameters with the best performance, for which the analysis of the data is on-going. A visit was made to the University of California-Berkeley laboratory to discuss and arrange for the test plan. KW - Anchors (Structural connectors) KW - Bridge construction KW - Bridge decks KW - Bridge design KW - Bridge piers KW - Earthquake resistant design KW - Footings KW - Mathematical models KW - Performance based specifications KW - Retrofitting KW - State departments of transportation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4146 UR - https://trid.trb.org/view/1398366 ER - TY - ABST AN - 01590440 TI - A Novel Vision Sensor for Remote Measurement of Bridge Displacement AB - This project will develop a camera-based vision sensor for accurate remote, multi-point measurement of bridge displacements enabled by a robust target tracking algorithm, an advanced image distortion filter, and a vibration cancellation technique. A prototype system will be built and its efficacy demonstrated in bridge field tests. The project is being carried out in two stages. Work in Stage 1 focuses on developing three novel algorithms and techniques to improve the accuracy of the remote measurement of multi-point bridge displacements in outdoor environments without artificial tracking markers. (1) Robust template matching algorithm based on orientation code matching (OCM): The novel OCM will be further developed for multi-point displacement measurement in outdoor field environments. The goal is to track the existing “natural” markers on the bridge surface and completely eliminate the requirement of installing artificial target panels at the measurement points. Various commonly-available structural surface textures and objects will be tested in the laboratory. (2) Digital heat haze filter technique: A novel digital filter will be developed to eliminate random blurring and distortion of the video images caused by heat haze, which is critical for accurate and stable displacement measurements from a long distance. Alternatively, a statistical correlation analysis technique will also be investigated. The performance of the digital heat haze filter and statistical approach will be evaluated through laboratory tests using simulated heat haze, by comparing the displacement measurement results with and without the heat haze and with and without the digital filtering technique. (3) Camera vibration cancellation technique: The multi-point measurement-based technique will be developed and evaluated in terms of its ability to cancel the measurement errors caused by camera vibration (due to wind, traffic, and ambient vibration). Shake-table tests will be carried out at the Columbia University’s Carlton Laboratory, using a sample structure and two shaking tables. Finally, the OCM algorithm will be integrated with the heat haze filtering and camera vibration cancellation to systematically address all sources of environmental noise affecting measurement accuracy of vision-based sensors. Laboratory tests will be carried out to evaluate the limitation of the measurement points under simulated environmental noise such as shadowing, heat haze, change in illuminating light, and background conditions. Work in the final stage will focus on the development and bridge field evaluation tests of a prototype vision sensor system. The developed algorithms/techniques will be integrated into a software package. Advanced computational techniques will be applied to reduce the image processing time to realize real-time online measurement. The performance of the prototype vision sensor system will be further evaluated on two bridges (the short-span Jamboree Overcrossing concrete bridge in California and the long-span Manhattan Bridge in New York). Technology transfer efforts will be focused on engaging end users, such as NYC Department of Transportation (DOT) and California Department of Transportation (Caltrans), in the bridge field tests to build their awareness of capabilities of the technology. The final report will provide all data and findings along with guidelines on implementing the developed technique for measuring bridge displacement by state DOTs. KW - Algorithms KW - California KW - Cameras KW - Concrete bridges KW - Detection and identification KW - Dislocation (Geology) KW - Field tests KW - Highway bridges KW - Jamboree Road Overcrossing (Irvine, California) KW - Manhattan Bridge (New York, New York) KW - Measurement of specific phenomena KW - New York (State) KW - Prototype tests KW - Remote sensing KW - Sensors KW - State departments of transportation KW - Vision UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4147 UR - https://trid.trb.org/view/1398365 ER - TY - ABST AN - 01618647 TI - Update to Transportation Governance: A 50-State Review of State Legislatures and Departments of Transportation AB - In 2011, the National Conference of State Legislatures (NCSL) and American Association of State Highway and Transportation Officials (AASHTO) collaborated on a report—Transportation Governance and Finance: A 50-State Review of State Legislatures and Departments of Transportation—designed to fill a gap in the existing knowledge base about transportation governance by examining the relationships between state legislatures and state departments of transportation (DOTs) in depth. The primary focus was on transportation funding and finance policy, with examination of other areas of transportation governance. This report was received very well by various transportation stakeholders. The legislative and political environment for transportation funding and finance has evolved nationally and in the states since the 2011 report was completed. New federal legislation has been enacted and number of state legislatures also have adopted new financing mechanisms and other changes in how their transportation systems are to be managed. The use of tolls, the creation or modification of tolling authorities, and the relationship of DOTs and separately established tolling agencies have been topics of recent interest in several states. The objectives of this research are to (1) produce an updated version of Transportation Governance and Finance: A 50-State Review of State Legislatures and Departments of Transportation, with new survey data to reflect the current environment; and (2) assist AASHTO staff with dissemination of the updated information. The new report, like its predecessor, will include state-by-state information on such topics as collaboration and communication between legislatures and DOTs, legislative oversight of the DOT, transportation planning and capital program management activities, and other relevant topics. The researcher team will assist AASHTO staff in presenting the report to association members and others. STATUS (December 2016): The updated guide has been developed and published by AASHTO as an electronic document. Information about the document--Transportation Governance and Finance: A 50-State Review of State Legislatures and Departments of Transportation, 2nd Edition--is available from AASHTO. Dissemination efforts continue. KW - American Association of State Highway and Transportation Officials KW - Cooperation KW - Financing KW - Governance KW - Legislation KW - National Conference of State Legislatures KW - Oversight KW - Policy KW - State departments of transportation KW - Tolls KW - United States UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3976 UR - https://trid.trb.org/view/1436708 ER - TY - ABST AN - 01601933 TI - Administration of Highway and Transportation Agencies. Task 107. Update to Transportation Governance: A 50-State Review of State Legislatures and Departments of Transportation AB - In 2011, the National Conference of State Legislatures (NCSL) and American Association of State Highway and Transportation Officials (AASHTO) collaborated on a report—Transportation Governance and Finance: A 50-State Review of State Legislatures and Departments of Transportation—designed to fill a gap in the existing knowledge base about transportation governance by examining the relationships between state legislatures and state departments of transportation (DOTs) in depth. The primary focus was on transportation funding and finance policy, with examination of other areas of transportation governance. This report was received very well by various transportation stakeholders. The legislative and political environment for transportation funding and finance has evolved nationally and in the states since the 2011 report was completed. New federal legislation has been enacted and number of state legislatures also have adopted new financing mechanisms and other changes in how their transportation systems are to be managed. The use of tolls, the creation or modification of tolling authorities, and the relationship of DOTs and separately established tolling agencies have been topics of recent interest in several states. The objectives of this research are to (1) produce an updated version of Transportation Governance and Finance: A 50-State Review of State Legislatures and Departments of Transportation, with new survey data to reflect the current environment; and (2) assist AASHTO staff with dissemination of the updated information. The new report, like its predecessor, will include state-by-state information on such topics as collaboration and communication between legislatures and DOTs, legislative oversight of the DOT, transportation planning and capital program management activities, and other relevant topics. The researcher team will assist AASHTO staff in presenting the report to association members and others. KW - Capital investments KW - Cooperation KW - Financial analysis KW - State departments of transportation KW - State laws KW - Toll roads KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3976 UR - https://trid.trb.org/view/1411580 ER - TY - ABST AN - 01590176 TI - Self-Deicing LED Signal for Railroad and Highway Intersections AB - This project will develop and demonstrate a new type of self-de-icing LED signals for highway and railroad intersections as replacement for existing LED signal light that are too cool to deice or melt snow and may cause accidents in snowy conditions. The work is being carried out in three stages. Work in Stage 1 focuses on laboratory investigation. Three prototypes of the self-de-icing LED signals in red, green, and yellow light colors will be developed and tested on highway intersection and railroad wayside and at-grade crossing signal lights. Working with project partners desired specifications of the prototype signals will be developed and field test sites will be identified. Necessary equipment, components and materials will be procured to develop and build the prototypes and test for their thermal and lighting performance to meet all requirements. Work in Stage 2 will focus on testing the three prototypes mounted on the roof of the University of Kansas engineering complex and powered by the signal controller cabinet. The performance criteria will include: (i) the lens surface temperature remains above 0° C (32° F) over the entire testing period in cold wintertime; (ii) no visible buildup of ice, sleet, and snow occurs on the signal lens; (iii) the brightness of the signal light lens is higher than the threshold values designed to meet the regulated safety requirements of the Institute of Transportation Engineers (ITE) and the Union Pacific (UP) or Burlington Northern Santa Fe (BNSF) railroad corporations; and (iv) there is minimum power consumption from the signal controller cabinet. Work in the third and final stage will involve field testing of the developed prototypes on identified highway signalized intersections and rail track sections. The prototypes, validated in the closed-course setting, will be installed on pole-mounted signals as backup to the existing primary signals and commissioned. Real-time performance for melting snow and deicing will be monitored by a security video camera as well as by personal site visits. On-site demonstration of the prototype signals will also be held for project partners and state departments of transportation (DOTs) to initiate the implementation process. The final report will provide all relevant data and results along with plans for implementation of the self-de-icing LED signals in affected states. KW - Deicing KW - Grade crossing protection systems KW - Light emitting diodes KW - Performance tests KW - Prototype tests KW - Prototypes KW - Railroad grade crossings KW - Railroad safety UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4136 UR - https://trid.trb.org/view/1398036 ER - TY - RPRT AN - 01599886 AU - Kennedy, Adjo Amekudzi AU - Sowah, Margaret Avis Akofio AU - Brodie, Stefanie AU - Xu, Yanzhi (Ann) AU - Leous, Audrey AU - Curtis, Valerie AU - Georgia Tech Research Corporation AU - Georgia Department of Transportation AU - Federal Highway Administration TI - STEM and Our Future Transportation Leaders PY - 2016/02/10/Final Report SP - 127p AB - Between 2012 to 2022, 40 to 50 percent of the transportation workforce is expected to retire taking valuable knowledge with them.  State Departments of Transportation (DOT) are expected to play a significant role in replenishing the workforce pipeline by raising awareness about transportation careers, providing internship and apprenticeship opportunities, supporting workforce development programs and research, implementing mentoring programs for new workers and emerging leaders, and supporting partnerships with education and workforce organizations.  Science, technology, engineering and mathematics (STEM) development is considered a critical priority in the state of Georgia and the nation at large to preserve science and technology efficacy and promote economic competitiveness. This report reviews state DOT involvement in transportation related STEM outreach programs and identifies opportunities to engage kindergarten through high school (K 12) students in STEM programs to enhance their interest in the transportation field.  Both theory and empirical evidence show that STEM has academic and behavioral benefits, and that students exposed to STEM are more likely to choose a career in STEM.  Information on DOT involvement in STEM programs was gathered from the literature, DOT and other websites; a targeted online survey administered to DOTs and University Transportation Centers that have hosted STEM outreach programs; and semi structured phone interviews conducted with selected survey respondents to gather additional information on their programs.  Results show that over 40 percent of state DOTs are involved in K 12 STEM outreach programs: most commonly residential or non residential summer programs, teacher training and curriculum development programs, internship and shadow opportunities, one day STEM awareness events, and periodic employee visits to schools to present on transportation STEM.  A business case analysis conducted shows that agencies will benefit from including both longer term and shorter term alternatives in their STEM programming to cultivate STEM efficacy and build long term relationships with a smaller percentage of students while increasing STEM awareness broadly among K 12 students.   Such strategic programming will contribute to developing a pool of students for future recruitment to replenish the transportation workforce, while enhancing STEM culture within the agency. KW - Education KW - Georgia KW - Literature reviews KW - Outreach KW - Recruiting KW - State departments of transportation KW - Students KW - Surveys KW - Transportation careers UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/14-08.pdf UR - https://trid.trb.org/view/1408193 ER - TY - RPRT AN - 01599286 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 - Implementation and Calibration of the MEPDG in Georgia PY - 2016/02/09/Task 7 Final Report – Task Order #3 SP - 237p 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 pavements. As a part of the transition process, GDOT has sponsored an implementation project. One objective of the implementation project was to calibrate the MEPDG global distress transfer functions to local conditions. The Georgia Long-Term Pavement Performance (LTPP) and non-LTPP roadway segments were used for the verification-calibration-validation process. One of the first activities 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 Order 1, Task 2 interim report focused on using the Georgia LTPP test sections to confirm the applicability of the global calibration coefficients. The interim report concluded some of the transfer functions exhibited significant bias between the measured and predicted distress and require local calibration. The Task Order 2, Task 5 Interim Report documented the local calibration of the transfer functions using LTPP and non-LTPP roadway segments. The calibration process followed the procedure presented in the 2010 AASHTO MEPDG Local Calibration Guide. GDOT calibration coefficients were derived to remove 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 and calibrated as needed for their applicability to Georgia conditions. This report summarizes all calibration-validation activities completed within this implementation project. KW - Calibration KW - Georgia KW - Implementation KW - Long Term Pavement Performance (LTPP) Program 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%203%20FR.pdf UR - https://trid.trb.org/view/1405573 ER - TY - RPRT AN - 01594595 AU - Rizzo, Piervincenzo AU - University of Pittsburgh AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Noninvasive Assessment of Existing Concrete PY - 2016/02/02/Final Report SP - 130p AB - The nondestructive evaluation (NDE) of concrete has been a long-standing challenge. In the last three decades, many NDE methods have been proposed, and some of them resulted in commercial products. The most common method is probably the one based on the measurement of the velocity of bulk ultrasonic waves propagating through concrete. The measurement helps to assess the strength of concrete or to monitor the curing of fresh concrete. Another popular commercial system is the Schmidt hammer that consists of a spring-driven steel hammer that hits the specimen with a defined energy. Part of the impact energy is absorbed by the plastic deformation of the specimen, and the remaining impact energy is rebounded. The rebound distance depends on the hardness of the specimen and the conditions of the surface. As these methods are not universally accepted, much research is still ongoing on the NDE of concrete. In this report, the authors preset an NDE method based on the propagation of highly nonlinear solitary waves (HNSWs) along a 1-D chain of spherical particles in contact with the concrete to be tested. With respect to ultrasonic-based NDE, the proposed approach: 1) exploits the propagation of waves confined within the grains; 2) employs a cost-effective transducer; 3) measures different waves’ parameters (time of flight, speed, and amplitude of one or two pulses); 4) does not require any knowledge of the sample thickness; 5) does not require an access to the sample’s back-wall. Moreover, the method differs from the Schmidt hammer because it can be applied also onto fresh concrete, multiple HNSWs features can be exploited, and it does not induce plastic deformation. In this project, the propagation of HNSWs is used to measure the strength of cured concrete under concrete’s control mix design and under excessive water/cement (w/c) ratio. The objective was the assessment of the modulus of hardened concrete to predict the compressive strength of bridge concrete decks, or other concrete structures. In the work presented here many HNSW-based transducer were used to test concrete cylinders cast with well controlled w/c ratios and short beams cast with a certain w/c ratio but corrupted with excessive water. The latter mimicked rainfall prior, during, and after construction. The authors monitor the characteristics of the waves reflected from the transducer/concrete interface in terms of their amplitude and time-of-flight (TOF). The latter denotes the transit time at a given sensor bead in the granular crystal between the incident and the reflected waves. When a single HNSW interacts with a "soft" neighboring medium, secondary reflected solitary waves (SSW) form in the granular crystal, in addition to the primary reflected solitary waves (PSW). The authors observed that the waves propagating within the transducer are affected by the amount of water present in the mix design. Future studies shall expand the research by including more samples and by conducting field tests in existing bridges. KW - Compressive strength KW - Concrete KW - Concrete construction KW - Mix design KW - Modulus of elasticity KW - Moisture content KW - Nondestructive tests KW - Ultrasonic tests KW - Water cement ratio UR - http://www.dot7.state.pa.us/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Maintenance/Noninvasive_Assessment_of_Existing_Concrete.pdf UR - https://trid.trb.org/view/1401064 ER - TY - ABST AN - 01587335 TI - Recommendations and Strategies for IRP Truck Licensing Impacts for Ohio Counties AB - International Registration Plan (IRP) is an agreement among 48 states, 10 Canadian Provinces and the District of Columbia whereby a motor carrier can register commercial vehicle fleets for travel in all IRP jurisdictions by filing the paperwork with the home (base) jurisdiction. Fees associated with the registration of these vehicles are apportioned to each IRP jurisdiction based on various factors including total mileage driven within a given jurisdiction. As an IRP participating state, Ohio's Department of Public Safety (ODPS) coordinates the apportionment of IRP registration fees between Ohio and other participating states. In addition, ODPS coordinates the distribution of registration revenue between Ohio's various state agencies, counties, townships, and municipalities. While registration revenue is distributed to local public agencies, there is a perception of a disconnect between the percentage provided to locals versus the actual impact commercial vehicle fleets have on local roads. While the state system is designed to accommodate large quantities of commercial vehicles, local roads are less equipped and are therefore more susceptible to pavement deterioration and stress promulgated by these types of vehicles. As a result, local governments may find it necessary to perform rehabilitation and repair activities more frequently or even earlier than anticipated. However, the revenue stream from the registration of these vehicles does not seem to be keeping pace. A locally conducted case study has identified a situation in which this disparity exists. There is a presumption that this is not an isolated event and local governments may be missing out on revenues needed to maintain the integrity and safety of Ohio's local roadways. Research is needed to investigate the overall impact of IRP truck registration to Ohio counties and to provide recommendations for improvements (if warranted). The goal of this research is to expanded upon a previously conducted study (SJN: 134988) aimed at assessing the economic impact of non-Ohio registered commercial vehicle fleets based within Ohio jurisdictions. The objective of this new project is to provide recommendations for short- and long-term solutions to address the registering and/or fee allocation process for IRP registration within Ohio. The findings of this research will either support or disprove a perception of disproportionate funding allocations related to IRP registration revenue. As a result, this will enhance the state's ability to ensure the appropriate retrieval and allocation of IRP registration revenue for maintaining Ohio's roadways. It will also equip local officials with the tools needed to conduct their own investigations as the economic and business situation of their locality changes over time. KW - Commercial vehicle operations KW - Economic impacts KW - International Registration Plan KW - Motor carriers KW - Ohio KW - Pavement distress KW - Registration fees KW - Rehabilitation (Maintenance) KW - Resource allocation KW - Trucks UR - https://trid.trb.org/view/1395775 ER - TY - RPRT AN - 01625806 AU - Krile, Robert AU - Schroeder, Jeremy AU - Battelle AU - Federal Highway Administration TI - Assessing Roadway Traffic Count Duration and Frequency Impacts on Annual Average Daily Traffic Estimation: Evaluating Special Event, Recreational Travel, and Holiday Traffic Variability PY - 2016/02 SP - 41p AB - The Federal Highway Administration (FHWA) Travel Monitoring Analysis System (TMAS) volume data were utilized from 418 sites/years in the United States where data were available for all 24 hours of every day of the year. These sites collectively represented a wide range of annual average daily traffic (AADT) volumes, 9 functional classes, 35 states, and years 2000 through 2012. The TMAS hourly data were converted to daily ratios of volume to the overall AADT for the site. These daily volume ratios were fit to statistical analysis of variance models to estimate the mean changes in volume for national holidays and the days surrounding them. Further subsets of sites were utilized to model the traffic impacts of roadways near recreational areas and associated with special events. The report includes the analysis methodology and summary statistics findings. KW - Annual average daily traffic KW - Continuous monitoring KW - Holidays KW - Recreational trips KW - Special events KW - Traffic counts KW - Traffic data KW - Traffic estimation UR - http://www.fhwa.dot.gov/policyinformation/travel_monitoring/pubs/aadt/aadt_task_6_final_report_feb_2016.pdf UR - https://trid.trb.org/view/1442741 ER - TY - RPRT AN - 01625803 AU - Federal Highway Administration TI - Transportation Air Quality Selected Facts and Figures PY - 2016/02 SP - 56p AB - This brochure provides an overview of facts and figures regarding the linkages between transportation and air quality. The focus of this brochure is primarily on transportation-related emissions trends, policies, technologies, and standards that affect on-road mobile sources, including automobiles, light-duty trucks, and heavy duty trucks. KW - Air quality KW - Automobiles KW - Brochures KW - Environmental policy KW - Exhaust gases KW - Heavy duty trucks KW - Light trucks KW - Mobile sources KW - Standards KW - Technology UR - https://www.fhwa.dot.gov/environment/air_quality/publications/fact_book/factbook2016.pdf UR - https://trid.trb.org/view/1442736 ER - TY - RPRT AN - 01625801 AU - Krile, Robert AU - Todt, Fred AU - Schroeder, Jeremy AU - Battelle AU - Federal Highway Administration TI - Assessing Roadway Traffic Count Duration and Frequency Impacts on Annual Average Daily Traffic Estimation: Assessing Accuracy Issues Related to Annual Factoring PY - 2016/02 SP - 27p AB - Annual average daily traffic (AADT) for many roadways is estimated through a temporary count obtained over anywhere from a few hours to one week, and subsequently expanded to a full year using factors derived from permanent count stations with similar characteristics. Many organizations perform these counts less than annually and therefore must further adjust counts from a prior year (typically 1, 2, or 5 years prior, depending on the roadway type) to the current year. This task quantifies the relative accuracy and precision associated with different annual count cycles for 24- and 48-hour count durations. Results are evaluated at the national level, as well as by functional classification of sites, and at the individual state level. The Federal Highway Administration (FHWA) Travel Monitoring Analysis System (TMAS) volume data from 14 years consisting of hourly counts by day from nearly 6,000 continuous permanent volume traffic data sites/years in the United States comprised the reference dataset for this research. A subset of 320 of these were utilized which include complete data for all 24 hours of every day of the year. These sites collectively represented a wide range of AADT volumes, 9 functional classes, 32 states, and years 2000 through 2012. This report is a final task report that summarizes accuracy and precision of expanding short-term counts’ Average Daily Traffic (ADT) to AADT, depending on the frequency with which the counts are obtained (yearly, every two years, every three years, or every six years), and includes the analysis methodology and summary statistics findings. KW - Accuracy KW - Annual average daily traffic KW - Continuous monitoring KW - Short term KW - Traffic counts KW - Traffic data KW - Traffic estimation UR - http://www.fhwa.dot.gov/policyinformation/travel_monitoring/pubs/aadt/aadt_task_4_final_report_feb_2016.pdf UR - https://trid.trb.org/view/1442740 ER - TY - RPRT AN - 01624402 AU - Cohen, James AU - University Transportation Research Center AU - Office of the Assistant Secretary for Research and Technology AU - Federal Highway Administration TI - A Case Study of High Speed Rail in Florida: Implications for Financing Passenger Railways PY - 2016/02//Final Report SP - 28p AB - Between 1981 and 2011, the State of Florida and private corporations, sometimes jointly, sometimes alone, made four different attempts to implement very high speed rail lines between Miami, Orlando, and Tampa, on which trains would run at very high speed, between 150 and 220 miles per hour. Yet, at present, the only new passenger line that is likely to begin operations between these cities is not very high speed, and will not run on dedicated track. Why did all the earlier attempts at very high speed lines fail, while a moderate speed line appears likely to succeed? This report shows how neoliberal ideology and policies in the 1980’s caused a private consortium to plan a line based on credit from private investors and rents and profits from real estate development. When that failed, a public-private partnership was attempted in the 1990’s, which relied on direct government grants, guarantee for private activity bonds, federal financing (TIFIA), and other sources. This plan was vetoed by Governor Jeb Bush in 1999. The currently planned line will be financed, as in the 1980’s and 1990’s, by private activity bonds and real estate revenues. But, unlike earlier periods, trains will not run on grade separated track, so infrastructure costs are significantly lower than for very high speed. Nonetheless, sponsors of the current project are advertising their line as high speed, since its operating time will compete with existing air and highway options. This, then, shows how both actual and perceived speed-time and finance are related, and the implications of this relationship for American passenger rail in the future. KW - Bonds KW - Case studies KW - Financing KW - Florida KW - High speed rail KW - History KW - Policy KW - Real estate development KW - Traffic speed UR - http://www.utrc2.org/sites/default/files/pubs/Final-Report-Case-Study-of-High-Speed-Rail-in-Florida.pdf UR - http://ntl.bts.gov/lib/60000/60600/60674/Final-Report-Case-Study-of-High-Speed-Rail-in-Florida.pdf UR - https://trid.trb.org/view/1442747 ER - TY - RPRT AN - 01622671 AU - Moomen, Milhan AU - Qiao, Yu AU - Agbelie, Bismark R AU - Labi, Samuel AU - Sinha, Kumares C AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Bridge Deterioration Models to Support Indiana’s Bridge Management System SN - 9781622604166 PY - 2016/02//Final Report SP - 148p AB - An effective bridge management system that is equipped with reliable deterioration models enables agency engineers to carry out monitoring and long-term programming of bridge repair actions. At the project level, deterioration models help the agency to track the physical condition of bridge elements and to specify when bridge maintenance, rehabilitation and replacement can be expected. Also, with reliable deterioration models, the agency can customize bridge repair or replacement schedules that incorporate element condition, functional obsolescence, and pre-specified performance thresholds. At the network level, component-specific deterioration models are useful for system-wide needs assessment over a specified future time horizon, and to quantifying the system-wide consequences of funding shortfalls or funding increases in terms of specified performance measures including average values of bridge condition and remaining service life. The bridge deterioration models that are currently in use in the Indiana Bridge Management System were developed over two decades ago. Since then, significant changes have taken place in inspection methods, technologies used, advanced statistical tools for data analysis. Also, because of the lack of reliable data, such items as the truck traffic and climate conditions were not included in past modeling efforts. In recent years, these obstacles have been minimized and therefore, there is an opportunity to update the deterioration models for the various bridge components. In addressing this research need, the present study developed families of curves representing deterioration models for bridge deck, superstructure, and the substructure. The National Bridge Inventory database was used, and the models use the NBI condition ratings as the response variable. The model families were categorized by administrative region, functional class, and superstructure material type. The explanatory variables include traffic volume and truck traffic, design type, and climatic condition, and design features. Deterministic and probabilistic models were developed. KW - Bridge decks KW - Bridge management systems KW - Bridge substructures KW - Bridge superstructures KW - Climate KW - Deterioration KW - Indiana KW - Traffic volume KW - Truck traffic KW - U.S. National Bridge Inventory UR - http://dx.doi.org/10.5703/1288284316348 UR - https://trid.trb.org/view/1442400 ER - TY - RPRT AN - 01619067 AU - Fisher, Donald L AU - Collura, John AU - Romoser, Matthew R E AU - Knodler, Michael AU - Gomez, Radha AU - Samuel, Siby AU - Roman, Luis AU - Abdul, Mal AU - University of Massachusetts, Amherst AU - Massachusetts Department of Transportation AU - Federal Highway Administration TI - Evaluating the Effect of Advance Yield Markings and Symbolic Signs on Vehicle Pedestrian Conflicts at Marked Midblock Crosswalks across Multilane Roads PY - 2016/02//Final Report SP - 69p AB - The Commonwealth of Massachusetts has made walkable communities a priority. Pedestrian safety is key to the success of this objective. Pedestrians are at high risk when traversing unsignalized, marked crosswalks located either midblock or at T-intersections, especially when a vehicle adjacent to the driver blocks his or her view of a crossing pedestrian. A number of treatments have been proposed to reduce crashes at such crosswalks under these conditions. In four experiments, two performed on a driving simulator and two conducted on streets in the town of Greenfield, Massachusetts, the behavior of drivers exposed to modified standard yield markings (MSYM) was compared with the behavior of drivers exposed to “advance yield markings” (AYM). AYMs consist of a line of white triangles twenty to fifty feet in advance of the crosswalk. A sign indicating that drivers should yield at the markings accompanies the markings. On all measures of safety, the AYMs were superior to MSYMs at midblock crosswalks and T-intersections. Moreover, at T-intersections, pedestrians were safer when the mainline crosswalk was located at the far side of the cross street rather than the near side. KW - Behavior KW - Drivers KW - Driving simulators KW - Evaluation KW - Massachusetts KW - Midblock crossings KW - Pedestrian safety KW - Road markings KW - T intersections KW - Yield signs UR - http://ntl.bts.gov/lib/60000/60200/60244/12.pdf UR - https://trid.trb.org/view/1436218 ER - TY - RPRT AN - 01618822 AU - Zamenian, Hamed AU - Abraham, Dulcy M AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Pre-Contract Project Scoping Processes: Synthesis of Practices SN - 9781622604173 PY - 2016/02//Final Report SP - 45p AB - Scoping is the process of developing a project’s objectives, need, preliminary cost estimate, and preliminary schedule based on a recognized need that the project is intended to address. This study (INDOT/JTRP SPR-3944) was launched by the Indiana Department of Transportation (INDOT)/Joint Transportation Research Program (JTRP) to develop a synthesis of scoping processes in different State Highway Agencies (SHAs). The study was conducted using a qualitative exploratory approach focusing on the review of project scoping practices across different SHAs. Focused interviews with personnel from SHAs along with the review of documents gathered during the literature search and resources provided by SHAs were the avenues used for data collection in the study. The study focused on eleven themes for the assessment of project scoping procedures: (1) primary entity with responsibility for scoping projects, (2) timeline for scoping activities, (3) functional groups within the SHA involved in scoping, (4) cost estimation procedures, (5) application of Context Sensitive Solutions (CSS), (6) addressing maintenance needs, (7) methods of assessing scope creep, (8) tracking the quality and effectiveness of scoping processes, (9) environmental consideration in scoping processes, (10) data collection and data sharing, and (11) scoping practices which have evolved/benefited the SHA. The report presents key findings of the study and provides suggestions for further investigation by INDOT. KW - Construction projects KW - Context sensitive solutions KW - Indiana KW - Indiana Department of Transportation KW - Programming (Planning) KW - Project scoping KW - State highway departments KW - State of the practice UR - http://dx.doi.org/10.5703/1288284316192 UR - http://ntl.bts.gov/lib/60000/60500/60531/viewcontent.cgi1.pdf UR - https://trid.trb.org/view/1436768 ER - TY - RPRT AN - 01617699 AU - Campbell, Leslie E AU - Perry, Chase N AU - Connor, Robert J AU - Lloyd, Jason B AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Element Level Bridge Inspection: Benefits and Use of Data for Bridge Management SN - 9781622604128 PY - 2016/02//Final Report SP - 26p AB - In 2012, Congress passed the Moving Ahead for Progress in the 21st Century Act (MAP-21) and committed to the development of a data-driven, risk based approach to asset management in the United States. This law requires the collection and submission of element level bridge inspection data for all National Highway System bridges, in addition to the National Bridge Inspection condition rating data. Ultimately, the data collected during element level bridge inspections should satisfy the requirements of the Federal Highway Administration and MAP-21 and be utilized by the Indiana Department of Transportation (INDOT) to evaluate bridge condition, predict deterioration, and guide decision making. The objective of this project is to develop recommendations for element level bridge inspection techniques, data collection, and inspector training based on a survey of INDOT peer agencies and a literature review of existing research and bridge inspection guidance. In order to collect consistent and reliable data, a rigorous inspector training program and detailed quality control procedures are necessary. INDOT must provide inspectors with the tools to be successful, including clearly defined expectations and instructions, comprehensive training and technical support, and effective inspection equipment. Similarly, robust quality control measures and periodic performance testing should be implemented to improve inspection quality and assess the agency’s performance. KW - Bridge management systems KW - Data collection KW - Indiana Department of Transportation KW - Inspection KW - Inspectors KW - Literature reviews KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Recommendations KW - Surveys KW - Training UR - http://dx.doi.org/10.5703/1288284316336 UR - https://trid.trb.org/view/1434964 ER - TY - RPRT AN - 01608622 AU - Krechmer, Daniel AU - Perry, Noel AU - Gallaher, Sarahjoy AU - McGuirk, Marjorie AU - Burnett, Thomas AU - Blizzard, Katherine AU - Cambridge Systematics, Incorporated AU - CASE Consultants International AU - Transport Fundamentals, LLC AU - Federal Highway Administration TI - Regional Assessment of Weather Impacts on Freight PY - 2016/02 SP - 72p AB - This project follows up on a study completed for the Federal Highway Administration (FHWA) in 2012 that provided a national estimate of weather-related delay affecting the trucking industry. The initial estimate indicated that weather-related delay costs the industry $8 billion to $9 billion annually. The goal of this study is to conduct a more detailed assessment of the impacts of adverse weather on freight movement in 13 diverse geographic regions, including both urban and rural corridors. The analysis presented in this report indicates that, overall, weather events have a significant negative impact on traffic speeds—and, therefore, the freight industry—when analyzed at the regional level. In this report’s study area, which focuses solely on a limited set of major highways, decreased traffic speeds due to weather events are estimated to cost the freight industry $3.8 million per year. The study found that ice, snow, fog, heavy rain, wind, and extreme temperature events were the most correlated with reduced traffic speeds, with the largest decreases occurring during the first hour of storms. Adverse weather was shown to have a greater correlation with decreased traffic speeds during peak hours. KW - Costs KW - Freight traffic KW - Peak hour traffic KW - Regional analysis KW - Traffic delays KW - Traffic speed KW - Trucking KW - United States KW - Weather conditions UR - http://www.ops.fhwa.dot.gov/publications/fhwahop16044/fhwahop16044.pdf UR - https://trid.trb.org/view/1417652 ER - TY - RPRT AN - 01605766 AU - Souleyrette, Reginald R AU - Howell, Brian AU - Green, Eric AU - Staats, William AU - Kentucky Transportation Center AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Estimation of Average Daily Traffic on Roads in Kentucky PY - 2016/02//Final Year 2 SP - 68p AB - Kentucky Transportation Cabinet (KYTC) officials use annual average daily traffic (AADT) to estimate intersection performance across the state maintained highway system. KYTC currently collects AADTs for state maintained roads but frequently lacks this information on local roads. A method is needed to estimate local road AADTs in a cost-effective and reasonable manner. Kentucky Transportation Center (KTC) researchers conducted a literature review on U.S. AADT models but found that none of them were suitable to Kentucky. Therefore, KTC developed an AADT model using non-linear regression to estimate AADTs on approaches to those intersections. KTC developed a Poisson distributed, non-linear regression model to estimate AADT. This model divided the state into three regions encompassing all of the highway districts: West (Districts 1, 2, 3, and 4), North Central (Districts 5, 6, and 7), and East (Districts 8, 9, 10, 11, and 12). This partitioning accounted for geographic and socioeconomic variability across the state. Each regional model relied upon three independent variables: probe count, residential vehicle registration, and curve rating. HERE proprietary probe counts—indicative of vehicle movements—provide tracking visibility on a select portion of vehicles moving across Kentucky highways. Residential vehicle registrations can be used to estimate trip generation information. Finally, the curve rating partially indicates accessibility. Model results were adjusted to KYTC daily vehicle miles traveled (DVMT) county control totals for local roads. Sensitivity analysis was conducted to examine the impact of model errors for use in intersection safety analysis. Results indicate that the estimates generated can be effectively used for safety assessment and countermeasure prioritization. KW - Annual average daily traffic KW - Highway curves KW - Intersections KW - Kentucky KW - Literature reviews KW - Probe vehicles KW - Registrations KW - Regression analysis KW - Sensitivity analysis KW - Traffic estimation KW - Vehicle miles of travel UR - http://www.ktc.uky.edu/files/2016/07/KTC_16_13_FRT201_15_1F.pdf UR - https://trid.trb.org/view/1416967 ER - TY - SER AN - 01603540 JO - TechBrief PB - Federal Highway Administration TI - Safety Evaluation of Intersection Conflict Warning Systems (ICWS) PY - 2016/02 SP - 12p AB - The Federal Highway Administration (FHWA) organized 40 States to participate in the FHWA Evaluation of Low-Cost Safety Improvements Pooled Fund Study (ELCSI-PFS) as part of its strategic highway safety plan support effort. The goal of the ELCSI-PFS research is to identify new safety strategies that effectively reduce crashes and promote them for nationwide installation by providing measures of their safety effectiveness and benefit to cost ratios through research. One of the strategies selected by member States to be evaluated for this study is intersection conflict warning systems (ICWS). This strategy is intended to reduce the frequency of crashes by alerting drivers of conflicting vehicles on adjacent approaches at unsignalized intersections, particularly those with one-way or two-way stop control. Few studies have explored the safety effectiveness of ICWS; the effectiveness has not been show for four-legged intersections. This study sought to fill this knowledge gap. KW - Before and after studies KW - Benefit cost analysis KW - Crash rates KW - Four leg intersections KW - Highway safety KW - Minnesota KW - Missouri KW - North Carolina KW - Traffic conflicts KW - Two lane highways KW - Unsignalized intersections KW - Warning signs UR - http://www.fhwa.dot.gov/publications/research/safety/15076/15076.pdf UR - https://trid.trb.org/view/1410175 ER - TY - RPRT AN - 01599875 AU - DeCoursey, William AU - Rothwell, Jeremy AU - University of Delaware, Newark AU - Center for Advanced Infrastructure and Transportation AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Defining and Quantifying State of Good Repair (SGR) for the Pedestrian Network PY - 2016/02//Final Report SP - 95p AB - State of Good Repair (SOGR) is difficult to quantify in a pedestrian context. Dozens and dozens of variables can affect the utility of the pedestrian network, and these variables change depending upon the environmental context (urban, suburban, rural). Moreover, pedestrian infrastructure, in general, is subject to far less rigorous assessment and monitoring in relation to its maintenance and overall condition… certainly when compared with bridges, railroads, or roads. This paper attempts to posit a definition for SOGR for pedestrian facilities and put forth a scoring mechanism transportation agencies and municipalities can use to monitor the pedestrian network’s state of repair in a variety of contexts. KW - Condition surveys KW - Definitions KW - Evaluation KW - Level of service KW - Pedestrian areas KW - Walkability UR - https://cait.rutgers.edu/files/CAIT-UTC-041-final.pdf UR - https://trid.trb.org/view/1407825 ER - TY - RPRT AN - 01599232 AU - Hendricks, Sara AU - Winters, Philip AU - Georggi, Nevine AU - Varzardoliya, Behzad Karimi AU - National Center for Transit Research AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Transportation Demand Management Guidance for Corridor Planning Studies PY - 2016/02//Final Report SP - 72p AB - The Washington State Department of Transportation (WSDOT) regional planning programs address current and forecasted deficiencies of State highways through the conduct of corridor studies. This Guidance for the conduct of corridor planning studies is the product of a comprehensive evaluation of how to incorporate the consideration of Transportation Demand Management (TDM) strategies into several business areas of the Washington State Department of Transportation (WSDOT). Corridor studies are an integral part of the transportation planning process, which support the State Highway System goals and objectives at the state and regional levels, as well as the vision for the corridor by the communities that the corridor serves. The Moving Washington approach recognizes the importance of using all the tools in the toolbox to cost effectively achieve the state transportation policy goals. This includes the mobility goal of maintaining the predictable movement of goods and people throughout the state of Washington. This Guidance describes a recommended approach to TDM strategies as part of least-cost planning for improving mobility. The Guidance asserts that all three methods: (1) managing travel demand, (2) optimizing traffic flow, and (3) accommodating travel demand by increasing capacity, should be used concurrently. This approach will advance the integration of TDM into the selected solutions aimed at reducing traffic congestion, providing mobility choices, enhancing transportation affordability, and meeting the State of Washington’s goals for reducing air pollution and greenhouse gas (GHG) emissions and improving community livability. This Guidance recommends use of a systematic process for identifying mobility needs, assessing existing TDM programs and resources, and evaluating potential TDM solutions against chosen performance metrics. KW - Costs KW - Mobility KW - Performance measurement KW - Recommendations KW - Regional planning KW - Traffic congestion KW - Transportation corridors KW - Transportation planning KW - Travel demand management KW - Washington State Department of Transportation UR - http://www.nctr.usf.edu/wp-content/uploads/2016/05/WSDOT-Contract-GCB-1374-WA-RD-834-1-TDM-Guidance-for-Corridor-Planning-Studies-Final-cse.pdf UR - http://ntl.bts.gov/lib/59000/59100/59176/WSDOT-Contract-GCB-1374-WA-RD-834-1-TDM-Guidance-for-Corridor-Planning-Studies-Final-cse.pdf UR - https://trid.trb.org/view/1406936 ER - TY - CONF AN - 01599158 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Stahl, Leslie AU - Filosa, Gina AU - Lawless, Emily AU - Poe, Carson TI - Surface Transportation System Resilience to Climate Change and Extreme Weather Events: First International Conference PY - 2016/02 IS - E-C204 SP - 82p AB - In collaboration with the Federal Highway Administration and the Federal Transit Administration, the Transportation Research Board organized the First International Conference on Surface Transportation System Resilience to Climate Change and Extreme Weather Events to promote dialogue on research, implementation, and lessons learned. The inaugural conference, which was held September 16–18, 2015, and webcast live from Washington, D.C., convened more than 500 experts from across the world to explore state-of-the-art research and emerging practices and policies on adapting surface transportation networks to the potential impacts of climate change and extreme weather events. This report summarizes the conference. Through a mix of plenary sessions, technical discussions in breakout sessions, and informal information exchanges, attendees explored the efforts of government, private sector, academia, business, and nonprofit organizations to bring the consideration of climate change and extreme weather resilience into the mainstream of all aspects of transportation decision making. Special focus was given to the development and application of climate information and innovative tools. U1 - Surface Transportation System Resilience to Climate Change and Extreme Weather Events: First International ConferenceTransportation Research BoardFederal Highway AdministrationFederal Railroad AdministrationAmerican Association of State Highway & Transportation OfficialsWSP-Parsons BrinckerhoffWashington,District of Columbia,United States StartDate:20150916 EndDate:20150918 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Railroad Administration, American Association of State Highway & Transportation Officials, WSP-Parsons Brinckerhoff KW - Climate change KW - Conferences KW - Disaster preparedness KW - Disasters KW - Resilience (Adaptability) KW - Weather conditions UR - http://www.trb.org/Publications/Blurbs/174026.aspx UR - https://trid.trb.org/view/1407689 ER - TY - RPRT AN - 01598878 AU - Macfarlane, Kate AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - Summary of the Border Infrastructure Finance Workshop, January 20-21, 2016 PY - 2016/02//Final Report SP - 8p AB - On January 20-21, 2016, the U.S.-Mexico Joint Working Committee for Transportation Planning (JWC), the Federal Highway Administration (FHWA), and the Secretariat of Communications and Transportation (SCT) sponsored a workshop on Border Infrastructure Finance. The workshop was hosted at the California Department of Transportation (Caltrans) District 11 office in San Diego, California. This report summarizes the presentations given at the workshop. KW - Crowdfunding KW - Financing KW - Infrastructure KW - International borders KW - Public private partnerships KW - United States-Mexico Border KW - Workshops UR - http://ntl.bts.gov/lib/59000/59100/59128/BIFW_Summary_Report_2016.pdf UR - http://ntl.bts.gov/lib/59000/59100/59128/BIFW_Summary_Report_2016.pdf?utm_source=GovDelivery&utm_medium=email&utm_campaign=April%202016%20newsletter UR - https://trid.trb.org/view/1405317 ER - TY - RPRT AN - 01598807 AU - Mohammad, Louay N AU - Kim, Minkyum AU - Challa, Harshavardhan AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Development of Performance-based Specifications for Louisiana Asphalt Mixtures PY - 2016/02//Final Report SP - 149p AB - Quality control and quality assurance (QC/QA) specifications typically define the asphalt mixtures by how close the as-built mixture meets the requirements of the as-designed mix. A common QC/QA specification for asphalt pavement construction is based on controlling the volumetric properties of compacted asphalt mixtures such as air voids, asphalt content, and aggregate gradation. However, there is no fundamental correlation to ensure that these volumetric properties are sufficient to provide satisfactory long term performance of the asphalt pavements. In order to address the issue in the current QC/QA specification, it is needed to develop a performance-based specification (PBS), which measures the mechanical and/or engineering properties of asphalt mixture as performance predictors of finished pavements. Such a PBS must be verified to actual field performance data. The objective of this study is to develop a framework for the implementation of PBS for Louisiana. To achieve this objective, nine asphalt paving projects were selected across the state. A total of 14 pavement sections that includes 21 asphalt mixtures were selected. A suite of laboratory tests using the Hamburg type loaded-wheel tester (LWT) and the semi-circular bending (SCB) device were performed to evaluate the rutting (in terms of rut depth, RD) and cracking resistance (in terms of critical strain energy release rate, Jc), respectively. In addition, indirect tensile dynamic modulus tests (IDT |E*|) were conducted to evaluate the viscoelastic properties of the asphalt mixtures. The dynamic modulus from IDT |E*| can be used as a material input in the Mechanistic-Empirical Pavement Design Guide (MEPDG) software to predict the 20-year projected distresses. The field distress data were obtained from Louisiana pavement management system (LA-PMS) for the selected projects and used to calibrate the 20-year projected rutting by the MEPDG simulations. From the comparison analyses, it was observed that the LWT measured rut depths of 6 mm or less and 10 mm or less can be the tentative quality limits for the Level 2 and Level 1 Louisiana asphalt pavements, respectively. Similarly, the minimum SCB Jc values of 0.6 and 0.5 kJ/m² for Level 2 and Level 1 asphalt pavements, respectively, seemed to serve well as the tentative criteria to avoid crack related problems. Along with the tentative rutting and cracking performance criteria, a draft sampling and testing plan of the PBS was proposed. A continued effort to collect more field and laboratory performance data in accordance with the proposed PBS is desired to validate the tentative performance criteria and to address unknown challenges for the Louisiana Department of Transportation and Development (DOTD) and contractors in implementing the proposed PBS. KW - Asphalt mixtures KW - Cracking KW - Dynamic modulus of elasticity KW - Louisiana KW - Mechanistic-Empirical Pavement Design Guide KW - Performance based specifications KW - Quality assurance KW - Quality control KW - Rutting KW - Viscoelasticity UR - http://www.ltrc.lsu.edu/pdf/2016/FR_558.pdf UR - https://trid.trb.org/view/1405106 ER - TY - RPRT AN - 01598786 AU - Sargand, Shad AU - Green, Roger AU - Burhani, Ahmadudin AU - Alghamdi, Hasan AU - Jordan, Benjamin AU - Ohio Research Institute for Transportation and the Environment (ORITE) AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Investigation of In-Situ Strength of Various Construction/Widening Methods Utilized on Local Roads PY - 2016/02//Final Report SP - 108p AB - This project goal was to develop and verify a low-cost, repeatable, nondestructive methodology to characterize the load carrying capacity of materials used in road widening and construction when established values are not available, and establish a range of structural coefficients and moduli for these materials. A total of 99 test sites were selected from 68 projects in seven participating counties across Ohio, which were grouped into five clusters. These sites included 19 different widening treatments. Each site was visited and tests were conducted and specimens gathered using the following techniques: Falling weight deflectometer (FWD), portable seismic properties analyzer (PSPA), light weight deflectometer (LWD), coring, and dynamic cone penetrometer (DCP). The data and specimens collected were used to measure layer thicknesses, the modulus, effective structural numbers, and layer coefficients applicable to each treatment. At least seven approaches were used to obtain these numbers from the data collected. The results were plotted in box plot and cumulative frequency format for each material and each analysis method. For each material, there is a wide variability of values both within one section and between different sections. There are many sources for this variability, however a range of numbers for moduli and layer coefficients can be identified for most treatments which can be utilized by local engineering personnel to design future projects. The procedure based on the Section 2.3.5 of the 1993 AASHTO pavement design guide using FWD data provided the best estimate of published layer coefficients. It is recommended the layer coefficients for the study materials estimated using this procedure be used. But note, the use of the coefficients in other areas without validation is not recommended. Accurate layer coefficients for multiple materials can only be determined by the construction of test sections and monitoring the performance under known loadings. For materials which will be widely used and the economics are justified, it is recommended test sections, with controls, be constructed at a common location to eliminate extraneous factors which confound the analysis. KW - AASHTO Guide for Design of Pavement Structures KW - Bearing capacity KW - Layer coefficient (Pavements) KW - Local roads KW - Materials KW - Modulus of elasticity KW - Ohio KW - Pavement widening KW - Structural number (Pavements) UR - http://cdm16007.contentdm.oclc.org/cdm/ref/collection/p267401ccp2/id/13560 UR - https://trid.trb.org/view/1404149 ER - TY - RPRT AN - 01596766 AU - Wu, Zhong AU - King, Bill AU - Subedi, Yogendra P AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Evaluation of LADOTD Aggregate Friction Rating Table by Field Measurements PY - 2016/02 SP - 126p AB - The objective of this research was to evaluate the current Louisiana Department of Transportation and Development (DOTD) coarse aggregate friction rating table and provide recommendations for the frictional mix design guidelines based on a new set of laboratory friction measurement devices. Twenty-two asphalt pavement test sections (each of 1000-ft. long) were selected for this study. The wearing course mixtures of the selected pavement sections contained eight DOTD commonly-used aggregate sources and four typical mix types: 12.5-mm and 19-mm Superpave, Stone Matrix Asphalt (SMA) and Open Graded Friction Course (OGFC). Field tests were carried out to collect the pavement surface friction and texture data, which included the measurements from a locked-wheel skid trailer at different sliding speeds (30-, 40- and 50- mph) using both ribbed and smooth tires, laser profiler, Dynamic Friction Tester (DFT), and Circular Track Meter (CTMeter) tests at the beginning, mid-point, and end on each 1000-ft. long test section selected. In addition, multi-year field skid number measurements were also retrieved from the DOTD Pavement Management System (PMS) database and included in the analysis of this study. The collected data and measurements were used to perform comprehensive statistical analyses of the influence of aggregate properties and mixture design on skid resistance value and its variability. Statistical correlation models were developed among different measurement devices as well as various surface texture and frictional properties. Consequently, the analysis results led to the development of a procedure for predicting pavement end-of-life skid resistance based on the design traffic, aggregate blend polish stone value and gradation parameters. The developed friction prediction procedure can be used to update the current DOTD coarse aggregate friction table by specifying the pavement friction requirements under different traffic levels through selection of different mixture and aggregate types. Moreover, the DFT and CTM measurements observed on field pavement surfaces of this study were compared with those measured on laboratory-prepared slab surfaces obtained in the Louisiana Transportation Research Center (LTRC) Project 09-2B. Finally, a benchmark DFT rating table based on the traffic level and mixture type was proposed for the DFT20 value after 100,000 polishing cycles, which can be used to evaluate the friction resistance of the new aggregate sources to be certified by DOTD. KW - Coarse aggregates KW - Evaluation KW - Field tests KW - Friction KW - Friction tests KW - Louisiana Department of Transportation and Development KW - Mix design KW - Recommendations KW - Skid resistance KW - Statistical analysis KW - Texture UR - http://www.ltrc.lsu.edu/pdf/2016/FR_554.pdf UR - https://trid.trb.org/view/1403664 ER - TY - RPRT AN - 01596718 AU - Oneyear, Nicole AU - Hallmark, Shauna AU - Wang, Bo AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Evaluating the Relationship between the Driver and Roadway to Address Rural Intersection Safety using the SHRP 2 Naturalistic Driving Study Data PY - 2016/02//Final Report SP - 38p AB - Rural intersections account for 30% of crashes in rural areas and 6% of all fatal crashes, representing a significant but poorly understood safety problem. Transportation agencies have traditionally implemented countermeasures to address rural intersection crashes but frequently do not understand the dynamic interaction between the driver and roadway and the driver factors leading to these types of crashes. The Second Strategic Highway Research Program (SHRP 2) conducted a large-scale naturalistic driving study (NDS) using instrumented vehicles. The study has provided a significant amount of on-road driving data for a range of drivers. The present study utilizes the SHRP 2 NDS data as well as SHRP 2 Roadway Information Database (RID) data to observe driver behavior at rural intersections first hand using video, vehicle kinematics, and roadway data to determine how roadway, driver, environmental, and vehicle factors interact to affect driver safety at rural intersections. A model of driver braking behavior was developed using a dataset of vehicle activity traces for several rural stop-controlled intersections. The model was developed using the point at which a driver reacts to the upcoming intersection by initiating braking as its dependent variable, with the driver’s age, type and direction of turning movement, and countermeasure presence as independent variables. Countermeasures such as on-pavement signing and overhead flashing beacons were found to increase the braking point distance, a finding that provides insight into the countermeasures’ effect on safety at rural intersections. The results of this model can lead to better roadway design, more informed selection of traffic control and countermeasures, and targeted information that can inform policy decisions. Additionally, a model of gap acceptance was attempted but was ultimately not developed due to the small size of the dataset. However, a protocol for data reduction for a gap acceptance model was determined. This protocol can be utilized in future studies to develop a gap acceptance model that would provide additional insight into the roadway, vehicle, environmental, and driver factors that play a role in whether a driver accepts or rejects a gap. KW - Automatic data collection systems KW - Behavior KW - Braking KW - Countermeasures KW - Drivers KW - Gap acceptance KW - Intersections KW - Rural areas KW - Strategic Highway Research Program 2 KW - Traffic safety UR - http://publications.iowa.gov/21893/1/IADOT_InTrans_RB05-013_Oneyear_Eval_Relat_Driver_Roadway_Rural_Intersection_Safety_SHRP2_NDSD_2016_final.pdf UR - https://trid.trb.org/view/1403215 ER - TY - RPRT AN - 01596697 AU - Amdal, James R AU - Georgiou, Ioannis AU - Hird, Jonathan AU - University of New Orleans AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Assessment of Sedimentation Affecting Riverine Ports in Louisiana PY - 2016/02//Final Report SP - 48p AB - Both the Port of Lake Providence and the Port of Madison Parish have suffered in recent years from record highs and lows of the Mississippi River. These events caused unique conditions to occur at both ports including excessive sedimentation at the navigation channel entry from the Mississippi River. This report was prepared in response to SR105, which directed the Louisiana Department of Transportation and Development (DOTD) to prepare a report on potential measures to address the sedimentation at two northeast Louisiana ports, as named previously. Sedimentation and other morphological processes degrade channel depth, which requires investment in either structural controls or periodic maintenance dredging to maintain required depth. Given these ports’ primary commodities are related to agri-business, which remains a highly competitive environment, lack of sufficient access to these ports can negatively impact their economies for both import and export commodities. The research team investigated available literature on sedimentation at harbor channels and previous studies conducted by the U.S. Army Corps of Engineers (USACOE) for both ports; they also conducted on-site investigations as well as key-person interviews. After this comprehensive process, researchers recommended the following: (1) perform a Least Cost Market Analysis to determine maximum market share potential at each port facility; (2) perform detailed morphological studies of the evolution of persistent shoals at each port facility; (3) evaluate alternative configurations of river training structures; (4) evaluate the construction of a weir near the Mississippi River in the existing chute that bisects Stack Island abutting Hagaman Chute; (5) further investigate the chute and bypass channel into the Mississippi River; (6) develop a dredge operations model for each port facility to determine optimum dredge operations required to maintain uninterrupted port access; and (7) review alternative procurement approaches of maintenance dredging contracts. KW - Channels (Waterways) KW - Dredging KW - Evaluation and assessment KW - Literature reviews KW - Louisiana KW - Mississippi River KW - Port of Lake Providence KW - Port of Madison Parish KW - Ports KW - Recommendations KW - Sedimentation UR - http://www.ltrc.lsu.edu/pdf/2016/FR_549.pdf UR - https://trid.trb.org/view/1402035 ER - TY - RPRT AN - 01596696 AU - Federal Highway Administration TI - Cooperative Adaptive Cruise Control: Taking Cruise Control to the Next Level PY - 2016/02 SP - 2p AB - Using a combination of sensors and vehicle-to-vehicle communication, cooperative adaptive cruise control (CACC) takes cruise control to the next level, enabling vehicles to adjust their speed to the preceding vehicle in their lane. The CACC system can also respond more quickly to speed changes by the preceding vehicle and other vehicles farther ahead that are beyond the line of sight. These advancements improve the stability of traffic flow, increase driver confidence, and make shorter vehicle-following distances possible. Ultimately this results in better use of a highway’s effective capacity and greater fuel efficiency. Overcoming the key remaining technical challenges to implementing CACC is the goal of the Exploratory Advanced Research (EAR) Program project “Using Cooperative ACC to Form High-Performance Vehicle Streams.” The California Partners for Advanced Transportation Technology (PATH) Program at the University of California, Berkeley (UC Berkeley), is conducting this research, which is funded by the Federal Highway Administration (FHWA). The Technical University of Delft in the Netherlands is PATH’s research partner. KW - Autonomous intelligent cruise control KW - Implementation KW - Research projects KW - Traffic flow UR - http://www.fhwa.dot.gov/advancedresearch/pubs/16044/16044.pdf UR - https://trid.trb.org/view/1402111 ER - TY - RPRT AN - 01596693 AU - Ghose-Hajra, Malay AU - Tavera, Eduardo A AU - University of New Orleans AU - GeoStellar Engineering, LLC AU - Louisiana Department of Transportation and Development AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - Testing Protocol for Predicting Driven Pile Behavior within Pre-bored Soil PY - 2016/02//Final Report SP - 179p AB - Piles at a project site derive their load carrying capacity from “side friction” along their embedded lengths as well as from “end resistance.” Pre-boring is a method used to facilitate driving of displacement piles through hard/dense soils. A pilot hole, generally smaller in size than the pile to be installed, is first bored to a specified depth. By pre-boring a pilot hole, the “end bearing” and “side friction” within the pre-bore zone are reduced, thus aiding the driving of the pile. However, pre-boring complicates the prediction of long-term pile capacity (specifically side friction) within the pre-bored zone and the Wave Equation Analysis of Pile (WEAP) analysis, which aims to predict pile drivability. The objective of this project was to compile the state-of-the-art and best practice results available on the subject of pre-bored piles and develop a research and instrumentation testing plan for future field data collection and select multiple pile driving sites representing different soil strengths. Subsurface geologic characteristics of Louisiana were used to recommend multiple pile driving sites for future testing of piles. A plan was recommended for driving multiple test piles at each site using differently sized pre-bored holes with no pre-boring as control for comparison. Instrumentation and monitoring plan utilizing vibrating wire strain gauges or embedded data collector technology during static load test as well as pile dynamic analyzer (PDA) during initial pile driving and restrikes was suggested to be included in the pile testing protocol. The field load testing and instrumentation data obtained during the proposed protocol can be used by the Louisiana Department of Transportation and Development (DOTD) and consulting engineers in evaluating the change in “side friction” capacity of piles while utilizing different size pre-bored hole. The database of information generated from the different sites will help reduce uncertainty in long term pile capacity prediction and constructability issues when using a pre-bored hole for pile installation. KW - Best practices KW - Boring KW - Data collection KW - Instrumentation KW - Load tests KW - Louisiana KW - Pile driving KW - Piles (Supports) UR - http://www.ltrc.lsu.edu/pdf/2016/FR_546.pdf UR - https://trid.trb.org/view/1402179 ER - TY - RPRT AN - 01594690 AU - Dougald, Lance E AU - Goodall, Noah J AU - Venkatanarayana, Ramkumar AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Traffic Incident Management Quick Clearance Guidance and Implications PY - 2016/02//Final Report SP - 90p AB - Improving traffic incident management is one means to help reduce congestion, as traffic incidents account for approximately 25 percent of total congestion on U.S. highways. Between July and September 2012, 330 collisions were recorded for the I-66 corridor in Northern Virginia alone, of which 82 required more than 1 hour to clear. To improve its incident management efforts, the Virginia Department of Transportation’s (VDOT) Northern Region Operations recently piloted a quick clearance policy called Operation Instant Tow. With an instant tow concept, a tow truck and a Virginia State Police trooper are dispatched simultaneously to the site of specific incident types (e.g., lane blocking events), thus reducing clearance time. VDOT’s Operations Division is interested in the potential expansion of this initiative to other operations regions and the employment of other quick clearance initiatives currently not executed in Virginia. The purpose of this study was (1) to investigate traffic incident management initiatives including quick clearance practices and policies used by other state departments of transportation; (2) to assess the feasibility of adopting strategies that are not currently implemented in Virginia; and (3) to provide emergency responders and VDOT staff with a tool to estimate the benefits of clearing an incident quickly, individualized for a particular incident, location, and time. The tool would provide an incident commander with real-time information on the costs to the traveler from extended lane closures. The guidance and data tool developed in this study will provide VDOT with additional mechanisms to broaden and strengthen its outreach to the responder community and improve real-time awareness of incident lane closure costs. The guidance on quick clearance is intended to support statewide implementation of strategies to improve incident response and clearance times. Implementing this guidance will provide strengthened interagency coordination and cooperation resulting in measurable benefits for traffic incident management. KW - Costs KW - Emergency response time KW - Feasibility analysis KW - Incident management KW - Lane closure KW - Policy KW - Real time information KW - State departments of transportation KW - Time duration KW - Towed vehicles KW - Traffic incidents KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/16-r9.pdf UR - https://trid.trb.org/view/1401768 ER - TY - RPRT AN - 01594683 AU - Miller, Christopher AU - University of Akron AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Implementation and Analysis of Snow Removal Wash Water Reuse Research PY - 2016/02//Final Report SP - 41p AB - Five County garages were provided equipment and successfully trained to measure total dissolved solids (TDS), pH, and turbidity of wash water samples on a monthly basis during the 2014-2015 winter season. The overall research objective was to use these three measurements (TDS, pH, and turbidity) to assess wash water quality potential for reuse and/or disposal. Previous research identified copper and zinc as problematic metals and binary decision models were developed using TDS, pH, and turbidity to classify the wash water as “safe” for reuse (71% correct) or disposal (78% correct) and estimate the probability the classification is correct. A filtration unit and particle settling were also assessed to reduce metal concentrations. Wash water quality results, modeling, and cost analysis support cost effective disposal of wash water at alternate Ohio Department of Transportation (ODOT) facilities with sewer access or at a wastewater treatment plant. KW - Cost effectiveness KW - Deicing chemicals KW - Metals KW - Ohio KW - Recycling KW - Runoff KW - Turbidity KW - Waste disposal KW - Water quality management UR - http://cdm16007.contentdm.oclc.org/cdm/ref/collection/p267401ccp2/id/13478 UR - https://trid.trb.org/view/1401848 ER - TY - RPRT AN - 01594682 AU - Young, C Bryan AU - McEnroe, Bruce M AU - Wei, Zhengxin AU - Zapata, Ricardo Gamarra AU - University of Kansas, Lawrence AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Updated Regional Flood Frequency Equations for Small, Rural, Unregulated Watersheds in Kansas PY - 2016/02//Final Report SP - 47p AB - This report presents new regional flood frequency equations intended to replace the Extended Rational and Three Variable Regression equations introduced in K-TRAN: KU-06-4, Flood Frequency Relationships for Small Watersheds in Kansas (McEnroe, Young, & Rome, 2007). This update was necessitated by the publication of new National Weather Service (NWS) rainfall frequency estimates for the Midwest in NOAA Atlas 14 Volume 8 (Perica et al., 2013). This report presents one set of regional regression equations to replace both the Extended Rational Method and Three Variable Regression Methods. The Extended Rational and the Three Variable Regression equations have the same three inputs: drainage area, mean annual precipitation, and rainfall intensity. The two sets of equations produce very similar results. The equations presented in this report incorporate current rainfall frequency and mean annual precipitation data, as well as current flood frequency estimates, and were developed using the best available regional regression techniques. The authors recommend adoption of these equations in subsequent editions of the Kansas Department of Transportation (KDOT) Design Manual. KW - Floods KW - Forecasting KW - Kansas KW - Rainfall KW - Regression analysis KW - Rural areas KW - Watersheds UR - https://dmsweb.ksdot.org/AppNetProd/docpop/docpop.aspx UR - https://trid.trb.org/view/1401800 ER - TY - RPRT AN - 01594610 AU - Taylor, Peter AU - Zhang, Jiake AU - Wang, Xin AU - National Concrete Pavement Technology Center AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Conclusions from the Investigation of Deterioration of Joints in Concrete Pavements PY - 2016/02//Final Report SP - 41p AB - Premature deterioration of concrete at the joints in concrete pavements and parking lots has been reported across the northern states. The distress may first appear as shadowing when microcracking near the joints traps water, or as cracks parallel to and about 1 inch from the saw cut. The distress later exhibits as a significant loss of material. Not all roadways are distressed, but the problem is common enough to warrant attention. The aim of the work being conducted under this and parallel contracts was to improve understanding of the mechanisms behind premature joint deterioration and, based on this understanding, develop training materials and guidance documents to help practitioners reduce the risk of further distress and provide guidelines for repair techniques. While work is still needed to understand all of the details of the mechanisms behind premature deterioration and the prevention of further distress, the work in this report has contributed to advancing the state of the knowledge. KW - Concrete pavements KW - Deterioration KW - Freeze thaw durability KW - Laboratory tests KW - Pavement distress KW - Pavement joints UR - http://lib.dr.iastate.edu/cgi/viewcontent.cgi?article=1182&context=intrans_reports UR - http://www.intrans.iastate.edu/research/documents/research-reports/joint_deterioration_investigation_w_cvr.pdf UR - http://ntl.bts.gov/lib/59000/59200/59235/viewcontent.pdf UR - https://trid.trb.org/view/1401184 ER - TY - RPRT AN - 01594591 AU - Goodchild, Anne V AU - Ukrainczyk, Luka AU - University of Washington, Seattle AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Food Distribution Supply Chain Data Collection: Supply Chain Firm Interviews and Truck Counts PY - 2016/02 SP - 57p AB - This report summarizes the work completed under the SHRP2 (Strategic Highway Research Program 2) Local Freight Data program. Supply chain firm interviews and truck counts were conducted to better understand the Food Distribution System in the Puget Sound. Interviews explored key business challenges, operations, and potential responses to natural gas incentives. Truck counts were conducted at grocery stores, and observations included truck type, time of day, stop duration, and parking behavior. The report includes a description of truck activity at grocery stores, and a summary of industry responses to natural gas incentives. The research contributes to the design of future freight data collection, and the development of policy responsive freight models. KW - Data collection KW - Delivery service KW - Food KW - Freight traffic KW - Incentives KW - Natural gas vehicles KW - Physical distribution KW - Puget Sound KW - Supply chain management KW - Traffic counts KW - Trip generation KW - Truck traffic UR - http://www.wsdot.wa.gov/research/reports/fullreports/850.1.pdf UR - https://trid.trb.org/view/1401182 ER - TY - RPRT AN - 01594590 AU - Scarpato, David J AU - Scarptec, Incorporated AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - Catastrophic Icefall Hazard Assessment, Avoidance Procedures & Mitigations Strategies-Phase I Literature Review PY - 2016/02//Final Report SP - 31p AB - The incidence of icefall is one of the most underrepresented and underappreciated of all the natural hazards. Falling pieces of ice are subject to melting and sublimation, and evidence of such events may be gone in a matter of days or even hours. There is very little existing research and engineering design criteria relative to icefall hazard mitigation. Alaska Department of Transportation and Public Facilities (AKDOT&PF) is undertaking research aimed at better understanding icefall hazards and eventually quantifying risk of impact along state highways, in an effort to mitigate icefall hazards. The research project was broken down into two (initial) distinct phases. This research report summarizes the results of the Phase No. 1 Literature Review, which includes potential sources of data that could be included for further site-specific studies. Sources of data include personal communications, documented icefall events, media accounts, technical literature, Alaska-specific documents, Alaska-specific web based sources, and potential software (for technical evaluations). Data sources are ranked according to perceived value for use during Phase No. 2 studies. Data ranked as “high” and “moderate” value will likely be further referenced during Phase No. 2 site-specific studies at seven key sites throughout the State of Alaska. KW - Alaska KW - Hazard analysis KW - Hazard mitigation KW - Highway safety KW - Ice KW - Icefall KW - Icing KW - Literature reviews KW - Risk analysis UR - http://www.dot.state.ak.us/stwddes/research/assets/pdf/4000-158.pdf UR - https://trid.trb.org/view/1401065 ER - TY - RPRT AN - 01594447 AU - Ozyildirim, Celik AU - Moruza, Gail M AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Bridge Beams and Pier Caps With Self-Consolidating Concrete at Nimmo Parkway PY - 2016/02//Final Report SP - 27p AB - Self-consolidating concrete (SCC) has a very high level of workability as it easily fills formwork under the influence of its own mass without any additional consolidation energy. SCC can be placed in narrow and congested areas, fit the geometry of the element, and provide smooth surfaces. The purpose of this study was to investigate innovative, cost-effective, and aesthetically pleasing SCC mixtures for use in bridge beams and pier caps. The Virginia Department of Transportation used SCC in two bridges located south of Virginia Beach on the same project and in close proximity to each other. The bridges carry Nimmo Parkway traffic over Hunt Club Tributary and West Neck Creek. The bridge over West Neck Creek has 18 spans, and the bridge over Hunt Club Tributary has 2 spans. Precast SCC was used in the 220 beams on the two bridges, and cast-in-place SCC was used in three pier caps on one of the bridges. SCC mixtures were prepared at a prestressed concrete plant for the beams and a ready mixed concrete plant for cast-in-place applications. Cast-in-place SCC was delivered to the site by ready mixed concrete trucks. SCC for the bridge beams had high flow rates and attained high strength and low permeability. The surface of the beams had minimal blemishes. The cast-in-place SCC also had high strength and low permeability. In one of the four loads used in the first pier cap, marginal stability and lower but satisfactory strength were obtained. On the second and third day of the placements, SCC of uniform quality was obtained. Thus, compared to conventional mixtures, SCC is expected to have greater material-related costs because of changes in ingredients, particularly the addition of more and higher dosages of chemical admixtures. However, the ease of placement, speed of construction, and reduced labor requirements are expected to result in overall cost savings in structures with SCC. Further, the lack of problems with consolidation is expected to lead to improved surface appearance, strength, and durability; an increased service life; and lower life cycle costs. The study recommends that SCC be an option for precast and cast-in-place applications, and the Virginia Department of Transportation will include this option in its new 2016 Road and Bridge Specifications. KW - Beams KW - Bridge construction KW - Bridge piers KW - Cast in place concrete KW - Costs KW - Highway bridges KW - Pile caps KW - Self compacting concrete KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/16-r11.pdf UR - https://trid.trb.org/view/1400944 ER - TY - RPRT AN - 01594102 AU - Miller, Kristi AU - Geiselbrecht, Tina AU - Moran, Maarit AU - Miller, M A AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Dynamic Ride-Share, Car-Share, and Bike-Share and State-Level Mobility : Research to Support Assessing, Attracting, and Managing Shared Mobility Programs - Final Report PY - 2016/02//Final Report SP - 220p AB - Texas is one of the fastest growing states in the nation, and its growth is expected to continue, supported by diversity in its economy, geography, and population. The challenge of prioritizing limited resources in this environment requires a proactive approach to travel demand management. This project provides guidance for Texas Department of Transportation (TxDOT) in its planning and mobility efforts and in understanding the viability of various alternative mobility programs. This report describes research of best practices and lessons learned from mobility programs. The research describes executive interviews, focus groups, and surveys to obtain details and document perspectives of the varying stakeholder groups. The research produced a guidebook that will aid TxDOT in determining how to best identify and implement alternative mobility programs in a given region as part of its planning and mobility efforts. KW - Best practices KW - Focus groups KW - Handbooks KW - Implementation KW - Mobility KW - Ridesharing KW - Stakeholders KW - Surveys KW - Texas KW - Transportation planning KW - Vehicle sharing UR - http://d2dtl5nnlpfr0r.cloudfront.net/tti.tamu.edu/documents/0-6818-1.pdf UR - http://library.ctr.utexas.edu/Presto/search/SearchResults_ClearCriteria.aspx?q=(catalog.ID=(33956)) UR - https://trid.trb.org/view/1400741 ER - TY - RPRT AN - 01594100 AU - Gudishala, Ravindra AU - Wilmot, Chester AU - Mokkapati, Aditya AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Louisiana Transportation Research Center AU - National Center for Intermodal Transportation for Economic Competitiveness AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Travel Time Estimation Using Bluetooth PY - 2016/02//Final Report SP - 90p AB - The objective of this study was to investigate the feasibility of using a Bluetooth Probe Detection System (BPDS) to estimate travel time in an urban area. Specifically, the study investigated the possibility of measuring overall congestion, the trend in congestion, the location of congestion “hotspots,” and finally measurement of the level of congestion at the hotspots using a BPDS. A secondary objective was to assess the possibility of obtaining travel time from other quicker and cheaper methods such as simply purchasing it from a commercial vendor. The findings of the study indicate that a BPDS can reliably be used to measure travel time and estimate congestion in terms of indices such as travel delay, planning time index, and travel time index. However, the acquisition of a BPDS includes certain overheads such as installation costs, maintenance costs and monitoring costs. Purchase of travel time from a commercial vendor might be a viable option if the travel time data is not needed on a day-to-day basis and over an extended period of time. However, one of the disadvantages of purchasing travel time data is limited flexibility in using the data because of contractual issues. The study recommends using BPDS for collecting travel time if real-time data are needed on a constant basis and over a period of one or more years. If the data are not needed in real time and are needed for limited purposes and for less than a year, then it would be preferable to acquire the data through a commercial vendor. KW - Alternatives analysis KW - Bluetooth technology KW - Costs KW - Data collection KW - Feasibility analysis KW - Real time information KW - Traffic congestion KW - Travel time KW - Urban areas UR - http://www.ncitec.msstate.edu/wp-content/uploads/2013-43FR.pdf UR - https://trid.trb.org/view/1400765 ER - TY - RPRT AN - 01594082 AU - Suh, Wonho AU - Guensler, Randall AU - Hunter, Michael AU - Guin, Angshuman AU - Anderson, James AU - Colberg, Kathryn AU - Zinner, Stephanie AU - Georgia Transportation Institute University Transportation Center (GTI-UTC) AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Work Zone Technology Testbed PY - 2016/02//Final Report SP - 69p AB - In this research project, travel time data collection technologies were reviewed and three different technologies, Bluetooth®, Automatic License Plate Recognition (ALPR), and iCone® system, were selected for field testing deployment in Metro Atlanta. After successful initial testing in controlled conditions, the systems were deployed into I-285 freeway work zones and real-time travel time data were collected. This research project evaluated the capability of the selected technologies to provide accurate real-time travel time information. The data from the systems were selectively compared with travel time data collected via manual means. The selected technologies were found to report reasonably accurate travel time data in free flow conditions and congested traffic conditions. However, travel times derived from all three methods were biased toward collecting more data from slower moving lanes during congested traffic conditions. As such, work zone travel times were biased high from all three methods. However, the overall results showed that all three methods are technologically feasible, and biases can be overcome with proper equipment placement and deployment configurations. KW - Accuracy KW - Atlanta (Georgia) KW - Automatic data collection systems KW - Automatic license plate readers KW - Bluetooth technology KW - Feasibility analysis KW - Field tests KW - Real time information KW - Technology assessment KW - Travel time KW - Work zones UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/11-15.pdf UR - https://trid.trb.org/view/1400907 ER - TY - RPRT AN - 01594073 AU - Im, Soohyok AU - Hu, Sheng AU - Zhou, Fujie AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Performance Studies and Future Directions for Mixes Containing RAP/RAS: Technical Report PY - 2016/02//Technical Report SP - 124p AB - In the last several years reclaimed asphalt pavement (RAP) and recycled asphalt shingles (RAS) have been widely used in asphalt mixes in Texas. The use of RAP/RAS can significantly reduce the initial cost of asphalt mixtures, conserve energy, and protect the environment. There are always two main concerns: variability of RAP/RAS and durability (or cracking) of RAP/RAS mixes. Past studies in Texas have clearly indicated that both RAP and RAS have acceptable variability following the best practices for handling RAP/RAS. This study focused on the durability problems of RAP/RAS asphalt mixes. First, extensive laboratory tests were performed to investigate the impacts of RAP/RAS on the durability of RAP/RAS blended binders and asphalt mixes. Second, a field survey on test sections with RAP/RAS mixes was conducted to identify how significant RAP/RAS are and which approach to improve the durability problems of mixes. Third, a pavement life cycling cost analysis on RAP/RAS mixes was conducted to investigate the financial benefits of them. Finally, the findings, conclusions, and recommendations for RAP/RAS mixes are made. KW - Asphalt mixtures KW - Bituminous binders KW - Durability KW - Field studies KW - Laboratory tests KW - Life cycle analysis KW - Pavement performance KW - Reclaimed asphalt pavements KW - Recommendations KW - Recycled materials KW - Shingles KW - Test sections KW - Texas UR - http://tti.tamu.edu/documents/0-6738-2.pdf UR - https://trid.trb.org/view/1400777 ER - TY - RPRT AN - 01593931 AU - Xiao, M AU - Qiu, T AU - Khosrojerdi, M AU - Basu, P AU - Withiam, J L AU - Pennsylvania State University, University Park AU - D'Appolonia Engineering Division of Ground Technology, Incorporated AU - Federal Highway Administration TI - Synthesis and Evaluation of the Service Limit State of Engineered Fills for Bridge Support PY - 2016/02//Technical Report SP - 154p AB - This report synthesizes the current service limit state (SLS) design and analyses of engineered fills for bridge support used as shallow foundations. The SLS for settlement and deformations of bridge supports are summarized. Extensive literature reviews were conducted to synthesize the effects of various parameters on the SLS of engineered fills. The reliability of current prediction methods for deformations of bridge supports on granular soils are presented and evaluated using measured deformation data in the literature. Based on the literature review and synthesis, knowledge gaps and data needs for bridge supports with engineered fills were identified. KW - Bridge abutments KW - Bridge design KW - Bridge foundations KW - Bridge piers KW - Deformation KW - Evaluation KW - Fills KW - Granular soils KW - Literature reviews UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/bridge/15080/15080.pdf UR - https://trid.trb.org/view/1400133 ER - TY - RPRT AN - 01593920 AU - Hosteng, Travis AU - Phares, Brent AU - Redd, Samuel AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration AU - Iowa State University, Ames TI - Laboratory Investigation of Bridge Strip Seal Joint Termination Details PY - 2016/02//Final Report SP - 69p AB - Bridge expansion joints, if not properly designed, constructed, and maintained, often lead to the deterioration of critical substructure elements. Strip seal expansion joints consisting of a steel extrusion and neoprene gland are one type of expansion joint and are commonly used by the Iowa Department of Transportation (DOT). Strip seal expansion joints are susceptible to tears and pull outs that allow water, chlorides, and debris to infiltrate the joint, and subsequently the bearings below. One area of the strip seal that is particularly problematic is where it terminates at the interface between the deck and the barrier rail. The Iowa DOT has noted that the initial construction quality of the current strip seal termination detail is not satisfactory, nor ideal, and a need exists for re-evaluation and possibly re-design of this detail. Desirable qualities of a strip seal termination detail provide a seal that is simple and fast to construct, facilitate quick gland removal and installation, and provide a reliable, durable barrier to prevent chloride-contaminated water from reaching the substructure. To meet the objectives of this research project, several strip seal termination details were evaluated in the laboratory. Alternate termination details may not only function better than the current Iowa DOT standard, but are also less complicated to construct, facilitating better quality control. However, uncertainties still exist regarding the long-term effects of using straight-through details, with or without the dogleg, that could not be answered in the laboratory in the short time frame of the research project. KW - Bridge design KW - Bridge substructures KW - Expansion joints KW - Iowa KW - Joint sealers KW - Laboratory tests KW - Skew bridges UR - http://www.intrans.iastate.edu/research/documents/research-reports/strip_seal_joint_termination_details_w_cvr.pdf UR - https://trid.trb.org/view/1400756 ER - TY - CONF AN - 01593847 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Prozzi, Jolanda TI - Transportation for Sustainability: An International Conference. May 6-8, 2015, Washington, D.C. PY - 2016/02 IS - E-C203 SP - 114p AB - This E-Circular summarizes proceedings and presentations from Transportation for Sustainability: An International Conference. The conference explored ways in which transportation systems can promote sustainability. The conference was held May 6–8, 2015, in Washington, D.C., and brought together participants from several different countries, participating both in person and online. Several students attended the conference and many displayed posters at the student poster session. One of the goals of the conference was to develop potential new research ideas, which could form the basis for future research and Transportation Research Board (TRB) papers. The conference included a keynote address highlighting the failures of the past and present transportation system, as well as a call to address climate change in the future and a plenary session that emphasized that global initiatives take effect when they are implemented in national frameworks and adapted locally. Speakers shared perspectives from the World Resources Institute, the World Bank, and the U.S. Department of Transportation. Breakout sessions also addressed solutions for sustainability problems, the programs of national transportation agencies, travel and trade, and transportation and climate change. The breakout sessions continued into the second day and covered topics such as sustainability tools, evaluation methodologies, and emerging technologies. Attendees were divided into working groups to discuss key findings and potential research needs that emerged during the conference. The focus areas of the working groups were developing countries, transportation practitioners, factors affecting the demand for transportation and the impact on sustainability, and government policies versus private initiatives. The closing plenary session summarized and highlighted the salient points that were discussed in the working groups. U1 - Transportation for SustainabilityFederal Highway AdministrationUniversity of California, DavisEnvironmental Protection AgencyAmerican Association of State Highway and Transportation OfficialsParsons CorporationTransportation Research BoardWashington,District of Columbia,United States StartDate:20150506 EndDate:20150508 Sponsors:Federal Highway Administration, University of California, Davis, Environmental Protection Agency, American Association of State Highway and Transportation Officials, Parsons Corporation, Transportation Research Board KW - Climate change KW - Environmental policy KW - Environmental protection KW - International KW - International trade KW - Sustainable development KW - Sustainable transportation KW - Transportation departments UR - http://www.trb.org/Main/Blurbs/173930.aspx UR - https://trid.trb.org/view/1401362 ER - TY - SER AN - 01593726 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Ozer, Hasan AU - Renshaw, Greg AU - Hasiba, Khaled AU - Al-Qadi, Imad L AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of the Impacts of Re-Refined Engine Oil Bottoms (ReOB) on Performance Graded Asphalt Binders and Asphalt Mixtures PY - 2016/02//Final Report IS - 16-006 SP - 55p AB - This report provides findings of a laboratory study that assessed the performance grade (PG) of asphalt binder modified with re-refined engine oil bottoms (ReOB), and the performance of hot-mix asphalt (HMA) using these modified binders. The selected asphalt binder PG for this study was PG 58-28. Asphalt binder was blended with two ReOB products from two different manufacturers (CC-type and SK-type) at various percentages of ReOB (3%, 6%, and 9%). All asphalt binders (six different blends in addition to the control) were characterized using the SuperPave asphalt binder PG system. Even though the final PG of all blended asphalt binders was PG 58-28, a reduction in the stiffness of binder at intermediate and low temperatures was observed with increasing ReOB content. Some of the critical engineering properties of asphalt mixtures prepared with CC- and SK-type ReOB were evaluated. The mixtures’ resistance to permanent deformation was evaluated using the Hamburg wheel track test (HWT). The HWT did not show any significant difference in permanent deformation of HMA with 9% ReOB compared with the control mix. The low- and intermediate-temperature cracking resistance was examined using the semi-circular bending beam (SCB) test at three aging levels: short-term, long-term, and extended long-term. Fracture energy and strength values obtained from the low-temperature SCB tests were comparable for all mixtures with increasing ReOB content. The SCB test results at 25°C (77°F) showed a consistent reduction in fracture energy and flexibility index (FI) with an increasing amount of ReOB at different levels of aging. Similar performance was observed for both CC- and SK-types of ReOB. The impact of ReOB in the mixes’ fracture properties including fracture energy and FI was evident at intermediate temperatures. KW - Bituminous binders KW - Deformation KW - Engine oils KW - Evaluation and assessment KW - Fracture properties KW - Hot mix asphalt KW - Laboratory tests KW - Mix design KW - Pavement performance KW - Recycled materials UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=4772 UR - https://trid.trb.org/view/1398801 ER - TY - RPRT AN - 01593722 AU - Wang, Liming AU - Liu, Jenny AU - Portland State University AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Multi-Modal Performance Measures in Oregon: Developing a Transportation Cost Index Based Upon Multi-Modal Network and Land Use Information PY - 2016/02//Final Report SP - 132p AB - Transportation Cost Index (TCI) is a performance measure for transportation and land use systems originally proposed and piloted by Reiff and Gregor (2005). It fills important niches of existing similar measures in term of policy areas covered and type of applications. The goal of this research project is to move TCI from prototype towards implementation and application by establishing robust definitions of travel market baskets and robust methods for calculating transportation costs. After reviewing literature, the authors propose two approaches of defining travel market baskets, namely the cluster-based approach and the survey-based approach, and one method of calculating travel costs. The authors develop these approaches and implement them in R as an open source project. The authors then apply TCI to various regions, in particular Portland and Corvallis in Oregon, to showcase its scalability and applicability. KW - Cluster analysis KW - Corvallis (Oregon) KW - Cost indexes KW - Land use KW - Literature reviews KW - Multimodal transportation KW - Performance measurement KW - Portland (Oregon) KW - Travel surveys UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR760_TCIFinalReport.pdf UR - https://trid.trb.org/view/1400118 ER - TY - RPRT AN - 01593710 AU - Katz, Bryan AU - Kehoe, Nicholas AU - Kissner, Erin AU - Cobb, Douglas AU - Senger, Sara AU - Toxcel, LLC AU - TEC Engineering AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Evaluation for School Bus Stop Sign Ahead Signs PY - 2016/02//Final Report SP - 79p AB - To improve the safety at school bus stops, the Ohio Department of Transportation (ODOT) conducted a study to identify available technologies or methods that could actively warn motorists of the presence of a school bus at an upcoming school bus stop. A scan of the current practice found that all States use static School Bus Stop Ahead signs similar to Ohio. The literature search reviewed current practices and research within the transportation industry as well as other relevant industries (e.g., construction, mining) and identified 13 potential technologies for use as a sensor, and 4 types of warning devices. Two approaches were taken to evaluate the potential solutions: cost-benefits analysis and benefits assessment. This combined approach found that a Bluetooth-based system using flashing beacons to warn drivers of an upcoming school bus stop was the recommended solution for a pilot test. This system will have low capital costs, is limited in complexity, and will be simple and inexpensive to operate and maintain for the school district. KW - Benefit cost analysis KW - Evaluation and assessment KW - Flashing beacons KW - Literature reviews KW - Ohio KW - School buses KW - Sensors KW - State of the practice KW - Traffic safety KW - Warning signs UR - http://cdm16007.contentdm.oclc.org/cdm/ref/collection/p267401ccp2/id/13398 UR - https://trid.trb.org/view/1400060 ER - TY - RPRT AN - 01592039 AU - Steinberg, Eric AU - Walsh, Kenneth AU - Sparks, Nik AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Bridge Trough Maintenance Evaluation on Finger Joint Bridges PY - 2016/02//Final Report SP - 45p AB - The maintenance of drainage troughs under finger expansion joints is often difficult due to limited access from below due to height and from above due to the finger joint and traffic. Recently, research was conducted to determine if design changes or equipment may provide a better way of performing drainage trough cleaning. Best practices in drainage trough design and maintenance were identified through the following tasks: (1) review drawings and conduct site visits, (2) literature review, and (3) survey of state departments of transportation (DOTs). The results of the research revealed that approximately 40 finger joints exist in the state of Ohio, although not all of these joints contain drainage troughs. Furthermore, at least 17 other states still use drainage troughs, although some have made modifications to their trough designs due to issues with cleaning. Examples of design modifications included the installation of foam beneath the finger joints, installation of a side-flap to enhance accessibility, and the use of concrete troughs cast into bridge abutments or piers. It was concluded that each trough is unique with its own design, traffic conditions, debris loading, and accessibility, and may therefore require its own unique cleaning process. For troughs that can be cleaned frequently enough to assure proper drainage, methods such as pressurized water, compressed air, vacuum, or a combination of these should be used. Otherwise, consideration should be given to design modifications such as foam inserts, sideflaps, or the removal of the trough altogether. In some cases, replacement of the finger joint with another type of joint may be the most efficient solution. KW - Best practices KW - Drainage KW - Evaluation KW - Expansion joints KW - Highway bridges KW - Literature reviews KW - Maintenance KW - Ohio KW - Surveys KW - Troughs (Geology) UR - http://cdm16007.contentdm.oclc.org/cdm/ref/collection/p267401ccp2/id/13361 UR - https://trid.trb.org/view/1398198 ER - TY - SER AN - 01592026 JO - TechBrief PB - Federal Highway Administration TI - Supplementary Cementitious Materials: Best Practices for Concrete Pavements PY - 2016/02 SP - 7p AB - State highway agencies (SHAs) and others charged with construction and maintenance of roads and bridges expect one key property from concrete: durability. Meanwhile, service demands placed on concrete structures continue to increase, along with expectations for reduced environmental impact and lower initial and lifecycle costs. To produce concrete mixtures that satisfy these demands, engineers increasingly turn to supplementary cementitious materials (SCMs) as part of the solution. The purpose of this tech brief is to describe common SCMs, highlight their benefits and drawbacks when used in concrete for highway applications, and discuss recent trends that may affect the use of SCMs during the foreseeable future. KW - Best practices KW - Concrete pavements KW - Durability KW - Fly ash KW - Highways KW - Silica fume KW - Slag cement KW - Trend (Statistics) UR - https://www.fhwa.dot.gov/pavement/concrete/pubs/hif16001.pdf UR - https://trid.trb.org/view/1398694 ER - TY - SER AN - 01591958 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Fries, Ryan AU - Fadoul, Antoun AU - Niloy, MD Toushik Ahmed AU - Vyas, Veda AU - Atiquzzaman, Md AU - Southern Illinois University, Edwardsville AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Real-time Information Dissemination Requirements for Illinois per New Federal Rule: Project Extension (Phase II) PY - 2016/02//Final Report IS - 16-008 SP - 72p AB - To satisfy the provisions of 23 Code of Federal Regulations (CFR) 511, state departments of transportations and other transportation agencies were required to establish real-time systems management information programs by November 2014. These programs are responsible for collecting and disseminating (1) travel times, (2) lane closures due to traffic incidents, (3) lane or road-closing construction activities, and (4) road weather conditions. The objective of this report is to provide the Illinois Department of Transportation (IDOT) with guidance on compliance with 23 CFR 511. To meet this objective, the researchers applied the methods established in the first phase of the study, measuring the accuracy, availability, and coverage of the four key types of traveler information. Additionally, this project also guided the selection of routes of significance in the Chicago and East St. Louis metropolitan areas. The researchers collected the required data listed above by working with operations and construction officials in every district and the central office of IDOT. To measure the accuracy, the researchers compared samples of the information IDOT provided to the public with baseline sources. After assembling data samples, the researchers analyzed the accuracy level of the four main types of traveler information and found that the travel-time information in the Chicago area was 85.6% accurate, IDOT’s traffic incident information was 87.0% accurate, and IDOT’s construction information was 73.1% accurate. The study also identified the locations where traveler information was not provided to the public and identified data archiving practices that are needed for future evaluations. The researchers organized and held stakeholder meetings in the Chicago and East St. Louis metropolitan areas. During these meetings, officials discussed the factors that were appropriate for evaluating and selecting routes of significance. A utility analysis was applied to rank the potential routes based on the categories stakeholders selected and the data that were available. The stakeholders made the final selection of these routes, which should be included into IDOT’s real-time systems management information program by November 2016. KW - Accuracy KW - Advanced traveler information systems KW - Compliance KW - Construction KW - Illinois KW - Information dissemination KW - Real time information KW - Routes KW - Stakeholders KW - Traffic incidents KW - Travel time UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=4765 UR - https://trid.trb.org/view/1398200 ER - TY - RPRT AN - 01590524 AU - Kang, Junsuk AU - Jackson, Mike AU - Maghiar, Marcel AU - Maldonado, Gustavo AU - Rogers, Peter AU - Georgia Southern University, Statesboro AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Prefab Bridges for Georgia City and County Roads PY - 2016/02//Final Report SP - 425p AB - The objective of this study was to develop and deliver a toolkit to help local governments (LGs) in Georgia select and construct bridges using prefabricated modular systems with 40-, 60-, and 80-foot spans. The components of the proposed accelerated bridge construction (ABC) toolkit address: 1) decision-making; 2) design; 3) construction; 4) risk analysis; and 5) cost estimation. It will be an extensive, convenient source of the latest guidelines for ABC applications. It is not intended for developing final design and construction plans but as a source of information to help decision-makers and owners develop an initial design, estimate the material and construction costs, and determine when and where ABC will be most beneficial. It will provide guidelines to assist local governments and third-party designers using Georgia Department of Transportation (GDOT) design standards for ABC. With repeated implementation, ABC options will become even more economical and efficient. KW - Bridge construction KW - Bridge design KW - Costs KW - Decision making KW - Georgia KW - Prefabricated bridges KW - Risk analysis UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/14-10.pdf UR - https://trid.trb.org/view/1397353 ER - TY - RPRT AN - 01591964 AU - Sheng, Biqing AU - Ping, W V AU - Florida State University, Tallahassee AU - Florida Department of Transportation AU - Federal Highway Administration TI - Evaluation of Florida Asphalt Mixes for Crack Resistance Properties using the Laboratory Overlay Test Procedure PY - 2016/01/29/Final Report SP - 164p AB - The primary objective of this research study is to evaluate the applicability of using the overlay test to characterize common asphalt mixtures for crack resistance in flexible pavement design in Florida. Cracking performance of common Florida asphalt mixtures were evaluated using laboratory Overlay Test (OT) procedure. Nine standard mixes for traffic level C & E, which included SP-12.5, SP-9.5, and SP-4.75 mix designs, were selected to conduct the overlay test. The mixtures were prepared using both PG 67-22 virgin asphalt binder and PG 76-22 polymer modified asphalt (PMA) binder. The effects of material characteristics, polymer modifier, and reclaimed asphalt pavement (RAP) on the crack resistance of Florida asphalt mixtures were evaluated. The test results had a good agreement on the three replicate samples. The coefficients of variation (COV) were less than 20% for all types of mixtures. It was found that SP-9.5 mixtures had the best cracking performance compared to SP-12.5 and SP-4.75 mixtures when RAP was included. Considerable effects were found on the asphalt binder and RAP. Crack resistance of asphalt mixtures was significantly improved if PMA binder was used. However, the crack resistance was decreased when 20% RAP was included in the mix designs. A simplified fracture mechanics analysis was conducted to obtain the fracture properties from Paris’ Law. Crack indices, which can be easily obtained from the OT test results, are introduced and correlated to fracture properties. KW - Asphalt mixtures KW - Evaluation KW - Florida KW - Fracture mechanics KW - Laboratory tests KW - Mix design KW - Pavement cracking KW - Pavement design KW - Pavement performance KW - Polymer asphalt KW - Reclaimed asphalt pavements UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT-BDV30-977-06-rpt.pdf UR - https://trid.trb.org/view/1398073 ER - TY - ABST AN - 01599098 TI - Development of Titanium Seismic Retrofits for Deficient Concrete Columns AB - Hundreds of bridges in the Oregon bridge inventory are supported on seismically deficient reinforced concrete columns. These columns are expected to perform poorly during a seismic event. To prevent bridge collapses and ensure disaster response and recovery after an earthquake, the deficient structural details need to be effectively retrofitted. A research program is proposed to develop seismic retrofits for nonductile rectangular reinforced concrete (RC) columns using high-strength titanium alloy bars. The objectives of the proposed research project are to: (1) Establish the structural effectiveness of titanium alloy bars for seismic retrofitting RC columns (2) Determine the economic feasibility of the retrofit methods (3) Develop analytical models to describe the behavior and performance of retrofitted nonductile RC columns (4) Develop design methods that can be used to achieve desired seismic performance for nonductile RC columns KW - Columns KW - Deficiencies KW - Design methods KW - Earthquake resistant design KW - Economic factors KW - Feasibility analysis KW - Oregon KW - Reinforced concrete bridges KW - Retrofitting KW - Structural analysis KW - Titanium UR - https://trid.trb.org/view/1407812 ER - TY - RPRT AN - 01605786 AU - Brewster, Rebecca AU - Bachman, Jennifer AU - Hurtado, Renee AU - Newton, Diane AU - Leidos AU - American Transportation Research Institute (ATRI) AU - DKS Associates AU - Federal Highway Administration TI - Integrated Corridor Management and Traffic Incident Management: A Primer PY - 2016/01/22 SP - 32p AB - This primer will examine both how Traffic Incident Management (TIM) can be integrated into an Integrated Corridor Management (ICM) approach, as well as the many benefits resulting from ICM that can contribute to the advancement of TIM programs. It will explore opportunities to effectively integrate TIM strategies institutionally, operationally, and technically, both by leveraging existing platforms and considering new options for coordination between traditional ICM and TIM stakeholders. Lastly, although integrating TIM stakeholders into ICM processes holds great promise for more efficient and safer transportation operations, it is not without challenges. This document will explore what these challenges are and how they can be overcome. KW - Benefits KW - Coordination KW - Integrated corridor management KW - Stakeholders KW - Traffic incidents UR - http://www.ops.fhwa.dot.gov/publications/fhwahop16035/fhwahop16035.pdf UR - https://trid.trb.org/view/1415742 ER - TY - RPRT AN - 01590513 AU - Blandford, Benjamin AU - Grossardt, Ted AU - Shouse, Michael AU - Ripy, John AU - Kentucky Transportation Center AU - Multimodal Transportation and Infrastructure Consortium AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - An Intermodal Network Model of Coal Distribution in the United States and Its Economic Implications for the Inland Waterway System PY - 2016/01/22/Final Report SP - 34p AB - This paper describes a geographic information system (GIS)-based intermodal network model for the shipment of coal in the United States. The purpose of this research was to investigate the role played by railways, waterways, and highways in the movement of coal from its source area to point of use, and to highlight the implications these movements have for the U.S. economy. The project team modeled coal movements across the U.S. intermodal transportation network using the Energy Information Administration’s 2010 data, which provided detailed origin, destination, primary mode, and volume information for coal shipments. The model identifies the optimum routes for coal shipments based on a rate structure that accounts for the relative costs of shipping by each of the modes. The model, as well as available statistics, reveals the dominance of coal mined from the Powder River Basin. Compared to other sources— principally, the Appalachian Basin — coal from Mountain West is significantly less expensive, thus giving it a significant comparative advantage. Both Texas and Illinois, the two largest coal consumers by state, obtain virtually all of their coal from the West or from within state. Appalachian Basin coal serves domestic and export markets primarily in the East and Southeastern U.S. Only the Ohio River provides significant movement of Central Appalachian Basin coal to the west and south. Although this modeling relies on 2010 data, a look at more recent trends in coal prices and mining indicate that the Powder River Basin continues to dominate, while production and industry employment have steadily declined in the Appalachian Basin. The shift away from coal and toward natural gas as a primary energy source argues for the region’s coal extraction industries remaining in a depressed state, which could produce negative economic consequences for transportation industries. Carrier and port facilities will need to adopt a more diversified shipping portfolio to accommodate for these losses. It is possible that the loss of coal will open up opportunities for other commodity shipments on the inland waterways. This modeling demonstrates the potential for such integrated models to accommodate energy-related or similar data, and serves as a tool for freight planners in identifying energy transportation corridors of significance. It could potentially be used to analyze the movement of other commodities, which could let industry stakeholders identify new markets to tap into. Further, the model and analysis can help inform Moving Ahead for Progress in the 21st Century Act (MAP-21) related efforts to develop a National Freight Network and National Freight Strategic Plan. KW - Coal KW - Commodity flow KW - Costs KW - Economic impacts KW - Freight traffic KW - Geographic information systems KW - Inland waterways KW - Intermodal transportation KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Pricing KW - Routes KW - United States UR - http://www.mticutc.org/assets/pdf/Inland_Final.pdf UR - https://trid.trb.org/view/1396133 ER - TY - ABST AN - 01587411 TI - Traffic Thresholds in Deer Road Crossing Behavior AB - The overarching objective of this project is to provide transportation planners with information that will help them to evaluate the placement of wildlife vehicle mitigation measures. Doing so will increase the cost effectiveness of mitigation measures and will be vital to reducing the rising problem of wildlife vehicle collisions while maintaining and enhancing landscape connectivity for wildlife in Wyoming. KW - Animal behavior KW - Connectivity KW - Deer KW - Landscape design KW - Strategic planning KW - Traffic mitigation KW - Wildlife KW - Wildlife crossings UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/RS04216%20Traffic%20Thresholds%20in%20Deer%20Road.pdf UR - https://trid.trb.org/view/1396084 ER - TY - ABST AN - 01587410 TI - Calibrating Crash Modification Factors for Wyoming: Specific Conditions, Application of Highway Safety Manual - Part D AB - In this study, the Empirical Bayes (EB) approach to analysis before-after effects will be utilized. The EB method can overcome the limitations faced by simple before-after evaluation and compare group methods by not only accounting for regression to the mean effects, but also accounting for traffic volume changes when identifying the crash modification factors. This will increase the reliability for the Crash Modification Factors (CMF) and increase the likelihood of achieving the same change in crash frequency if the treatment is implemented elsewhere. KW - Bayes' theorem KW - Before and after studies KW - Calibration KW - Crash rates KW - Crash risk forecasting KW - Highway Safety Manual KW - Traffic volume KW - Wyoming UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/RS03216%20Crash%20Modification%20Factors.pdf UR - https://trid.trb.org/view/1396081 ER - TY - ABST AN - 01587409 TI - Characterization of Crushed Bases in Wyoming AB - The proposed research serves as complementary study to enhance the pavement design in Wyoming through the characterization of base materials. This research project has the following objectives: a) characterize the properties of local base materials; b) understand the effects of rock type, moisture content, fine content and gradation on base monulus; c) improve base modulus estimations; and d) facilitate the full Mechanistic-Empirical Pavement Design Guide (MEPDG) implementation in the state of Wyoming. KW - Aggregates by gradation KW - Base course (Pavements) KW - Crushed aggregates KW - Fines (Materials) KW - Mechanistic-empirical pavement design KW - Mechanistic-Empirical Pavement Design Guide KW - Moisture content KW - Plan implementation KW - Wyoming UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/RS02216%20Crushed%20Bases.pdf UR - https://trid.trb.org/view/1396079 ER - TY - ABST AN - 01587390 TI - Develop and Support Transportation Performance Management Capacity Development Needs for State DOTs AB - The focus of this pooled fund project will be to research and assess training and educational needs of contributing members, develop and deliver training, and to facilitate the sharing and retention of performance management best practices. Funding will be used to: (1) Identify Gaps in Transportation Performance Management (TPM) Knowledge, Skills and Abilities--Conduct a needs analysis for learning and capacity development of contributing members resulting in a short and long-term capacity building roadmap; (2) Develop and Deliver Learning and Capacity Development Resources--Develop training and educational material to meet the gaps identified in the knowledge, skills and abilities; (3) Establish a TPM Information Clearinghouse--The TPM Information Clearinghouse will be used to showcase PM best practices, foster collaboration, and serve as a repository for PM resources; and (4) Support Knowledge Transfer Among Pooled Fund States. Specifically this pooled fund will: guide the prioritization of needs for determining training and other educational support for contributing members; provide and promote communication and information sharing among member States related to learning and capacity development needs in the areas of performance management and provide input on research topics; develop framework and roadmap for addressing learning and capacity development needs; identify learning and capacity development resources needed to support the development of PM skills; develop online and/or blended training courses and materials that are suitable for a wide variety of audiences such as State Departments of Transportation (State DOTs), Metropolitan Planning Organizations (MPOs), Public Transit Providers, and local governments; support a TPM Information Clearinghouse which will serve as a repository for TPM best practices and other resource information to assist states, MPO's and local government with learning about TPM and their implementation of TPM. KW - Best practices KW - Cooperation KW - Highway capacity KW - Knowledge KW - Metropolitan planning organizations KW - Needs assessment KW - Performance measurement KW - State departments of transportation KW - Training programs UR - http://www.pooledfund.org/Details/Study/575 UR - https://trid.trb.org/view/1395894 ER - TY - RPRT AN - 01596066 AU - Timcho, Thomas AU - Zink, Gregory AU - Kellom, Brandy AU - Lordo, Robert AU - Hartman, Lauren AU - McKee, Kristen AU - Mishra, Santosh AU - Schweiger, Carol AU - McCord, Mark AU - Mishilani, Rabi AU - Battelle Memorial Institute AU - Department of Transportation AU - Federal Highway Administration AU - Federal Transit Administration TI - Prototype Development and Demonstration for Integrated Dynamic Transit Operations - Final Report PY - 2016/01/20/Final Report SP - 136p AB - This document serves as the Final Report specific to the Integrated Dynamic Transit Operations (IDTO) Prototype Development and Deployment Project, hereafter referred to as IDTO Prototype Deployment or IDTO PD project. This project was performed under contract to the U.S. Department of Transportation (U.S. DOT) Intelligent Transportation Systems (ITS) Joint Program Office (JPO) in cooperation with the Federal Transit Administration (FTA). This final report provides a summary of the activities performed in conducting the IDTO PD project and documents the findings, lessons learned, and future considerations generated as an outcome of this work. As a prototype, IDTO was successful. It proved to be beneficial to the traveler, as throughout the demonstration period, users returned to use the application for trip planning/informational searches, and of those, over 25% took the action to monitor the trip and enable monitoring of transfers by the agencies to hold to allow for successful transfers. IDTO proved to be robust, with an uptime well over 95% based on 161 of 164 operational days. IDTO proved to be transferable, deployed both in Columbus, Ohio and Central Florida using the same core software tools. IDTO proved to be beneficial to transportation agencies, providing greater insight into system performance and allowing for adjustment to improve service. Finally, IDTO was insightful, identifying lessons learned that shape future research and deployment considerations. KW - Central Florida KW - Columbus (Ohio) KW - Demonstration projects KW - Deployment KW - Integrated Dynamic Transit Operations (IDTO) KW - Lessons learned KW - Mobile communication systems KW - Prototypes UR - http://ntl.bts.gov/lib/57000/57000/57028/FHWA-JPO-16-276.pdf UR - https://trid.trb.org/view/1400952 ER - TY - RPRT AN - 01590519 AU - Donnell, Eric AU - Gayah, Vikash AU - Li, Lingyu AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Regionalized Safety Performance Functions PY - 2016/01/08/Final Report SP - 195p AB - The objectives of this project were to develop Pennsylvania-specific, regionalized safety performance functions (SPFs) that are consistent in functional form with the American Association of State Highway and Transportation Officials’ Highway Safety Manual. Regionalized SPFs for three roadway classes are included in this project: (1) rural two-lane highways segments and intersections; (2) rural multilane highway segments and intersections; and (3) Urban and suburban arterial (non-freeway) segments and intersections. For each of these roadway classes, the regionalized SPFs were developed to predict total crash frequency and the frequency of fatal + injury crashes on roadway segments and common intersection types of state-owned roadways. The regionalized SPFs were designed to capture any differences in safety performance across different geographic regions in Pennsylvania. The regionalization effort considered SPFs at the county, planning organization (metropolitan and rural), and engineering district levels. The results showed that, when an adequate sample of roadway segments or intersections were available for statistical modeling, district-level SPFs, with county adjustment factors, outperformed other regional or statewide models based on the predictive power of the models. When an adequate sample size was not available to estimate regionalized SPFs, statewide models, with district-level adjustment factors, were recommended to account for geographic differences in the Commonwealth of Pennsylvania. The results underscore the importance of estimating local SPFs if crash and roadway inventory data are available. KW - Arterial highways KW - Crash rates KW - Highway Safety Manual KW - Injury rates KW - Intersections KW - Pennsylvania KW - Rural highways KW - Safety Performance Functions KW - Urban highways UR - http://www.dot7.state.pa.us/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Operations/Regionalized_Safety_Performance.pdf UR - https://trid.trb.org/view/1397255 ER - TY - ABST AN - 01584017 TI - Crack Resistance and Durability of RAS Asphalt Mixtures AB - Recent national sustainability efforts by such organizations as the Federal Highway Administration (FHWA) and state legislatures and departments of transportation (DOTs) have led to increased use of reclaimed asphalt shingles (RAS) and higher reclaimed asphalt pavement (RAP) contents. In addition, state DOTs spend over 20% of their budgets on asphalt and can receive substantial cost savings by increasing use of RAS and RAP. This occurs by decreasing the amount of virgin asphalt binder (derived from crude oil) required in RAS and RAP asphalt mixes. Virgin asphalt binder is the most expensive component of asphalt mixtures even though used in small amounts by weight. There is, however, a point of diminishing returns. As asphalt mixtures have less and less virgin binder an increase in durability issues become evident resulting in increased maintenance costs and lower expected life. The way most DOTs deal with this is to put higher amounts of RAS and RAP in lower asphalt layers and lower amounts in surface asphalt mixtures Recent Ohio Department of Transportation (ODOT) project work with RAS suggest current methods and limits may exceed what is desired for performance. Historically, performance benefits of RAS and RAP have been quantified by measuring rutting resistance, which will always improve with harder aged binders and less amounts of softer virgin binders. However, durability performance entails far more than rutting. It also entails crack propagation resistance, fatigue resistance, moisture damage resistance and raveling resistance as well as performance in freeze/thaw conditions in northern climates such as Ohio. The researcher's goals and objectives will include determining suitable test methods and equipment for testing of RAS, RAP and virgin mixtures in order to distinguish expected crack propagation resistance and durability performance of each. Phase 1 of the work will be to evaluate, with ODOT liaison concurrence, available methods and equipment to determine which is best suited for further work. Phase 2, with written authorization from ODOT's research office, will perform extended testing using the selected method to prove its suitability and allow recommendations for specification limits and test standards to be made. If Phase 2 is authorized, the researcher will be asked to develop a proposal for the approved solution(s) and an addendum to the contract will be issued by the Research Section. KW - Asphalt mixtures KW - Cracking KW - Durability KW - Ohio Department of Transportation KW - Reclaimed asphalt pavements KW - Recycled materials KW - Rutting KW - Shingles KW - State departments of transportation KW - Sustainable transportation UR - http://www.d UR - https://trid.trb.org/view/1378061 ER - TY - ABST AN - 01584453 TI - Research for AASHTO Standing Committee on Highways. Task 380. Proposed AASHTO Manual for the Maintenance of Roadways and Bridges AB - The American Association of State Highway and Transportation Officials (AASHTO) Maintenance Manual: The Maintenance and Management of Roadways and Bridges was published in 2001. This manual was intended to assist persons early in their career in roadway and bridge maintenance in understanding the various processes, methods, and materials that are applied to maintain the bridge and highway system effectively. This manual was later updated and published in 2007 as the AASHTO Maintenance Manual for Roadways and Bridges. In view of the changes in the state of practice of highway and bridge system maintenance, the implications of reduced budgets and work force, and the benefits of implementing research findings, there is a need to produce a new edition of the manual that recognizes these issues. The objective of this research is to develop a proposed Manual for the Maintenance of Roadways and Bridges. This Manual is intended for adoption/publication by AASHTO (i.e., to supersede the 2007 edition of the AASHTO Maintenance Manual Proposers are asked to provide a detailed research plan for accomplishing the project objective and producing the deliverables required by each task of the project. Proposers are expected to describe research plans that can realistically be accomplished within the constraints of available funds and contract time. Proposals must present the proposers' current thinking in sufficient detail to demonstrate their understanding of the issues and the soundness of their approach to meeting the research objective. The work proposed for each task of research must be divided into tasks/subtasks, and proposers must describe in detail the work proposed in each task/subtask. Accomplishment of the project objective will require at least the following tasks. Task 1. Review the AASHTO Maintenance Manual for Roadways and Bridges, related literature and research findings, and other relevant information to identify a scope for an updated edition of the manual. Task 2. Prepare and submit for National Cooperative Highway Research Program (NCHRP) review and approval a detailed work plan for developing the Manual. The plan, to be submitted not later than 30 days from contract award, shall identify the proposed content of the Manual and outline the delivery schedule for each chapter. Work on Task 3 will proceed while the plan is being reviewed. Note: Proposals must provide a detailed outline of the proposed Manual, including a description of each proposed chapter, and a proposed delivery schedule for each chapter. Task 3. Develop a draft version of each Manual chapter and submit, as they are completed, for NCHRP review. Upon completion of all chapters, assemble the chapters in a coherent document to serve as a draft version of a new Manual edition. Note: Individual Manual chapters shall be prepared and submitted for review as work progresses. Reviewers' comments shall be incorporated in revising these chapters and in developing other chapters. Task 4. Prepare and submit for NCHRP review draft final deliverables. The deliverables shall include (1) a research report documenting the work performed in the project and used to develop the Manual and (2) a stand-alone Manual for the Maintenance of Roadways and Bridges. Note: Following receipt of the draft final deliverables, the remaining 3 months shall be for NCHRP review and comment and for research agency preparation of the final deliverables. SPECIAL NOTES: A. Resumes of research team members must present relevant qualifications and be limited to no more than 2 pages for each member. The section on equipment and facilities (Item 8 in the proposal) shall describe relevant information and be limited to no more than 1 page. B. For budgeting purposes, proposers should assume 1 in-person meeting with NCHRP in Washington, DC. C. Proposals should include a task-by-task breakdown of labor hours for each staff member as shown in Figure 4 in the brochure, "Information and Instructions for Preparing Proposals" (http://onlinepubs.trb.org/onlinepubs/crp/docs/ProposalPrep.pdf). Proposals also should include a breakdown of all costs (e.g., wages, indirect costs, travel, materials, and total) for each task using Figures 5 and 6 in the brochure. D. Item 5 in the proposal, "Qualifications of the Research Team," must include a section labeled "Disclosure." Information relevant to the NCHRP's need to ensure objectivity and to be aware of possible sources of significant financial or organizational conflict of interest in conducting the research must be presented in this section of the proposal. For example, under certain conditions, ownership of the proposing agency, other organizational relationships, or proprietary rights and interests could be perceived as jeopardizing an objective approach to the research effort, and proposers are asked to disclose any such circumstances and to explain how they will be accounted for in this study. If there are no issues related to objectivity, this should be stated. E. Proposals are evaluated by the NCHRP staff and project panels consisting of individuals collectively very knowledgeable in the problem area. Selection of an agency is made by the project panel considering the following factors: (1) the proposer's demonstrated understanding of the problem; (2) the merit of the proposed research approach and experiment design; (3) the experience, qualifications, and objectivity of the research team in the same or closely related problem area; (4) the plan for ensuring application of results; (5) the proposer's plan for participation by Disadvantaged Business Enterprises--small firms owned and controlled by minorities or women; and (6) the adequacy of the facilities. KW - American Association of State Highway and Transportation Officials KW - Highway bridges KW - Highway maintenance KW - Manuals KW - State of the practice UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3926 UR - https://trid.trb.org/view/1385823 ER - TY - ABST AN - 01590935 TI - Locating TransLoad Facilities to Ease Highway Congestion and Safeguard the Environment AB - Increasing transportation costs are a concern for both suppliers and consumers. These costs have spurred major innovation in both logistics and planning in the transportation sector. In addition to the economic concerns, there is a demand for building a clean and efficient 21st century transportation network. As the cost of fuel and the concerns of environmental degradation continue to increase, shifting freight movements to more efficient modes is critical. For example, while trucks often have the greatest accessibility of transporting freight, barge and trains are frequently more cost effective for long haul shipments and are attributed with less emissions and infrastructure damage. The Arkansas Economic Development Commission (AEDC) has determined that intelligent siting of transload facilities to shift freight from truck to barge and train would better leverage the multi-modal transportation network of the State of Arkansas by tapping into the latent demand for short line rail, regional rail, and marine port terminals. However, the optimal locations, types, costs, and impacts of potential transload facilities in Arkansas have yet to be established. Robust evaluation of the freight shipment characteristics of Arkansas is necessary to assess and predict transload facility potential. KW - Arkansas Economic Development Commission KW - Barges KW - Freight transportation KW - Intermodal terminals KW - Location KW - Multimodal transportation KW - Railroad transportation KW - Traffic congestion KW - Trucking UR - https://trid.trb.org/view/1398936 ER - TY - ABST AN - 01592677 TI - Feasibility Study for Rapid Condition Assessment of Bridge Decks AB - The main objective of this study is to determine which nondestructive evaluation (NDE) technology, or combination of NDE technologies, is best suited for evaluation of concrete bridge decks in South Carolina. The goal is to select the technology that increases the efficiency and accuracy of inspections while decreasing risks to South Carolina Department of Transportation (SCDOT) personnel. KW - Bridge decks KW - Concrete bridges KW - Feasibility analysis KW - Inspection KW - Nondestructive tests KW - Risk KW - South Carolina UR - http://www.scdot.scltap.org/projects/current/ UR - https://trid.trb.org/view/1400293 ER - TY - ABST AN - 01590895 TI - Estimating Bridge Girder Camber and Deflection AB - Estimating camber is a major design issue for prestressed concrete girders. Camber is the net result of the two opposing quantities which includes the upward deflection due to the eccentricity of prestressing force and the downward deflection due to the dead load. In the current practice, it is difficult to precisely estimate camber because structural engineers cannot quantify all the factors affecting camber. The initial camber (the camber at the time of release of the prestressing strands) is highly influenced by the modulus of elasticity of the concrete and strand stress after the release of the prestressing strands. The camber at erection is additionally affected by concrete creep and shrinkage, prestress losses, and various factors associated with the difference in quality-control and storage conditions or the variation in ambient temperature or humidity. The inaccurate estimation of camber at erection can increase the frequency and cost of construction-related problems or delay the project. Additionally, inaccurate prediction of camber while the girder is in service can significantly reduce the ride quality of bridges. KW - Bridge design KW - Curvature KW - Deflection KW - Estimating KW - Girders KW - Prestressed concrete bridges UR - https://trid.trb.org/view/1398934 ER - TY - RPRT AN - 01618823 AU - Tarko, Andrew P AU - Romero, Mario AU - Thomaz, Jose AU - Ramos, Jorge AU - Sultana, Afia AU - Pineda, Raul AU - Chen, Erdong AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Updating RoadHAT: Collision Diagram Builder and HSM Elements SN - 9781622604074 PY - 2016/01//Final Report SP - 56p AB - In order to minimize the losses resulting from traffic crashes, Indiana developed its road safety management methods before the Highway Safety Manual (HSM) and the SafetyAnalyst became available. The considerable cost of replacing the Indiana current practice with the safety management based on the Highway Capacity Manual prompted the Indiana Department of Transportation to continue using its own safety management tools. This study includes two related but distinct components: (1) comparison of the HSM-based and Indiana methods of safety management, and (2) development of a Collision Diagram Builder (CDB) to improve current Indiana safety management tools. This study concluded that the HSM safety performance functions (SPFs) would need to be calibrated to the Indiana conditions before they could be used. Calibrating the SPFs for, so-called, base conditions would lead to an insufficient number of roads and, consequently, to estimates that were not trustworthy. This problem is amplified by the large number of road categories and crash types in HSM (110 categories and 468 crash severity proportions). Furthermore, a re-calibration process must be repeated over time to keep the SPFs updated to the changes in safety. An advanced statistical simulation of a safety management system aimed to maximize the total safety benefit was performed. The results indicate that two best performing criteria: the HSM Equivalent Property Damage Only (EPDO)-based criterion and the Indiana total cost of crashes criterion are equivalent and they produce the same results. It is important that the HSM provides guidance as to which screening criteria support which screening objectives because some of the HSM criteria were found inadequate for maximizing the overall safety benefit. It also was concluded that although the cost of crashes and the Index of Crash Cost and Frequency used separately proved to be good screening criteria in Indiana, the combined use of these two measures did not deliver any considerable improvement. Two differences were found between the HSM and Indiana procedures for evaluating the benefits and costs of safety projects: the infinite period of analysis and the road capacity constraint on traffic growth. Consequently, Indiana results depend on the capacity constraints while the HSM results depend on the length of the analysis period. The differences between the two methods were quite limited and they could be fully reconciled if the capacity constraints were relaxed in the Indiana method and a long analysis period assumed in the HSM method. A second major component of the study was to improve the current Indiana safety management tool, RoadHAT2, by developing a computer application facilitating preparation of a so-called collision diagram. These diagrams are an important element of safety audits. They are not used frequently due to a considerable time required to build collision diagrams. The developed application reduces this time from one or two days to an hour or less. The application also provides additional tools for analyzing and visualization of crash patterns. A developed CDB User Manual introduces the user to the tool and provides examples to help the user get familiar with the application. KW - Benefit cost analysis KW - Crash diagrams KW - Equivalent property damage only KW - Highway safety KW - Highway Safety Manual KW - Indiana KW - Indiana Department of Transportation KW - Safety management KW - Safety performance functions KW - Safety projects UR - http://dx.doi.org/10.5703/1288284316334 UR - http://ntl.bts.gov/lib/60000/60500/60540/viewcontent.cgi_article_3112_context_jtrp.pdf UR - https://trid.trb.org/view/1437030 ER - TY - RPRT AN - 01616946 AU - Burgess, Lisa AU - Fowler, Thomas AU - Minowitz, Amy AU - Neudorff, Louis AU - Kimley-Horn and Associates, Incorporated AU - American Association of State Highway & Transportation Officials AU - Federal Highway Administration AU - Transportation Research Board TI - Improving Business Processes for More Effective Transportation Systems Management and Operations PY - 2016/01 SP - 58p AB - Many agencies are shaping their Transportation Systems Management and Operations (TSMO) programs to more effectively address those planned and unplanned events that affect road and travel conditions and can have an effect on overall system reliability. Business processes, in the context of TSMO, refers to activities such as planning, programming, agency project development processes, and those organizational aspects that govern various technical or administrative activities (such as training, human resource management, or agreements). Business processes get at the heart of many of the organizational issues that can influence TSMO. This primer presents business processes across several TSMO areas, including traffic incident management, planned special event traffic management, road weather management, work zones, and freeway traffic management. Case studies in each area illustrate where agencies have made concerted changes to their respective business processes, and modified aspects such as contracting, training, resource allocation, planning and other business processes. The primer also highlights available tools and resources to help assess business processes, provides strategies for engaging the right stakeholders, and provides a guide to next steps. KW - Case studies KW - Incident management KW - Management KW - Special events KW - Stakeholders KW - Strategic Highway Research Program 2 KW - Transportation operations KW - Transportation planning KW - Transportation system management KW - Weather conditions KW - Work zones UR - http://www.ops.fhwa.dot.gov/publications/fhwahop16018/fhwahop16018.pdf UR - https://trid.trb.org/view/1429029 ER - TY - RPRT AN - 01616945 AU - Strauss, Rachel AU - Volpe National Transportation Systems Center AU - Federal Highway Administration AU - Federal Transit Administration TI - New York Metropolitan Transportation Council Scenario Planning Workshop PY - 2016/01//Final Report SP - 38p AB - This report summarizes noteworthy practices and key recommendations shared during a scenario planning workshop, hosted by the New York Metropolitan Transportation Council (NYMTC), on July 14-15, 2015, in New York, New York. The Federal Highway Administration (FHWA) sponsored this event as part of its Scenario Planning Program and in connection with the Transportation Planning Capacity Building Program jointly run by FHWA and the Federal Transit Administration. The workshop introduced the topic of financial scenario planning to NYMTC staff and representatives from local, State, and Federal agencies. Peer experts from Chicago Metropolitan Agency for Planning, Delaware Valley Regional Planning Commission, and Metropolitan Transportation Commission participated in the workshop to share their agencies’ experiences and perspectives in using financial scenario planning. KW - Best practices KW - Chicago Metropolitan Agency for Planning KW - Delaware Valley Regional Planning Commission KW - Financing KW - Forecasting KW - Metropolitan Transportation Commission (California) KW - New York Metropolitan Transportation Council KW - Recommendations KW - Regional planning KW - Transportation planning KW - Workshops UR - http://ntl.bts.gov/lib/60000/60100/60127/nymtcscenario.pdf UR - https://trid.trb.org/view/1428262 ER - TY - RPRT AN - 01610797 AU - Lee, David Jung-Hwi AU - Ross, Catherine L AU - Georgia Institute of Technology, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Bringing Freight Components into Statewide and Regional Travel Demand Forecasting: PART1 PY - 2016/01//Final Report SP - 306p AB - Transportation decision makers have the difficult task of investment decision making having limited resources while maximizing benefit to the transportation system. Given the growth in freight transport and its importance to national, state, and regional economies, public-sector agencies need improved capabilities to analyze freight movement. In general, freight modeling is not widely developed and operationalized, at the metropolitan planning organization (MPO) level in particular due to the complexity of freight movement and the lack of availability of detailed truck trip data. This study develops a methodological framework of a tour-based freight demand model at the MPO level using global positioning system (GPS) truck data. Methodologically it is a more accurate model compared to trip based models allowing truck trips to be linked, which reflects how truck drivers and dispatchers often make multiple trips within a single ‘trip chain’ or ‘tour’. Disaggregate truck movement data can be obtained via truck GPS records collected in this study by the American Transportation Research Institute (ATRI). The developed framework has been applied to two metropolitan areas in the southeast, one covering the region around Atlanta, Georgia, and the other around Birmingham, Alabama. The report illustrates, with examples, potential uses of the model with multiple performance measures and also shows possibilities of applying the model to corridor analyses, small geographic area analyses, and scenario planning. The report introduces performance measures to compare the results of the two classes of models namely, the tour-based and the trip-based models. The results of six scenarios of the Atlanta metropolitan area are presented and compared along with some important policy implications for practice. The numerical results demonstrate that GPS data is feasible for model calibration and that tour-based models provide conceptually robust forecasts that sustain empirical validation under multiple scenarios. Although the study focuses on the Atlanta Metropolitan area, policymakers at all levels of government in other state departments of transportation and MPOs can benefit from this study and develop their own truck demand model borrowing the framework used. KW - Atlanta (Georgia) KW - Birmingham (Alabama) KW - Forecasting KW - Freight traffic KW - Global Positioning System KW - Methodology KW - Metropolitan planning organizations KW - Performance measurement KW - Travel demand KW - Truck traffic UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/12-23.pdf UR - https://trid.trb.org/view/1422685 ER - TY - RPRT AN - 01600766 AU - Ma, Jiaqi AU - Miller-Hooks, Elise AU - Tariverdi, Mersedeh AU - Lochrane, Taylor AU - Zhou, Fang AU - Prentiss, David AU - Hudgins, Kathleen AU - Jodoin, Paul AU - Huang, Zhitong AU - Hailemariam, Margaret AU - Leidos AU - Federal Highway Administration TI - User-Friendly Traffic Incident Management (TIM) Program Benefit-Cost Estimation Tool PY - 2016/01//Version 1.2 Final Report SP - 69p AB - Traffic incidents contribute significantly to the deterioration of the level of service of both freeways and arterials. Traffic Incident Management (TIM) programs have been introduced worldwide with the aim of mitigating the impact of traffic incidents on safety and roadway performance. These programs support quick incident response, thereby shortening incident duration, and control traffic demand around the incident scene. Some TIM programs can be costly to taxpayers, thus, it is important to evaluate their benefits and determine the associated return on investment. Although benefit-cost (BC) estimation studies have been conducted for numerous TIM programs, these studies employ a wide range of estimation methodologies and monetary equivalent conversion factors. Consequently, resulting BC ratio estimates vary widely and have been shown to be sensitive to these choices. Moreover, these studies can be quite costly. This report develops a TIM-BC tool with standardized methodology that can be universally and equitably employed in BC ratio estimation for different TIM programs, which is essential to creating consistency and, therefore, greater confidence in the validity of the results. With access to the methodology in the form of a simple-to-use, less data-intensive tool, TIM programs and taxpayers alike can benefit from cost-effective evaluations. A New York case study compares the effectiveness of implementing three selected TIM strategies, namely: safety service patrol, driver removal laws, and dispatch colocation. The case study also helps in understanding the need for a standardized BC ratio estimation tool and the effectiveness of the developed TIM-BC tool. KW - Benefit cost analysis KW - Case studies KW - Estimating KW - Highway safety KW - Implementation KW - Incident management KW - Methodology KW - New York (State) UR - http://www.fhwa.dot.gov/publications/research/operations/16055/16055.pdf UR - https://trid.trb.org/view/1408781 ER - TY - RPRT AN - 01600177 AU - Willis, J Richard AU - Turner, Pamela AU - National Center for Asphalt Technology AU - Federal Highway Administration TI - Characterization of Asphalt Binder Extracted from Reclaimed Asphalt Shingles PY - 2016/01//Final Report SP - 39p AB - An 80% increase in the amount of reclaimed asphalt shingles (RAS) used in asphalt mixtures was reported from 2009 to 2012. Despite this increase, there is still little guidance given on the characterization of RAS binder in American Association of State Highway and Transportation Officials (AASHTO) MP 023 and PP 078. In addition to the lack of direction, many contractors and owner agencies do not have equipment capable of determining the actual high and low temperature performance grades (PG) of the RAS binder; therefore, work needs to be completed which can aid owner agencies and contractors in determining the true PG grades of RAS binder. While a common virgin binder is PG 64 – 22, RAS binders are much stiffer with critical high temperature grades between 140 and 180°C and critical low temperature grades between 0 and 40°C. If this stiffer binder is not considered in design, it can negatively influence fatigue and thermal cracking performance. The objective of this research is to investigate methods of characterizing RAS asphalt binder for both the critical high and low temperatures. Binder was extracted from RAS and tested to determine the true (or measured) PG grade of the binder. In addition to direct measurement, extrapolation methods were assessed to determine appropriateness in case equipment was not available for direct measurement. Finally, within sample and between sample testing variability was quantified for RAS binders using conventional testing methodology. These tests were completed on RAS samples from across the U.S. and included both post-consumer (PC) and manufacturers’ waste (MW) RAS. Ultimately, it was determined that one could extrapolate the critical high temperature grade of RAS binders ensuring that variability and outliers were considered in the analysis; however, less repeatable and reliable results were discovered when assessing critical low temperatures. KW - Asphalt mixtures KW - Bituminous binders KW - Performance grade KW - Shingles KW - Temperature KW - Waste products UR - https://eng.auburn.edu/research/centers/ncat/files/technical-reports/rep16-01.pdf UR - https://trid.trb.org/view/1397361 ER - TY - JOUR AN - 01598126 JO - Public Roads PB - Federal Highway Administration AU - Anderson, Rosemarie AU - Beer, Pamela TI - The Roads Less Traveled PY - 2016/01 VL - 79 IS - 4 AB - Rural roads present challenges for local and tribal governments and agencies when it comes to improving safety for road users. The Federal Highway Administration has developed a toolkit and two user guides for transportation professionals and elected officials who are working to improve safety on rural roadways. "Improving Safety on Rural Local and Tribal Roads--Safety Toolkit" (FHWA-SA-14-072) is intended for local and tribal road practitioners, local public works staff, and Federal and State safety engineers. The accompanying user guides offer a step-by-step process for site and network safety analysis. The toolkit provides a single resource to assist with the identification of safety issues and countermeasures to address them, and offers guidance through the implementation and evaluation of countermeasures. KW - Cost effectiveness KW - Countermeasures KW - Highway safety KW - Network analysis (Planning) KW - Rural highways KW - Safety audits UR - http://www.fhwa.dot.gov/publications/publicroads/16janfeb/03.cfm UR - https://trid.trb.org/view/1403443 ER - TY - JOUR AN - 01598107 JO - Public Roads PB - Federal Highway Administration AU - Pisarski, Alan AU - Polzin, Steve AU - Murakami, Elaine TI - Commuting in a Post-Baby Boomer World PY - 2016/01 VL - 79 IS - 4 AB - An upsurge in retirements, coupled with workplace trends such as telecommuting, is bound to affect travel on U.S. highways. Other demographic, economic, technological and migration changes will affect the transportation system. Trends suggest that the role of commuting and its impact on transportation may change; a key role for transportation will continue to be improving access to jobs and to workers, but the pace of growth in commuters is likely to be far more modest than it has been in the past. KW - Commuting KW - Demographics KW - Location KW - Mode choice KW - Traffic forecasting KW - Travel behavior KW - Trend (Statistics) UR - http://www.fhwa.dot.gov/publications/publicroads/16janfeb/04.cfm UR - https://trid.trb.org/view/1403444 ER - TY - JOUR AN - 01598092 JO - Public Roads PB - Federal Highway Administration AU - Colyar, James AU - Klein, Rachel AU - Jacobson, Les TI - Stop or Go? PY - 2016/01 VL - 79 IS - 4 AB - Ramp metering uses signals to control the rate at which vehicles enter a freeway. It breaks up traffic platoons and enables vehicles to merge smoothly. It can help manage demand at a level near capacity, preventing flow breakdowns. Despite clear benefits in safety and efficacy, transportation agencies are underutilizing it as a safety and traffic management strategy. To accelerate deployment of ramp metering across the country, the Federal Highway Administration initiated an effort to better understand the current state of the practice, identify reasons why ramp metering is not more widely deployed, and facilitate implementation by publishing guidance materials and conducting workshops. KW - Financing KW - Geometry KW - Guidelines KW - Planning KW - Ramp metering KW - State of the practice UR - http://www.fhwa.dot.gov/publications/publicroads/16janfeb/02.cfm UR - https://trid.trb.org/view/1403442 ER - TY - JOUR AN - 01598054 JO - Public Roads PB - Federal Highway Administration AU - Merrefield, Clark AU - Smichenko, Susan AU - Flood, Gerry AU - Barrington, Melonie TI - Digitizing for Better Decisionmaking PY - 2016/01 VL - 79 IS - 4 AB - Through a combination of forward-thinking leadership, partnership with law enforcement, and technological advances, crash data in Michigan today is exchanged, accessed, and analyzed in hours and days rather than months or years. Local agencies in Michigan now have easy access to crash, roadway, and traffic data through an application called Roadsoft®. A desktop software application developed by Michigan Technological University (Michigan Tech) with funding from the Michigan Department of Transportation (MDOT), Roadsoft provides local agencies with data and tools that help them manage roadway assets, collect field data, oversee maintenance jobs, and analyze safety needs. The software is complemented by MDOT’s Local Safety Initiative (LSI), a hands-on, collaborative technical assistance program that provides technical resources for Roadsoft users, on-the-road discussions about safety, and other kinds of guidance. Through Roadsoft and LSI, local and State agencies are now able to make roadway safety improvements based on accessible, actionable information. KW - Crash data KW - Data analysis KW - Highway safety KW - Information processing KW - Michigan KW - Software UR - http://www.fhwa.dot.gov/publications/publicroads/16janfeb/05.cfm UR - https://trid.trb.org/view/1403445 ER - TY - JOUR AN - 01597983 JO - Public Roads PB - Federal Highway Administration AU - Nadeau, Gregory G TI - Moving Beyond Traffic PY - 2016/01 VL - 79 IS - 4 AB - The U.S. Department of Transportation released a draft study called Beyond Traffic: Trends and Choices 2045 that looks at the trends and the tough choices facing decision-makers. The report asks what the transportation system will look like in 2045 if the country does not modify its transportation policies and investment strategies to keep up with changing demographics and technological advances. This article takes a brief look at transportation projects that are working and those that are not. KW - Bridges KW - Road construction KW - Transportation planning UR - http://www.fhwa.dot.gov/publications/publicroads/16janfeb/01.cfm UR - https://trid.trb.org/view/1403441 ER - TY - JOUR AN - 01597968 JO - Public Roads PB - Federal Highway Administration AU - Unkefer, David AU - Petros, Katherine TI - Leveraging a Data-Rich World PY - 2016/01 VL - 79 IS - 4 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. By combining multiple emerging technologies with an emphasis on digital practices with the concept of integrated management, CIM has the potential to take project delivery and asset management to the next level by taking a holistic approach to project design, construction, operation, and maintenance. This article looks at the history of CIM and how states are putting CIM technologies to work on their projects. KW - Asset management KW - Data collection KW - Data fusion KW - Information management KW - Mathematical models KW - Oregon KW - Road construction KW - Wisconsin UR - http://www.fhwa.dot.gov/publications/publicroads/16janfeb/06.cfm UR - https://trid.trb.org/view/1403446 ER - TY - RPRT AN - 01596753 AU - Hopwood, Jennifer AU - Black, Scott Hoffman AU - Fleury, Scott AU - Xerces Society for Invertebrate Conservation AU - ICF International AU - Federal Highway Administration TI - Pollinators and Roadsides: Best Management Practices for Managers and Decision Makers PY - 2016/01 SP - 96p AB - Concerns about the declines of managed honey bees and wild native pollinators, such as monarch butterflies, have focused attention on the importance of habitat restoration and management in the conservation of pollinators and the ecosystem services they provide. Roadsides form one of the most extensive networks of linear habitats on earth, and in the United States, roadside rights-of-way managed by State departments of transportation (DOTs) cover an estimated 17 million acres. This document provides best management practices for managing roadside vegetation to reduce impacts to pollinators. This includes implementing roadside plantings that provide functions, including erosion control and motorist safety, while also benefiting pollinators. The authors also outline challenges to implementation identified by State DOTs and roadside restoration experts, and discuss potential opportunities to overcome these challenges. Additionally, case studies are included from across the United States. The Xerces Society for Invertebrate Conservation and ICF International staff performed a thorough literature review of peer-reviewed and technical material and conducted interviews with State DOTs and roadside restoration experts who work with DOTs. The literature review included a comprehensive treatment of the status of pollinators, causes of decline, potential mitigation efforts, habitat restoration and management for pollinators, and applications to highway rights-of-way. The interviews provided documentation of existing roadside vegetation management practices, including information on the current State of the practice in roadside vegetation management as relates to pollinators. The interviews also provided feedback about the feasibility of implementing roadside vegetation management strategies that can benefit pollinators, highlighting both successes and challenges in improving pollinator habitat. KW - Best practices KW - Case studies KW - Conservation KW - Feasibility analysis KW - Implementation KW - Insects KW - Landscape maintenance KW - Literature reviews KW - Right of way (Land) KW - Roadside flora and fauna KW - State departments of transportation KW - United States UR - https://www.environment.fhwa.dot.gov/ecosystems/Pollinators_Roadsides/BMPs_pollinators_roadsides.pdf UR - https://trid.trb.org/view/1402231 ER - TY - RPRT AN - 01596724 AU - Jenior, P AU - Dowling, R AU - Nevers, B AU - Neudorff, L AU - Kittelson & Associates Incorporated AU - Federal Highway Administration TI - Use of Freeway Shoulders for Travel – Guide for Planning, Evaluating, and Designing Part-Time Shoulder Use as a Traffic Management Strategy PY - 2016/01 SP - 170p AB - Part-time shoulder use is the conversion of shoulders to travel lanes during some hours of day as a congestion relief strategy. This strategy is also known as temporary shoulder use or hard shoulder running, and is typically implemented on freeways. Part-time shoulder use is a transportation system management and operations (TSM&O) strategy that uses shoulders to provide additional capacity when it is most needed, and preserves shoulders as refuge areas during the majority of the day. This guide covers planning, design, implementation, and day-to-day operation of shoulder use. It covers a wide variety of design and operational concepts for shoulder use, and describes how a performance based practical design (PBPD) process guides the planning of facilities with shoulder use. KW - Congestion management systems KW - Evaluation KW - Freeway operations KW - Freeways KW - Highway design KW - Implementation KW - Road shoulders KW - Traffic control KW - Traffic lanes UR - http://www.ops.fhwa.dot.gov/publications/fhwahop15023/fhwahop15023.pdf UR - https://trid.trb.org/view/1402003 ER - TY - RPRT AN - 01596673 AU - Federal Highway Administration TI - Facilitation and Documenting of FHWA Division Office e-Construction Pilot PY - 2016/01//Interim 7-Month Report SP - 36p AB - State departments of transportation (DOT) use e-Construction for paperless contract administration and management functions and incorporate linkages to outside entities such as contractors and consultants. e-Construction is the collection, review, approval, and distribution of highway construction contract documents in a paperless environment. To assist with implementation of e-Construction, the Federal Highway Administration (FHWA) initiated a pilot project to test tablet devices in several Division Offices. The purpose of this pilot project was to evaluate the use of two types of mobile devices and provide recommendations to the FHWA Investment Review Board (IRB) on the potential for agency-wide implementation of mobile devices. Key stakeholders met bi-monthly to report on the status of the pilot, how the devices were working, and to suggest issues and challenges in implementation and how they were overcome. Texas and Utah used the MS Surface Pro 3, Florida, Iowa and Michigan used the Apple iPad, and West Virginia served as control with no devices assigned. The study team developed a list of performance measures in close coordination and consultation with FHWA. The performance measures focus on efficiencies that may be realized through the use of the tablet devices. The performance measures reported by each division office are outlined in this report. The appendix includes division office anecdotes, challenges, and solutions. KW - Construction management KW - Contract administration KW - Evaluation and assessment KW - Florida KW - Iowa KW - Michigan KW - Mobile computing KW - Performance measurement KW - Pilot studies KW - Tablet computers KW - Texas KW - U.S. Federal Highway Administration KW - Utah KW - West Virginia UR - https://www.fhwa.dot.gov/construction/econstruction/do_pilot_interim.pdf UR - https://trid.trb.org/view/1401475 ER - TY - RPRT AN - 01594694 AU - Gopalakrishna, Deepak AU - Martin, Lindsay AU - Neuner, Michelle AU - Leidos AU - ICF International AU - Federal Highway Administration TI - 2015 Road Weather Management Performance Measures Survey, Analysis, and Report PY - 2016/01//Technical Report SP - 136p AB - The Federal Highway Administration’s Road Weather Management Program (RWMP) established a set of performance measures and began collecting data in order to assess progress toward its stated objectives. Assessments of the program’s performance were completed in 2009 and 2012, and the program has continued to evolve over time, informed by past performance and influenced by emerging trends and technology. The RWMP continues to conduct a periodic review of its performance indicators to ensure that the performance measures reflect the changes in program objectives as well as the broader policy context. The 2015 Road Weather Management Performance Measures Report is the next iteration of this periodic review of the RWMP’s performance and an update to the 2012 report. Twenty-seven performance measures are quantified as part of this update to assess performance across the program’s eight objectives. KW - Data collection KW - Decision support systems KW - Highway maintenance KW - Highway operations KW - Performance measurement KW - Road Weather Management Program KW - Weather conditions UR - http://www.ops.fhwa.dot.gov/publications/fhwahop16001/fhwahop16001.pdf UR - https://trid.trb.org/view/1401538 ER - TY - RPRT AN - 01594608 AU - Aly, Aly Mousaad AU - Zaroudi, Hamzeh Gol AU - Rezaee, Milad AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Hurricane Hazard Mitigation in Traffic Light Support Structures PY - 2016/01//Final Report SP - 108p AB - Traffic signs and signals are extensively used as vital elements in highways and urban roads for communicating with drivers, in order to convey the rules, guidance, warnings, and other highway agency information. On this basis, it is crucial to have reliable and well-maintained traffic signs and signals to ascertain that essential messages are properly conveyed to drivers in various environmental conditions. Long mast arm cantilever structures are widely used on highways all over the world. Cantilevered traffic signal support structures are slender, lightly-damped structures, and since they may have a span as long as 66 ft, they are very flexible structures, and highly sensitive to wind-induced vibrations, and their fatigue life is an important issue in the design process. Another important concern about traffic signal structures is their vulnerability in critical weather conditions, such as during hurricanes. The serviceability of these structures during hurricanes is extremely important due to their critical role in directing traffic, specifically for evacuation and rescue operation. Consequently, this study presents a methodology to suppress wind-induced vibrations in a mast arm cantilever traffic signal with a circular cylinder section, by using computational fluid dynamics (CFD) simulations to create wind load time series and a dynamic model for structural control. For wind load simulations, a time-dependent approach by implementing the Large Eddy Simulation (LES) was used. Monitoring points are defined on the mast arm to capture pressure coefficients, and then calculate distributed lift and drag forces at different sections. The simulated time histories of drag and lift forces are then used for the control purpose, after experimental validation. In order to mitigate the vibrations, distributed tuned mass dampers are investigated, making use of the available weights of the lighting boxes. The structural response with and without the dampers are simulated by a dynamic model. The dynamic analysis shows that damping enhancement in traffic lighting structures can significantly reduce vibration-induced stress, with promises to improve the safety to the traveling public, extend the life of existing traffic structures, increase traffic efficiency, and reduce the cost of new structures. Moreover, the generated wind load time histories with the dynamic model are being used for different vibration control schemes, including passive and semi-active control devices with drift magnification connections, with the objective of building a database useful for creating guidelines and recommendations on the proper use of damping enhancement devices, for future implementation in the American Association of State Highway and Transportation Officials (AASHTO) standard. KW - Aerodynamic force KW - Cantilevers KW - Circular cylinders (Geometry) KW - Damping (Physics) KW - Fatigue (Mechanics) KW - Fluid dynamics KW - Hurricanes KW - Methodology KW - Simulation KW - Structural supports KW - Traffic signals KW - Vibration control UR - http://www.ltrc.lsu.edu/pdf/2016/14-2TIRE.pdf UR - https://trid.trb.org/view/1401181 ER - TY - RPRT AN - 01593930 AU - Wu, Zhong AU - Xiao, Danny X AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Development of DARWin-ME Design Guideline for Louisiana Pavement Design PY - 2016/01//Final Report SP - 202p AB - The AASHTOWare Pavement ME™ Design is the next generation of the American Association of State Highway and Transportation Officials (AASHTO) pavement design software, which builds upon the newly developed National Cooperative Highway Research Program (NCHRP) Mechanistic-Empirical Pavement Design Guide (MEPDG). Pavement ME™ reflects a major change in the methods and procedures engineers use to design pavement structure and represents the most current advancements in pavement design. In preparation for Louisiana Department of Transportation and Development (DOTD) to adopt the new design guide, there is an urgent need to evaluate the MEPDG pavement design software based on typical Louisiana pavement structures and local conditions. This study selected a total of 162 projects (pavement sections) from the existing DOTD highway network for the evaluation of MEPDG pavement design, local calibration, and validation of Pavement ME in Louisiana. The selected projects consisted of flexible pavements with five types of base (asphalt concrete base, rubblized Portland Cement Concrete (PCC) base, crushed stone or recycled PCC base, soil cement base, and stabilized base with a stone interlayer), rigid pavements with three types of base (unbound granular base, stabilized base, and asphalt mixture blanket), and hot mix asphalt (HMA) overlay on top of existing flexible pavements. Pavement design information including structure, materials, and traffic were retrieved from multiple network-level data sources at DOTD. A Louisiana default input strategy of Pavement ME that reflects Louisiana’s condition and practice was developed from results of sensitivity analysis. In addition, based on a consensus distress survey and pavement management system (PMS) distress triggers, the design reliability and performance criteria were established for different highway classes in Louisiana. The predicted performance from the Pavement ME was then compared with the corresponding measured performance retrieved from PMS. The analysis results indicate that the Pavement ME’s nationally-calibrated distress models generally under-predict alligator cracking, but over-predict rutting for DOTD’s flexible pavement types. For rigid pavements, Pavement ME over-predicts slab cracking but under-predicts joint faulting. For those nationally-calibrated distress models that showed constant bias and large variation, local calibration was carried out against the performance data retrieved from PMS. After the local calibration, the Pavement ME designs were verified by additional projects outside of the evaluation projects’ pool. Based on the results of this study, an implementation guideline document was prepared. The document contains all necessary design input information and calibration coefficients for DOTD to use the latest MEPDG software on a day-to-day basis for design and analysis of new and rehabilitated pavement structures in Louisiana. KW - AASHTOWare (Software) KW - Calibration KW - DARWin-ME (Computer program) KW - Flexible pavements KW - Louisiana KW - Mechanistic-empirical pavement design KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Pavement distress KW - Pavement management systems KW - Rigid pavements KW - Sensitivity analysis KW - Software KW - Validation UR - http://www.ltrc.lsu.edu/pdf/2016/FR_551.pdf UR - https://trid.trb.org/view/1400752 ER - TY - RPRT AN - 01593719 AU - Olson, Jeff AU - Goff, Phil AU - Piper, Sam AU - Zeftling, Lindsay AU - GoBike Buffalo AU - New York State Energy Planning Board AU - New York State Department of Transportation AU - City of Buffalo AU - Federal Highway Administration TI - Buffalo Bicycle Master Plan Update PY - 2016/01//Final Report SP - 168p AB - The Vision for the Buffalo Bicycle Master Plan Update is to make Buffalo a world-class bicycling community. Bicyclists’ needs will be integrated into the City’s projects, policies, and programs. Planning, implementation, and maintenance of roadway, public works, and transit projects will include improvements to accommodate bicyclists of all abilities. A well-connected bicycle infrastructure network will improve safety, the environment, public health, and quality of life for residents, visitors, and businesses. A bicycle friendly Buffalo will be a more affordable, economically competitive, and sustainable city. Contents of this document include: Summary of existing plans and policies, Existing conditions analysis, Planning the bicycle network, Catalyst projects, Implementation, Performance measures, Design guidelines, and Winter bikeway maintenance. KW - Bicycle facilities KW - Buffalo (New York) KW - Cyclists KW - Implementation KW - Maintenance KW - Performance measurement KW - Policy KW - Transportation planning UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-13-51.pdf UR - https://trid.trb.org/view/1400042 ER - TY - RPRT AN - 01593708 AU - Hopwood, Theodore AU - Palle, Sudhir AU - Wells, Danny AU - Meade, Bobby W AU - Fairchild, Jared AU - Goff, Chris AU - Kentucky Transportation Center AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Phase I Inspection of the Stay Cable System on the US 231 William H. Natcher Bridge over the Ohio River PY - 2016/01//Final Report SP - 182p AB - The US 231 Natcher Bridge was opened in 2002. By 2006 cracking was observed in the plastic piping that protected the stay cable strands from the environment at both the deck and tower anchorages. Over time the extent of cracking increased and an investigation was initiated to assess the types of deterioration impacting the cables, their causes and their impacts on the integrity of the stay cables. From 2012-2015, a series of in-depth field inspections were performed using visual and nondestructive testing. Most of this work focused on the piping at the deck anchorages. The inspections disclosed voids in cable grouting, bad welds in the plastic piping and deterioration of the co-extruded outer layer of the piping. Water was detected during inspections of the cable ends at the anchor blocks along with minimal corrosion of the strands and anchorages. The water and samples of the plastic piping were evaluated and found to be problematic. No direct indications of cable corrosion damage were observed, but ultrasonic testing of the strand wires at the deck anchorages revealed possible signs of corrosion. Thermography of the tower anchorages provided extensive grout void indications. Recommendations are provided to address remaining concerns related to the condition of the strands at the towers and to evaluation of strands of selected stay cables at the deck anchorages. KW - Air voids KW - Anchorages KW - Cable stayed bridges KW - Corrosion KW - Cracking KW - Deterioration KW - Nondestructive tests KW - Plastic pipe KW - Recommendations KW - William H. Natcher Bridge UR - http://dx.doi.org/10.13023/KTC.RR.2016.01 UR - http://ntl.bts.gov/lib/57000/57100/57100/KTC_16_01_KHIT77_1F-final-web.pdf UR - https://trid.trb.org/view/1399143 ER - TY - RPRT AN - 01593702 AU - Ceylan, Halil AU - Steffes, Robert F AU - Gopalakrishnan, Kasthurirangan AU - Kim, Sunghwan AU - Yang, Shuo AU - Zhuang, Kailin AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Midwest Transportation Center AU - Federal Highway Administration AU - Department of Transportation AU - Research and Innovative Technology Administration TI - Development and Evaluation of a Portable Device for Measuring Curling and Warping in Concrete Pavements PY - 2016/01//Final Report SP - 86p AB - Portland cement concrete (PCC) pavement undergoes repeated environmental load-related deflection resulting from temperature and moisture variations across pavement depth. This has been recognized as resulting in PCC pavement curling and warping since the mid-1920s. Slab curvature can be further magnified under repeated traffic loads and may ultimately lead to fatigue failures, including top-down and bottom-up transverse, longitudinal, and corner cracking. It is therefore significant to measure the “true” degree of curling and warping in PCC pavements, not only for quality control (QC) and quality assurance (QA) purposes, but also for better understanding of its relationship to long-term pavement performance. Although several approaches and devices—including linear variable differential transducers (LVDTs), digital indicators, and some profilers—have been proposed for measuring curling and warping, their application in the field is subject to cost, inconvenience, and complexity of operation. This research therefore explores developing an economical and simple device for measuring curling and warping in concrete pavements with accuracy comparable to or better than existing methodologies. Technical requirements were identified to establish assessment criteria for development, and field tests were conducted to modify the device to further enhancement. The finalized device is about 12 inches in height and 18 pounds in weight, and its manufacturing cost is just $320. Detailed development procedures and evaluation results for the new curling and warping measuring device are presented and discussed, with a focus on achieving reliable curling and warping measurements in a cost-effective manner. KW - Concrete pavements KW - Curling KW - Evaluation KW - Field tests KW - Measuring instruments KW - Pavement performance KW - Portable equipment KW - Portland cement concrete KW - Warpage UR - http://lib.dr.iastate.edu/cgi/viewcontent.cgi?article=1094&context=intrans_techtransfer UR - http://www.intrans.iastate.edu/research/documents/research-reports/MTC_portable_curling_and_warping_device_w_cvr.pdf UR - https://trid.trb.org/view/1398803 ER - TY - RPRT AN - 01592000 AU - de León Izeppi, Edgar AU - Katicha, Samer W AU - Flintsch, Gerardo W AU - McCarthy, Ross AU - McGhee, Kevin K AU - Virginia Tech Transportation Institute AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Continuous Friction Measurement Equipment As a Tool for Improving Crash Rate Prediction: A Pilot Study PY - 2016/01//Final Report SP - 42p AB - A comprehensive pavement management system includes a Pavement Friction Management Program (PFMP) to ensure pavement surfaces are designed, constructed, and maintained to minimize friction-related crashes in a cost-effective manner. The Federal Highway Administration’s (FHWA) Technical Advisory 5040.38 on Pavement Friction Management supersedes a previous advisory that focused on skid crash reduction. In addition to traditional locked-wheel friction-testing devices, this new advisory recommends continuous friction measuring equipment (CFME) as an appropriate method for evaluating pavements. The study described in this report developed a pavement friction inventory for a single construction district in Virginia using the Grip Tester, a low-cost CFME. The continuous friction data were then coupled with crash records to develop a strategy for network analysis that could use friction to improve the ability to predict crash rates. The crash rate analysis applied the well-established methodology suggested by the FHWA for the identification of high crash risk areas using safety performance functions (SPFs), which include empirical Bayes rate estimation from observed crashes. The current Virginia Department of Transportation SPF models were modified to include skid resistance and radius of curvature (interstate and primary system only) to improve the predictive power of the models. A variation of the same methodology was also used to contrast the effect of two different friction repair treatments, i.e., conventional asphalt overlay and high friction surface treatments, to explore how their strategic use can impact network level crash rates. The result suggests significant crash reductions with comprehensive economic savings of $100 million or more when applied to a single relatively rural district. These findings easily justify an aggressive state-level PFMP and further support continued research to quantify the influence of other pavement-related characteristics such as macrotexture, grade, and cross-slope. KW - Benefit cost analysis KW - Bituminous overlays KW - Crash rates KW - Data analysis KW - Friction KW - Measuring instruments KW - Methodology KW - Pavement maintenance KW - Pavement management systems KW - Pavements KW - Surface treating KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/16-r8.pdf UR - https://trid.trb.org/view/1398072 ER - TY - SER AN - 01591988 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Bhattarai, Rabin AU - Kalita, Prasanta AU - Azeem, Anwar AU - Jha, Ranjeet AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of Curb and Gutter Inlet Protection Products for Sediment Retention PY - 2016/01 IS - 16-001 SP - 45p AB - Construction sites are one of the largest sources of sediment and contaminants. When rainfall occurs, sediment is produced as soil particles disintegrate and erode from the bare soil area and are transported to the nearest water conveyance structure, such as an inlet. When soil is disturbed to construct buildings and highways, the rate of erosion increases. Sediment from these areas mixes with water and enters roadside gutters after rainfall or snowmelt events. This can lead to clogging of drainage systems and street flooding. It can also escalate treatment cost for wastewater treatment facilities, due to increased sediment load. Various tests were performed to analyze the effectiveness of curb and gutter inlet protection products at the Erosion Control Research and Training Center (ECRTC) of the University of Illinois at Urbana-Champaign. The tests analyzed the ability of these products to prevent sediment from entering the inlets. The goal of these tests was to compare the various products and determine which would work best to prevent sediment from entering the inlets at construction sites. Several criteria were used in testing in order to make the best recommendations to the Illinois Department of Transportation (IDOT). The products analyzed in testing were (1) frame and grate, (2) Dandy curb bag, (3) Dandy curb sack (orange fabric), (4) Erosion Eel, (5) GeoHay, (6) SediGuard, and (7) Inlet Pro. The duration of the test was 15 minutes with a discharge rate of 119 gallons/minute (7.5 L/s). One 5 gallon bucket of clay soil was initially poured into a 300 gallon water tank; half a bucket was later poured at 5 and 10 minutes. This mixture would spill over onto the slab, where samples would be collected before and after the product was installed. Water samples were collected every 3 minutes and were oven-dried to determine sediment concentration. Using this procedure, it was possible to determine how efficient each product was in terms of sediment retention. The SediGuard and Dandy curb sack products performed better than the other products tested. Although several products were able to filter efficiently, they often created excessive ponding. Ponding on an active roadway can potentially create safety concerns. The evaluation was based on two criteria: water should be able to infiltrate the product without creating heavy ponding and the product should retain a large fraction of the sediment. KW - Drainage structures KW - Erosion control KW - Evaluation KW - Field tests KW - Filtration KW - Illinois KW - Ponding KW - Sediment discharge KW - Water quality management UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=4726 UR - https://trid.trb.org/view/1398038 ER - TY - RPRT AN - 01590529 AU - Walsh, Colin AU - Vaisala, Incorporated AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Winter Maintenance Performance Measure PY - 2016/01//Final Report SP - 22p AB - The Winter Performance Index is a method of quantifying winter storm events and the Colorado Department of Transportation's (CDOT’s) response to them. It is a tool for evaluating the State’s maintenance practices, performing post-storm analysis, training maintenance personnel, and identifying potential areas of cost savings and improved performance. The Winter Performance Index is derived using the Storm Severity Index, which rates the severity of a winter storm event based on key atmospheric measurements such as wind speed, precipitation, and surface temperature. The Storm Severity Index compares performance across different geographic areas which have their own unique climate conditions. The Storm Severity Index is then combined with pavement grip measurements to calculate the Winter Performance Index, with the Winter Performance Index showing the total amount of time roads were compromised by winter weather. The Winter Performance Index is a tool that can be used to manage day-to-day operations. However, in this report the Index has been applied to an entire winter season to demonstrate the potential value of the tool and to highlight differences in performance within the studied region. KW - Colorado KW - Mobility KW - Storms KW - Temperature KW - Time duration KW - Weather conditions KW - Winter maintenance UR - https://www.codot.gov/programs/research/pdfs/2016-research-reports/winter-performance-measure/at_download/file UR - https://trid.trb.org/view/1396354 ER - TY - RPRT AN - 01590515 AU - Harley, Matt AU - Vaisala, Incorporated AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Snow Route Optimization PY - 2016/01//Final Report SP - 56p AB - This report has been commissioned by The Colorado Department of Transportation (CDOT), which has appointed Vaisala Inc. to examine current Winter Service practices across a designated section of patrol routes within Region 4, in the State of Colorado. The main objective of this research project is to review and understand current CDOT snow removal practices and provide operational recommendations. These recommendations shall aim to improve snow removal efficiency in a costeffective manner while also reducing winter weather related road incidents along CDOT routes. Vaisala will also investigate whether there is an option for route reduction under the current criteria (without compromising current levels of service) via a Route Optimization exercise across CDOT’s treatment network. Route optimization is a method of creating a set of winter highway treatment routes to meet a range of targets, including service level improvements, resource reallocation and changes to overriding constraints. These routes will allow the operator clear the pavement in a timely and efficient manner, reducing wastage and utilizing resources to their best effect. KW - Colorado KW - Level of service KW - Optimization KW - Recommendations KW - Routes KW - Snow and ice control KW - Winter maintenance UR - https://www.codot.gov/programs/research/pdfs/2016-research-reports/snow-route-optimization/at_download/file UR - https://trid.trb.org/view/1396356 ER - TY - SER AN - 01590511 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - El-Rayes, Khaled AU - Liu, Liang Y AU - El-Gohary, Nora AU - Golparvar-Fard, Mani AU - Halabya, Ayman AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Development of Public Right-of-Way Accessibility Guideline Resource Material PY - 2016/01//Final Report IS - 16-005 SP - 227p AB - Public agencies are required by state and federal laws to provide accessibility on their right-of-way (ROW). Failure of public agencies to provide accessibility on their ROW has resulted in costly settlements. Accordingly, the Illinois Department of Transportation (IDOT) needs to provide information for local public agencies, consultants, contractors, and IDOT personnel about current accessibility requirements and ways to improve accessibility and avoid costly penalties resulting from non-compliance. This report presents the findings of a research project funded by the Illinois Center for Transportation (ICT) to develop resource materials on providing accessibility to the public ROW to ensure that public works projects are built to meet the latest accessibility requirements. The objectives of this project were to (1) conduct a comprehensive literature review to gather and analyze the most current resource materials on public ROW accessibility requirements, (2) recommend content for public ROW accessibility requirements on an IDOT website, (3) develop a comprehensive and practical field guide for IDOT that can be used by field engineers and construction inspectors to verify compliance with all applicable accessibility laws and regulations in the State of Illinois, (4) create e-learning modules on accessibility requirements for IDOT classroom training, and (5) develop recommendations that provide guidance to IDOT on improving compliance with public ROW accessibility requirements. KW - Accessibility KW - Americans with Disabilities Act KW - Compliance KW - Guidelines KW - Illinois Department of Transportation KW - Literature reviews KW - Pedestrian areas KW - Policy, legislation and regulation KW - Recommendations KW - Right of way (Land) KW - Training KW - Websites (Information retrieval) UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=4741 UR - https://trid.trb.org/view/1397362 ER - TY - SER AN - 01590465 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Bhattarai, Rabin AU - Kalita, Prasanta AU - Garcia, Carlos Bulnes AU - Monical, Joseph AU - Schumacher, Paul AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of Ditch Checks for Sediment Retention PY - 2016/01//White Paper IS - 16-002 SP - 42p AB - Construction activities generally involve significant land disturbances, leaving the soil unprotected and more susceptible to erosion, which may in turn adversely affect the surrounding environment. The lack of quantitative and qualitative data on erosion and sediment control product performance using standardized evaluation methodologies under locally relevant climate and soil conditions makes it difficult to appropriately select the most suitable erosion and sediment control best management practices (BMPs). During roadside construction, ditches are often impacted and may be left bare of vegetation throughout the duration of the construction project. As rain hits this bare soil, it tends to heavily erode the ditch, carrying large quantities of sediment in runoff. This sediment is then free to enter larger water systems, which is a detriment environmentally and economically, and could be harmful to human health. At the Erosion Control Research and Training Center (ECRTC) at the University of Illinois at Urbana-Champaign, a series of tests were conducted to analyze the effectiveness of various ditch checks to ensure they could be used in real-life construction sites to mitigate soil transport. The tests were conducted to determine their practicality in field use. The goal of these tests were to examine how well they reduce sediment leaving the ditch and how much ponding occurs, as well as other criteria of interest to the Illinois Department of Transportation (IDOT). The test was performed following protocols designed by the University of Illinois in consultation with IDOT. Because there is currently a lack of products available for contractors to use on IDOT construction jobs, the importance of this test cannot be overstated. The tests were performed to determine whether a new product could be feasibly used. KW - Construction projects KW - Ditches KW - Erosion control KW - Illinois KW - Ponding KW - Sediments UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=4730 UR - https://trid.trb.org/view/1396113 ER - TY - RPRT AN - 01588723 AU - Hurwitz, David AU - Abadi, Masoud Ghodrat AU - McCrea, Sarah AU - Quayle, Shaun AU - Marnell, Patrick AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Smart Red Clearance Extensions to Reduce Red-Light Running Crashes PY - 2016/01//Final Report SP - 139p AB - Red-light running (RLR) is a safety hazard at signalized intersections in Oregon and around the United States. RLR crashes occurring during phase transitions at signalized intersections can be addressed through the use of Red Light Extension (RLE) systems. This research project evaluated the accuracy, efficiency, and operations of three RLE system alternatives in Oregon. A field study was conducted at five intersections in Oregon with high rates of RLR vehicles. To understand driver behavior in response to the onset of the yellow change interval (on major approaches) or the green indication (on minor approaches), 149 h of video data were transcribed. Together with signal timings, geometries, peak volumes, and operating speeds, the video data were used to calibrate a VISSIM hardware-in-the-loop (HIL) simulation of one intersection. The HIL simulation was used to code and evaluate the performances of three alternative RLE systems. Novel code was developed in R to process the VISSIM output into time-space diagrams (TSDs) for further analysis. RLR vehicles triggered the highest rate of RLE events when the downstream detection alternative was used. However, an examination of the TSDs showed that the RLE events triggered by the smart upstream speed-conditional detection alternatives (at 215 ft. & 475 ft.) consistently provided a greater degree of safety for vehicles that received a RLE while no significant increase to intersection delay occurred. Use of the 2070 controller and the NWS Voyage™ software allows the logic to be field implemented in the future. KW - Alternatives analysis KW - Behavior KW - Drivers KW - Field studies KW - Hardware in the loop simulation KW - Oregon KW - Red interval (Traffic signal cycle) KW - Red light running KW - Signalized intersections KW - Traffic safety KW - Traffic signal timing UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR773_Smart_Red_Clearance.pdf UR - https://trid.trb.org/view/1395762 ER - TY - RPRT AN - 01588715 AU - Bauer, Jocelyn AU - Evans, Julie AU - Jeannotte, Krista AU - Vandervalk, Anita AU - Leidos AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - The Use of Data in Planning for Operations: State-of-the-Practice Review PY - 2016/01 SP - 66p AB - The purpose of this state-of-the-practice review is to identify the current use of data by metropolitan planning organizations to perform planning for operations activities. This information will be used to develop the virtual data access framework and to help establish requirements for the data that should be accessible by planning agencies via the framework. In addition to data availability and use, this review also looks at the barriers to the use of data so that the project team can design the framework to help address some of these barriers to increase use of the resulting framework. This report was developed in conjunction with another state-of-the-practice review on data access, sharing, and integration. KW - Case studies KW - Data collection KW - Metropolitan planning organizations KW - Monitoring KW - Performance measurement KW - State of the practice KW - Transportation operations KW - Transportation planning UR - http://www.fhwa.dot.gov/publications/research/operations/15071/15071.pdf UR - https://trid.trb.org/view/1395979 ER - TY - SER AN - 01587756 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Bhattarai, Rabin AU - Kalita, Prasanta AU - Garcia, Carlos Bulnes AU - Monical, Joseph AU - Stoklosa, Matthew AU - Azeem, Anwar AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of Ditch Inlet Protection Products for Sediment Retention PY - 2016/01//White Paper IS - 16-003 SP - 56p AB - Upon starting roadside construction work, construction crews must begin by ripping up a considerable amount of the ground. This process leaves areas such as roadside ditches without vegetation cover, which in turn leaves the soil bare and exposed to the elements such as heavy rains. When the rain hits this bare ditch, soil enters the water runoff and flows into ditch inlets. This soil is detrimental to sewer infrastructure as well as to the environment and must be avoided. At the Erosion Control Research and Training Center (ECRTC) at the University of Illinois at Urbana-Champaign, various tests were conducted to test the installation and effectiveness of ditch inlet protection products. These tests analyzed the ability of the products to prevent soil from entering ditch inlets via site runoff. The goal of these tests was to compare the various products and determine which could best be implemented in the field at construction sites. Numerous criteria were examined during testing to make the best recommendations to the Illinois Department of Transportation (IDOT). The products analyzed in testing were: (1) welded-wire inlet protector made of a porous woven monofilament fabric using two installation methods, (2) sediment log with two installation methods, (3) Dandy Pop, (4) Dandy Bag, (5) drop filter bag, (6) silt fence (with a woven slit tape fabric) at a 2 foot spacing from the inlet, and (7) silt fence with a woven monofilament fabric. Other than the tests done at the ECRTC in the past, there have been only limited studies done of inlet protection products, which makes the tests conducted as part of this project both more difficult and necessary in order to determine what products will work best onsite. KW - Alternatives analysis KW - Ditches KW - Drainage KW - Erosion control KW - Field tests KW - Geotextiles KW - Recommendations KW - Runoff KW - Sediments UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=4731 UR - https://trid.trb.org/view/1395563 ER - TY - RPRT AN - 01587742 AU - Bhattarai, Rabin AU - Kalita, Prasanta AU - Azeem, Anwar AU - Jha, Ranjeet AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of Flared-End Inlet Protection Products for Sediment Retention PY - 2016/01//White Paper IS - 16-004 SP - 40p AB - Construction sites are considered one of the main sources of sediment and contaminants that can create water quality concerns in the receiving waters. When rainfall occurs, loose soil particles are disintegrated and eroded from the bare soil area and transported to roads and parking lots. When earthwork is performed to construct buildings and highways, the rate of erosion increases. The sediment from these areas mixes with water and enters the roadside when it rains or snow melts. This can lead to clogging of drainage systems and street flooding. This can also escalate treatment cost due to increased sediment load for the wastewater treatment facilities. Various tests were performed to analyze the effectiveness of flared-end inlet protection products. The tests were conducted at the Erosion Control Research and Training Center (ECRTC) of the University of Illinois at Urbana-Champaign. These tests analyzed the ability of the products to prevent sediment from entering curb and gutter inlets via site runoff. The goal of these tests was to compare the various products and determine which would perform the best in preventing sediment from entering the inlets at construction sites. Several criteria were used in testing in order to make the best recommendations to the Illinois Department of Transportation (IDOT). The products analyzed in testing were (1) sediment log, (2) silt fence (with woven monofilament fabric), (3) silt fence (with IDOT-approved fabric), (4) straw bale, and (5) stone. The duration of the test was 30 minutes with a discharge rate of 158 gpm (10 L/s). One 5 gallon bucket of clay soil was initially mixed into a 300 gallon filled tank. Another 5 gallon bucket was later poured at 10 and 20 minutes. This mixture would spill over into the channel, where samples would be collected before and after the product was installed. The water samples were collected every 5 minutes and were oven-dried to determine sediment concentration. With this procedure, it was possible to determine how efficient each product was in terms of sediment retention. It was found that the sediment log and silt fence with woven monofilament fabric performed better than the other products tested. Although several products were able to filter efficiently, they often created heavy amounts of ponding. The evaluation was based on two criteria: water should be able to infiltrate the product without creating heavy ponding and the product should retain a large fraction of the sediment. KW - Construction sites KW - Culvert inlets KW - Erosion control KW - Evaluation KW - Field tests KW - Geotextiles KW - Illinois KW - Ponding KW - Recommendations KW - Runoff KW - Sediments KW - Water quality management UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=4732 UR - https://trid.trb.org/view/1394689 ER - TY - RPRT AN - 01587727 AU - Hooks, John M AU - Weidner, Jeffrey AU - Rutgers University, Piscataway AU - Federal Highway Administration TI - Long-Term Bridge Performance Program Protocols, Version 1 PY - 2016/01//Final Report SP - 335p AB - The Long-Term Bridge Performance (LTBP) Program is a long-term research effort to collect scientific performance data from a representative sample of bridges in the United States. Data will be collected for in-service bridges using a variety of techniques. These data will be supplemented with legacy data from design plans, design and construction specifications, as-built plans and construction records, inspection and maintenance records, weather records, and traffic data. To maintain consistency in the manner in which data are collected and stored, a set of protocols has been developed. These protocols provide guidance on what kinds of information to obtain from existing bridge records and how each field testing activity is to be conducted; how to identify and classify the defects and how to measure their extent; and how to document the location and severity of the defect in the bridge element being evaluated. The protocols also specify the accuracy to which defect measurements are to be recorded. This report presents protocols for the collection and mining of legacy data, site preparation, visual inspection, sampling and testing of materials, nondestructive evaluation, and data storage and management. Future versions of this report will include additional protocols covering other activities, data collection methods, and analysis and reporting protocols for the LTBP Program. KW - Bridges KW - Data collection KW - Data mining KW - Data storage KW - Field tests KW - Inspection KW - Long-Term Bridge Performance Program KW - Materials tests KW - Nondestructive tests KW - Test procedures KW - United States UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/ltbp/16007/16007.pdf UR - https://trid.trb.org/view/1392110 ER - TY - RPRT AN - 01620433 AU - Federal Highway Administration TI - Highway Statistics 2015 PY - 2016 SP - v.p. AB - This publication brings together an annual series of selected statistical tabulations relating to highway transportation in twelve major areas: (1) Bridges; (2) Highway Infrastructure; (3) Highway Travel; (4) Travelers (or System Users); (5) Vehicles; (6) Motor Fuel; (7) Revenue; (8) Debt Obligation for Highways; (9) Apportionments, Obligations, and Expenditures; (10) Conditions and Safety; (11) Performance Indicators; and (12) International. The data collected and published in the annual Highway Statistics is used by all levels of government and the public to assess the performance of the Nation's highway transportation system as well as identify future highway system options. The data are extensively used by various agencies of the Federal, State, and local governments, institutions of higher learning, industry, consultants, professional organizations, and the public for a host of purposes. Data are used for assessing highway system performance under the Federal Highway Administration's (FHWA's) strategic planning and performance reporting process developed in accordance with requirements of the Government Performance and Results Act (GPRA) and for apportioning Federal-aid highway funds under Federal legislation. The information is used by FHWA to develop and implement legislation and by State and Federal transportation officials to adequately plan, design, and administer effective, safe, and efficient transportation systems. The data collected are essential to FHWA and Congress in evaluating effectiveness of the Federal-aid highway program providing a wide variety of related data that provide a representative cross section of the highway assets of the Nation. KW - Bridges KW - Debt KW - Drivers KW - Expenditures KW - Highway safety KW - Highways KW - Infrastructure KW - International KW - Motor fuels KW - Performance measurement KW - Revenues KW - Statistics KW - Tables (Data) KW - Trend (Statistics) KW - United States KW - Vehicle miles of travel KW - Vehicles UR - http://www.fhwa.dot.gov/policyinformation/statistics/2015/ UR - https://trid.trb.org/view/1440611 ER - TY - RPRT AN - 01619070 AU - National Cooperative Highway Research Program AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration TI - AASHTO Guide for Enterprise Risk Management SN - 9781560516705 PY - 2016///1st Edition SP - 226p AB - This guide explains how state transportation agencies can establish and benefit from an enterprise risk management program. It defines risk management and illustrates how it complements strategic planning and performance management. The guide explains how the managing of risk provides agencies with a new set of skills to increase the likelihood that they will achieve their strategic objectives. The guide focuses upon enterprise risk management which is defined as the formal and systematic effort to control uncertainty and variability to an organization’s strategic objectives by managing risks at all levels of the organization. The guide also explains how to manage risks at four levels, the enterprise, program, project, and activity levels. The guide includes extensive summaries of how risk management is being applied nationally and internationally to typical transportation program areas. This work was sponsored by the American Association of State Highway and Transportation Officials in cooperation with the Federal Highway Administration, and was conducted by the National Cooperative Highway Research Program (NCHRP). This guide is based on research conducted under NCHRP Project 08-93, Managing Risk Across the Enterprise: A Guidebook for State Departments of Transportation. KW - Handbooks KW - Performance measurement KW - Risk management KW - Strategic planning KW - Transportation departments KW - United States UR - https://trid.trb.org/view/1437032 ER - TY - CONF AN - 01618761 JO - Transportation Research Board Conference Proceedings on the Web PB - Transportation Research Board AU - Turnbull, Katherine F TI - Transportation Asset Management: Summary of the 11th National Conference PY - 2016 IS - 20 SP - 34p AB - The 11th National Conference on Transportation Asset Management was held in Minneapolis, Minnesota, on July 10–12, 2016. Organized by the Transportation Research Board (TRB) of the National Academies of Sciences, Engineering, and Medicine, the conference was supported by the Federal Highway Administration (FHWA), the Federal Transit Administration, and the Transportation Asset Management Pooled Fund project. It was hosted by the Minnesota Department of Transportation (DOT). The conference featured opening and closing sessions, 30 breakout sessions in five functional and two cross-cutting virtual tracks, a poster session, and four workshops. A peer exchange on implementing transportation asset management was also held in conjunction with the conference. Speakers at the conference highlighted the advancements and improvements being made in transportation asset management programs at the state, regional, metropolitan, and local levels. Information on the innovative approaches being used by transit and other modes was interwoven throughout the conference. These approaches are addressing emerging issues, local needs, and federal requirements to ensure the best use of limited resources for transportation and transit investment decisions. Asset management programs are addressing climate change and extreme weather events, engaging diverse stakeholders in ongoing conversations, and using more robust and timely data. Programs are expanding to include risk assessments, vulnerability evaluations, and return on investment (ROI) analyses. Asset management is also being considered from a regional perspective in some areas. Although numerous advancements are occurring, speakers noted that many of the keys to successful asset management programs remain the same. These factors include top leadership support, establishing a strong basic foundation, involving personnel from throughout an agency, and transparency with policy makers and the public. Conference participants also discussed issues that would benefit from further research and technology transfer activities. This summary highlights the key elements from the conference. Comments from speakers in the opening session are presented first. The five track leaders’ comments on the discussion of the topics addressed in the breakout sessions are summarized in the closing session. U1 - 11th National Conference on Transportation Asset ManagementTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationMinneapolis,Minnesota,United States StartDate:20160710 EndDate:20160712 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration KW - Asset management KW - Conferences KW - Resilience (Materials) KW - Risk management KW - Technology UR - http://www.trb.org/Main/Blurbs/175417.aspx UR - https://trid.trb.org/view/1439869 ER - TY - RPRT AN - 01617700 AU - Federal Highway Administration TI - Continuously Reinforced Concrete Pavement (CRCP) — Executive Brief PY - 2016 SP - 4p AB - Continuously reinforced concrete pavement (CRCP) provides long-life performance with minimal maintenance at a competitive cost. CRCP contains continuous longitudinal steel reinforcement and has no transverse joints, except as required at end-of-day construction and at bridge approaches and transitions to other pavement structures. Continuous reinforcement is a mechanism for managing the transverse cracking that occurs in all new concrete pavements. This brief looks at CRCP design, placement of reinforcement, paving, placement, consolidation, curing, and State department of transportation experience. KW - Concrete curing KW - Consolidation KW - Continuously reinforced concrete pavements KW - Pavement design KW - Paving KW - State departments of transportation UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif16025.pdf UR - https://trid.trb.org/view/1434991 ER - TY - RPRT AN - 01613821 AU - Federal Highway Administration TI - Connected Vehicle Applications: Road Weather Management PY - 2016 SP - 2p AB - Connected vehicle applications related to road weather management and enabling systems are being designed to collect and take advantage of connected vehicle data and information transmissions to increase situational awareness, improve roadway levels of service, and optimize use of resources and materials. The use of these applications and systems are intended to inform decisions as well as increase the ability to respond quickly and appropriately to adverse weather and roadway surface conditions in order to reduce or eliminate weather-related crashes and delays. Applications will support advisories, warnings, and vehicle and/or infrastructure controls. This document includes a brief description of the connected vehicle road weather management applications and enabling systems in development or in practice. KW - ITS program applications KW - Mobile communication systems KW - Road weather information systems KW - Traveler information and communication systems KW - Weather conditions UR - http://ntl.bts.gov/lib/59000/59600/59634/FHWA-JPO-17-429.pdf UR - https://trid.trb.org/view/1425489 ER - TY - RPRT AN - 01613814 AU - Federal Highway Administration AU - Federal Highway Administration TI - Vehicle-to-Infrastructure Deployment: What Should States Do Now? PY - 2016 SP - 2p AB - For more than a decade, the U.S. Department of Transportation (USDOT) has been researching the potential benefits of connected vehicle technology, which allows vehicles to communicate with each other, roadway infrastructure, traffic management centers, and personal mobile devices. Using advanced wireless communications, cars, trucks, buses, and even motorcycles soon will be able to share real-time information about their speed, position, brake status, and more. Vehicle-to-infrastructure (V2I) communications is the wireless exchange of data between vehicles and roadway infrastructure such as traffic signals, work zones, and toll booths. When leveraged with vehicle-to-vehicle communications technology, a V2I deployment will result in significant safety, mobility, and environmental benefits that will be of significant interest to state, regional, and local transportation agencies. This document outlines seven basic steps for state departments of transportation (DOTs) and owners/ operators that are considering deployments for connected vehicle technology. KW - Implementation KW - Mobile communication systems KW - State departments of transportation KW - Technological innovations KW - United States KW - Vehicle to infrastructure communications UR - http://ntl.bts.gov/lib/59000/59400/59466/FHWA-JPO-16-414.pdf UR - https://trid.trb.org/view/1425505 ER - TY - RPRT AN - 01613802 AU - Federal Highway Administration TI - Connected Vehicle Applications: Safety PY - 2016 SP - 3p AB - Connected vehicle safety applications are designed to increase situational awareness and reduce or eliminate crashes through vehicle-to-infrastructure, vehicle-to-vehicle, and vehicle-to-pedestrian data transmissions. Applications support advisories and warnings as well as vehicle and infrastructure controls. This resource includes a brief description as well as a cross reference of materials for each connected vehicle safety application. The end of this document provides detailed reference material information. KW - ITS program applications KW - Mobile communication systems KW - Traffic safety KW - Traveler information and communication systems UR - http://ntl.bts.gov/lib/59000/59400/59468/FHWA-JPO-16-427.pdf UR - https://trid.trb.org/view/1425490 ER - TY - SER AN - 01613783 JO - FHWA NHTS Brief PB - Federal Highway Administration TI - Hispanics and Transportation: 2009 National Household Travel Survey PY - 2016 SP - 4p AB - According to the 2010 Census, about 16 percent of the U.S. population were of Hispanic or Latino origin, up from 13 percent in 2000, which accounted for more than half of the growth of the total U.S. population from 2000 to 2010. As the Hispanic population grows, it is important to better understand their mobility needs. The 2009 National Household Travel Survey (NHTS) examines the issue from several angles. Based on average daily trips, Hispanics have both the highest person trips and vehicle trips per household than any other group. From a person miles traveled per household standpoint, Hispanics travel more than African Americans but less than non-Hispanic whites and other non-Hispanics. This same pattern holds for vehicle miles traveled. Also, Hispanics average the shortest person trip length and vehicle trip length compared to non-Hispanics. As a whole, Hispanics and African-Americans have the lowest levels of mobility and also the highest levels of poverty. Other data included in this brief includes: mode choice, car sharing rates, vehicle occupants and trip purpose, and public transit use. KW - Age groups KW - Gender KW - Hispanics KW - Mobility KW - Mode choice KW - National Household Travel Survey KW - Person miles of travel KW - Public transit KW - Travel surveys KW - Trip length KW - Trip purpose KW - Vehicle miles of travel KW - Vehicle sharing UR - http://nhts.ornl.gov/briefs/HispanicBrief.pdf UR - https://trid.trb.org/view/1424691 ER - TY - RPRT AN - 01612473 AU - Federal Highway Administration TI - National Household Travel Survey: Compendium of Uses PY - 2016 AB - The National Household Travel Survey (NHTS) Compendium of Uses is a series of reports that provide a summary of the use and applications of the NHTS data in transportation planning and related activities. Published journal articles and reports that cite the use of NHTS data were selected using the Transportation Research Board (TRB) Annual Meeting Online Portal http://amonline.trb.org/ and Google Alerts, notification emails sent by Google when new search results matched predetermined search terms pertaining to NHTS data. The key word and search engine terms used in both online sources were the National Household Travel Survey and NHTS. The research papers were grouped into 11 categories that were created based on the Subject Areas and index terms identified in each abstract as well as category titles used in previous NHTS compendium databases. A one-page description of each paper is provided which includes the Title, Authors, Abstract, Subject Areas, and Availability. KW - National Household Travel Survey KW - Research reports KW - Travel surveys UR - http://nhts.ornl.gov/usersAndUses.shtml UR - https://trid.trb.org/view/1424689 ER - TY - RPRT AN - 01608704 AU - Federal Highway Administration TI - Mobile Source Air Toxic (MSAT) Analysis Case Study: Northwest Corridor in Atlanta, Georgia PY - 2016 SP - 10p AB - The Georgia Department of Transportation (GDOT) identified that transportation improvements were needed to respond to concerns over growth in travel demand on Interstate 75 (I-75) and Interstate 575 (I-575), northwest of downtown Atlanta. The Northwest Corridor (NWC) project was designed to address these concerns related to transportation capacity deficiencies, as well as to provide additional transportation choices, improve mobility and connectivity between activity centers, and reduce single-occupancy vehicle travel while avoiding or minimizing adverse environmental impacts. GDOT made the determination that a quantitative Mobile Source Air Toxic (MSAT) analysis was needed for this project. Based on GDOT’s assessment, the Northwest Corridor project falls into the third category of project types from Federal Highway Administration (FHWA) Interim Guidance (FHWA 2012) due to the expected traffic volumes and the proximity of the project to populated areas. GDOT was the project lead for this MSAT analysis. Since the MSAT analysis for the NWC project was the first MSAT analysis done by GDOT, and due to the time-sensitive nature of the project, FHWA assisted GDOT by performing the Motor Vehicle Emission Simulator (MOVES) portion of the MSAT analysis for the 2014 reevaluation. KW - Air quality KW - Atlanta (Georgia) KW - Case studies KW - Environmental impact analysis KW - Forecasting KW - Highway corridors KW - Mobile Source Air Toxics KW - Pollutants UR - https://www.fhwa.dot.gov/environment/air_quality/air_toxics/research_and_analysis/ga_nwc/fhwahep16067.pdf UR - https://trid.trb.org/view/1419162 ER - TY - RPRT AN - 01608674 AU - Federal Highway Administration TI - Mobile Source Air Toxic (MSAT) Analysis Case Study—State Route 57/State Route 60 Confluence at Grand Avenue, California PY - 2016 SP - 10p AB - The City of Industry, California, the California Department of Transportation (Caltrans), and the Federal Highway Administration (FHWA) proposed freeway improvements to the State Route (SR) 57/SR 60 confluence at the Grand Avenue interchange in Los Angeles County, California. SR 57 is a major north/south freeway, serving the cities and communities of the Greater Los Angeles area. SR 60 is a major east/west freeway that serves the cities and communities on the east side of the Los Angeles metropolitan area and on the south side of the San Gabriel Valley. The air quality analysis for this project was completed in 2012 with construction of the proposed project expected to begin in the fall of 2014 and to be completed by the fall of 2017. Thus, the project team modeled 2017 as the interim project-year and 2037 was modeled as the design-year. MSAT emissions were evaluated for a base year of 2009, the No-Build and Build Alternatives for 2017, and the No-Build and Build Alternatives for 2037. Table 1 presents the MSAT emission results for each of these scenarios. This table also shows the percentage change in daily emissions from the existing 2009 scenario to the 2017 and 2037 Build Alternative scenarios. KW - Air quality KW - Case studies KW - Environmental impact analysis KW - Forecasting KW - Freeways KW - Los Angeles (California) KW - Mobile Source Air Toxics KW - Pollutants UR - https://www.fhwa.dot.gov/environment/air_quality/air_toxics/research_and_analysis/sr57_sr60/fhwahep16065.pdf UR - https://trid.trb.org/view/1419165 ER - TY - RPRT AN - 01608662 AU - Federal Highway Administration TI - MSAT Analysis Case Study: Elgin O’Hare-West Bypass, Illinois PY - 2016 SP - 11p AB - The Illinois Department of Transportation (IDOT), the Federal Highway Administration (FHWA), the Federal Aviation Administration, and the Illinois State Toll Highway Authority evaluated transportation improvements in the area on the west side of Chicago’s O’Hare International Airport. These agencies jointly served as lead agencies in the evaluation of the proposed Elgin O’Hare-West Bypass (EO-WB) project. The EO-WB project was advanced as a tiered Environmental Impact Statement (EIS) process. The action proposed by these agencies was comprised of three elements that include roadway, transit, and bicycle/pedestrian improvements. These improvements respond to the needs of an area that is an important transportation node in the Chicago metropolitan area and is the center of many interstate highways, railroads, and an international airport. The EO-WB project is located in a nonattainment area for ozone and fine particulate matter (PM2.5) and is a maintenance area for PM10. The Interagency Consultation Group (ICG) , which included representatives from IDOT, FHWA, Illinois Environmental Protection Agency (IEPA), U.S. Environmental Protection Agency (EPA), Chicago DOT, and others, determined the need for a particulate matter (PM) quantitative hot-spot analysis for the project. Construction of the project was expected to take place in phases, with the initial construction phase occurring from 2013 to 2025. Construction for the entire project was expected to be completed by 2040. A quantitative analysis was performed to estimate project area-specific emissions of the priority MSATs for the 2010 existing conditions and to forecast emissions in 2040, the expected project completion year, for the No-Build and Build Alternatives. KW - Air quality KW - Bypasses KW - Case studies KW - Chicago O'Hare International Airport KW - Environmental impact analysis KW - Forecasting KW - Mobile Source Air Toxics KW - Particulates KW - Pollutants UR - https://www.fhwa.dot.gov/environment/air_quality/air_toxics/research_and_analysis/elgin_ohare/fhwahep16066.pdf UR - https://trid.trb.org/view/1419164 ER - TY - RPRT AN - 01608640 AU - Federal Highway Administration TI - Mobile Source Air Toxic (MSAT) Analysis Case Study: I-94 Auxiliary Lanes in St. Paul, Minnesota PY - 2016 SP - 10p AB - The Minnesota Department of Transportation (MnDOT) identified a need to improve the safety and mobility of a segment of eastbound Interstate 94 (I-94) in St. Paul, Minnesota. The total project road length is about 1.35 miles in the City of St. Paul, Minnesota. The project was proposed to improve safety and reduce congestion by increasing roadway capacity, providing a smoother ride, improving drainage in the areas, and extending the service life of the roadway, bridges and drainage system. MnDOT made the determination that a quantitative Mobile Source Air Toxic (MSAT) analysis was needed for this project. MnDOT oversaw the MSAT air quality analysis, was engaged at the project meetings, worked through the MSAT analysis protocol with the consultant, and coordinated with other government agencies. Other agencies involved in the process included the Minnesota Pollution Control Agency (MPCA), the Metropolitan Council, which is the regional Metropolitan Planning Organization (MPO), and Federal Highway Administration's (FHWA’s) Resource Center. This MSAT analysis was prepared in 2014; construction of the project was expected to take place from 2016 to 2017. KW - Air quality KW - Case studies KW - Environmental impact analysis KW - Forecasting KW - Interstate highways KW - Mobile Source Air Toxics KW - Pollutants KW - Saint Paul (Minnesota) UR - https://www.fhwa.dot.gov/environment/air_quality/air_toxics/research_and_analysis/mn_194/fhwahep16064.pdf UR - https://trid.trb.org/view/1419163 ER - TY - RPRT AN - 01608569 AU - Federal Highway Administration TI - Mobile Source Air Toxic (MSAT) Analysis Case Study: Gateway Connections Improvement Project in Buffalo, New York PY - 2016 SP - 10p AB - The New York State Department of Transportation (NYSDOT) identified that transportation improvements were needed to address concerns centered on the use of local streets by cross-border traffic as it enters and exits the existing U.S. Border Port of Entry/Peace Bridge Plaza (Plaza). The New York Gateway Connections Improvement Project was designed to help address the limited direct access between the Plaza and Interstate 190 (I-190). The project was located in the West Side neighborhood of the city of Buffalo in Erie County, New York. Major roadways in the study area included the Niagara Thruway (I-190), Porter Avenue, Baird Drive, Busti Avenue, and the I-190 ramp connections to and from the Plaza. NYSDOT determined that a quantitative Mobile Source Air Toxic (MSAT) analysis was needed for this project. This determination was made in accordance with methodologies presented in NYSDOT’s The Environmental Manual (TEM) (NYSDOT 2012), which states that the FHWA “Interim Guidance Update on Mobile Source Air Toxic (MSAT) Analysis in NEPA Documents” (2012) should be followed for project-level MSAT analyses. The NYSDOT TEM guidance specifies use of the Motor Vehicle Emissions Simulator (MOVES) 2010b emission factor model. The FHWA Interim Guidance was used as a guidance document for this analysis. (FHWA 2012) The air quality analysis for this project also included the quantification of emissions from selected criteria pollutants, including a particulate matter (PM) hot-spot analysis. This MSAT analysis was prepared in 2013. (FHWA 2014) The project was awarded on October 24, 2014, and project completion is expected in the summer of 2017. KW - Air quality KW - Buffalo (New York) KW - Case studies KW - Environmental impact analysis KW - Forecasting KW - Highways KW - International borders KW - Mobile Source Air Toxics KW - Particulates KW - Pollutants UR - https://www.fhwa.dot.gov/environment/air_quality/air_toxics/research_and_analysis/ny_gateway/fhwahep16063.pdf UR - https://trid.trb.org/view/1419166 ER - TY - RPRT AN - 01599218 AU - Federal Highway Administration TI - Geomatics Workflows: California and North Carolina Integrating Light Detection and Ranging (LiDAR) into Existing Surveying Practices PY - 2016 SP - 7p AB - This case study highlights LiDAR technology as a surveying tool to support current transportation agency business applications and the true value of combining 3D survey data from multiple sources, such as traditional surveying equipment (i.e., robotic total stations, Global Navigation Satellite Systems or GNSS, photogrammetry, and LiDAR sensors) by the California and the North Carolina Departments of Transportation. It is offered as a general aid for those considering starting similar programs or enhancing existing ones. It provides two examples of how state transportation agencies might expand the use of 3D engineered models. KW - California Department of Transportation KW - Case studies KW - Data collection KW - Laser radar KW - North Carolina Department of Transportation KW - State departments of transportation KW - Surveying methods and processes UR - http://www.fhwa.dot.gov/construction/3d/hif16013.pdf UR - https://www.fhwa.dot.gov/construction/3d/hif16013.pdf UR - https://trid.trb.org/view/1407334 ER - TY - RPRT AN - 01599194 AU - Federal Highway Administration TI - Guide for Efficient Geospatial Data Acquisition using LiDAR Surveying Technology PY - 2016 SP - 12p AB - State transportation agencies (STAs) rely on implementing innovative new processes and technology for managing roadway assets; LiDAR surveys are one of these key enabling technologies. LiDAR surveys comprise an ever-evolving set of technologies that allow for a rapid, yet very accurate, collection of roadway asset data through a single effort which, when specified, integrated, and used correctly, can result in efficient workflows for agencies. While STAs may already be collecting data for specific purposes, these efforts are often duplicated within various agency disciplines using a variety of collection methods and standards. LiDAR surveys help consolidate resources, thus maximizing funding and enhancing the accuracy and integration of information. While the process for implementing LiDAR surveys will depend on a number of factors — most notably the agency’s current pre-construction, post-construction, asset inventory practices, process maturity, internal technical resources, and available funding — this guide draws the decision makers’ attention to the key issues that must be addressed for the optimization of data collection for use in an enterprise digital data solution. These include developing information requirements for data collection and products to be delivered for specific purposes and disciplines within the agency, and implementing the data collection program itself. KW - Data collection KW - Handbooks KW - Implementation KW - Laser radar KW - Optimization KW - State departments of transportation KW - Surveying methods and processes UR - https://www.fhwa.dot.gov/construction/3d/hif16010.pdf UR - https://trid.trb.org/view/1407336 ER - TY - RPRT AN - 01596764 AU - Wiegand, Paul AU - Richards, Beth AU - Iowa Highway Research Board AU - Iowa Department of Transportation AU - Iowa State University, Ames AU - Federal Highway Administration TI - Temporary Traffic Control Handbook PY - 2016 SP - 52p AB - This handbook provides a broad, easy to understand reference for temporary traffic control in work zones, addressing the safe and efficient accommodation of all road users: motorists, bicyclists, pedestrians, and those with special needs. The information presented is based on standards and guidance in the 2009 Edition of the Manual on Uniform Traffic Control Devices (MUTCD). KW - Handbooks KW - Iowa KW - Manual on Uniform Traffic Control Devices KW - Work zone safety KW - Work zone traffic control UR - http://publications.iowa.gov/21890/1/IADOT_InTrans_Wiegand_Temporary_Traffic_Control_Handbook_2016.pdf UR - https://trid.trb.org/view/1403236 ER - TY - CONF AN - 01595013 JO - Transportation Research Board Conference Proceedings on the Web PB - Transportation Research Board AU - Turnbull, Katherine TI - Transportation Systems Performance Measurement and Data: Summary of the 5th International Conference, June 1-2, 2015, Denver, Colorado PY - 2016 IS - 18 SP - 114p AB - The 5th International Transportation Systems Performance Measurement and Data Conference was held June 1–2, 2015, in Denver, Colorado. The conference was organized by the Transportation Research Board and was sponsored by the Federal Highway Administration, the Federal Transit Administration, and the Performance Measures Technical Transfer Pooled Fund project. The conference brought together personnel from public agencies, universities, and the private sector to address developing, applying, and delivering performance measures to support transportation decisions. The conference attracted 320 participants from 12 countries, and sessions were streamed live to 100 remote-access participants. The conference was organized around four broad themes: 1) driving decisions—aligning performance measures to support decisions; 2) tracking the moves—intermodal performance measurement; 3) untangling the data web—using advances in data and technology to support performance measurement; and 4) the state of the practice and opportunities. A plenary session and four breakout sessions were associated with each theme. This report provides full summaries of the plenary sessions presentations and brief summaries of the breakout session presentations. U1 - 5th International Transportation Systems Performance Measurement and Data ConferenceTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationPerformance Measures Technical Transfer Pooled FundAmerican Association of State Highway & Transportation OfficialsDenver,Colorado,United States StartDate:20150601 EndDate:20150602 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration, Performance Measures Technical Transfer Pooled Fund, American Association of State Highway & Transportation Officials KW - Data analysis KW - Data collection KW - Decision making KW - Intermodal transportation KW - Performance measurement KW - State of the practice UR - http://www.trb.org/Main/Blurbs/174018.aspx UR - https://trid.trb.org/view/1402176 ER - TY - RPRT AN - 01594593 AU - Federal Highway Administration TI - Health in Transportation Corridor Planning Framework PY - 2016 SP - 36p AB - This document aims to support transportation agency efforts to incorporate health into corridor planning studies. It is intended to be used within an existing corridor planning process; not as a stand-alone or parallel process. Because transportation planning at the corridor level is flexible and adaptable to many different issues and contexts, the Framework is scalable to any type of corridor. It can be used at a single point in the process or to inform every aspect of the corridor planning study. It may also be used to inform planning activities at both the regional and project level to support broad health goals. Transportation practitioners at the State, regional, and local levels who conduct or participate in corridor studies are the intended audience for the Framework; recognizing health professionals are highly useful partners. Health issues, goals, and priorities are very context specific, and the Framework does not provide answers or outcomes. Six steps are outlined with questions to consider, partnerships and stakeholders, data and analytical support, resources, and examples from practice. The steps are: Step 1: Define Transportation Problems and Public Health Issues; Step 2: Identify Transportation and Health Needs, Resources, and Priorities; Step 3: Develop Goals and Objectives that Promote Health in the Community; Step 4: Establish Evaluation Criteria that Include Public Health; Step 5: Develop and Evaluate Alternatives and their Health Impacts; and Step 6: Identify Alternatives that Support Health in the Community. KW - Evaluation KW - Health KW - Public health KW - Stakeholders KW - Strategic planning KW - Transportation corridors KW - Transportation planning UR - http://www.fhwa.dot.gov/planning/health_in_transportation/planning_framework/the_framework/fhwahep16014.pdf UR - https://trid.trb.org/view/1401485 ER - TY - RPRT AN - 01599872 AU - Imhoff, Paul T AU - Chiu, Pei C AU - University of Delaware, Newark AU - Center for Advanced Infrastructure and Transportation AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Biochar as a Rechargeable Geobattery to Promote Nitrogen Removal in Stormwater from Roadways PY - 2015/12/31/Final Report SP - 11p AB - Stormwater runoff from roadways is a major source of pollution. State Departments of Transportation (DOTs) must comply with Total Maximum Daily Load (TMDL) regulations for nutrients such as nitrate-nitrogen, which is a major cause of water quality impairment. Existing stormwater treatment technologies, such as bioretention cells, do not remove nitrate adequately to meet water quality standards. New technologies are needed that can reduce nitrate more effectively and thus decrease the footprint required for stormwater treatment. Such technologies will not only improve water quality but also result in significant cost savings for state DOTs. The authors propose that biochar can serve as a rechargeable electron storage medium which, when added to a bioretention cell, can support/promote microbial reductive removal of nitrate in stormwater, and thereby enhance nitrate removal efficiency without increasing treatment footprint. Through batch experiments using a commercial wood-based biochar and the bacterium Geobacter metallireducens (GS-15), the authors showed that air-oxidized biochar served as an electron acceptor to enable acetate oxidation, and that either chemically or microbiologically reduced biochar served as an electron donor for nitrate reduction. The bioavailable electron storage capacity (ESC) of the biochar, estimated based on acetate oxidation and nitrate reduction, was 0.85 and 0.87 mmol e– /g, respectively. The authors propose that biochar should be regarded as a rechargeable reservoir of bioavailable electrons in anaerobic environments, and that biochar may be applied to bioretention cells and other engineered systems to promote microbial degradation of nitrate and other pollutants. KW - Bacteria KW - biochar KW - Biodeterioration KW - Nitrogen KW - Runoff KW - Water quality management UR - https://cait.rutgers.edu/files/CAIT-UTC-061-final.pdf UR - https://trid.trb.org/view/1407817 ER - TY - RPRT AN - 01596810 AU - Ballestero, Thomas P AU - Houle, James AU - Puls, Timothy AU - University of New Hampshire, Durham AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - Validating Pollutant Load Estimates from Highways and Roads PY - 2015/12/31/Final Report SP - 27p AB - Rain and snowmelt that runs off of roadways carries pollutants. Pollutant event mean concentrations have been developed for various land uses to calculate annual pollutant loads. These were developed for total suspended solids, total phosphorus, and total nitrogen. New Hampshire Department of Transportation (NHDOT) uses the Simple Method for estimating the pollutant load in runoff. This study collected real time in situ measurements to validate the concentrations used in Simple Method calculations for modeling pollutant loads from New Hampshire roadways. Three locations were picked to represent low, medium, and high traffic volume roadways. The actual measured amount of pollutants was compared to the loading predictions of the Simple Method. This study confirmed that using one modeling approach is effective for all New Hampshire roadways. KW - Estimating KW - Highways KW - New Hampshire KW - Nitrogen KW - Phosphorus KW - Pollutants KW - Runoff KW - Suspended sediments KW - Validation KW - Water quality UR - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-15680Y.pdf UR - https://trid.trb.org/view/1403016 ER - TY - RPRT AN - 01600747 AU - Fang, Clara AU - University of Connecticut, Storrs AU - University of Hartford AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Traffic Operations Modeling of Connecticut Roundabouts PY - 2015/12/30/Final Report SP - 624p AB - The Connecticut Department of Transportation (ConnDOT) has constructed four roundabouts in the State of Connecticut within the past ten years. VISSIM, a microscopic traffic simulation software program was utilized to analyze roundabout during their design phase. This project has collected a variety of traffic data at the roundabouts using Miovision Technologies. A large sample size of field data was analyzed to achieve accurate and statistically significant results. The research investigated a series of simulation parameters as calibration factors for describing driver behaviors at roundabouts. A VISSIM simulation of existing roundabouts was built to compare both queue length and travel time as predicted from simulation with measured field data. In the end, this project identified VISSIM input variables most critical to accurate modeling; summarized the recommended parameter values; and, provided recommendations for roundabout traffic operations modeling. KW - Behavior KW - Calibration KW - Connecticut KW - Drivers KW - Recommendations KW - Roundabouts KW - Traffic queuing KW - Traffic simulation KW - Travel time KW - VISSIM (Computer model) UR - http://www.ct.gov/dot/lib/dot/documents/dpolicy/research/CT-2284-F-15-9.pdf UR - https://trid.trb.org/view/1408430 ER - TY - ABST AN - 01599155 TI - Multi-Modal Intersections: Resolving Conflicts between Trains, Motor Vehicles, Bicyclists and Pedestrians AB - This project will fill the gap identified by providing background, information, and guidance for infrastructure designers, planners, and interested parties, when faced with complex and problematic intersection design. To do so, the project will identify a set of at least 5 case study locations in Oregon. For each location considered, the project will, through field case studies, seek to understand driver and trail user behavior. The project will develop a methodology for how complex intersections are to be evaluated and propose improvements. This will allow practitioners to identify, for example, the best location for a crosswalk in relationship to railroad tracks, and the most effective traffic control devices for each location. In addition to presenting recommended solutions for the at least 5 case studies, the project will produce a methodology for evaluating solutions to complex intersections more broadly. KW - Case studies KW - Crosswalks KW - Highway design KW - Intersections KW - Multimodal transportation KW - Oregon KW - Traffic conflicts KW - Traffic control devices KW - Travel behavior UR - https://trid.trb.org/view/1408153 ER - TY - ABST AN - 01599100 TI - Enhancing Landslide Inventorying, LiDAR Hazard Assessment and Asset Management AB - Laser radar (LIDAR) discrete element method's (DEM’s) present the future of mapping landslides, but a level of automation is required to sufficiently and systematically inventory Oregon Department of Transportation (ODOT’s) large road network for improved allocation of resources, asset management, operations, and construction. Current automated approaches are extremely complex, and may require expensive mapping techniques and non-intuitive input parameters. A new algorithm, called the Contour Connection Method (CCM), utilizes any DEM, including bare earth LIDAR, to consistently detect landslide deposits on a landscape scale in an automated manner (Leshchinsky, Olsen and Tanyu, 2014). The CCM approach requires less user input than other mapping algorithms, and focuses on general landslide geometry - such as the slope of landslide scarps and deposits. This process not only highlights deposits, but it yields a unique signature for each landslide feature that may be used to classify different landscape features. Use of CCM also provides an opportunity to evaluate very large areas within matters of minutes or hours whereas the same areas, if evaluated based on field inventorying or manual interpretation of the high resolution DEMs, would have taken weeks or months. This tool can be developed and refined to expedite risk assessment and prioritization of assets by integrating transportation networks, landslide activity, soil and geology maps, and reliability-based approaches on a landscape scale. KW - Asset management KW - Automation KW - Detectors KW - Highway operations KW - Landslides KW - Laser radar KW - Mapping KW - Oregon KW - Risk assessment UR - https://trid.trb.org/view/1407814 ER - TY - RPRT AN - 01610825 AU - McCullough, Patrick AU - Shilling, Donn AU - University of Georgia, Griffin AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Enhancing Extension Recommendations to Maximize Efficacy of Spray Programs for the Georgia DOT PY - 2015/12/23/Final Report SP - 48p AB - Research was conducted to evaluate equipment, adjuvants, and water quality used by the Georgia Department of Transportation (DOT) on herbicide efficacy for roadside management. From 19 DOT stations, 68% had alkaline (7.1 to 7.9) water, 32% had hard water (>120 ppm), and 10% had a concentration of more than 5 ppm of suspended solids. Johnsongrass control was reduced from 50 to 75% when glyphosate was sprayed in water containing various levels of calcium, magnesium, and iron, compared to soft water. Weed control from Accord (glyphosate) and Garlon (triclopyr) was reduced by about half when applied with hard water, but control from Milestone (aminopyralid) in one experiment was similar to treatments made in soft water. The efficacy of the standard DOT drift retardant adjuvant, Ground Zero, did not reduce the efficacy of glyphosate in bioassay experiments. The DOT trucks equipped with Boombuster nozzles and Northstar sprayers delivered the targeted calibration volumes. However, applications showed substantial differences in uniformity from visual, volumetric, and whole plant bioassays. From incremental distances from the truck, the total spray volume varied from about 80 to 120% of the targeted application rate. Trucks equipped with Boombuster and Northstar sprayers controlled broomsedge and vaseygrass 89% or greater for plants placed from 0 to 20 feet from the truck. However, control ranged 56 to 69% for plants spaced at 25 and 30 feet from trucks, suggesting the DOT sprayers provide insufficient coverage beyond 20 feet. It is recommend that the DOT sample water several times throughout the year at stations with reported issues in this research. If fresh water sources cannot be used for applications, it is recommended that ammonium sulfate, EDTA, or other amendments be used with water sources containing alkaline pH or hardness levels greater than 100 PPM. Selecting herbicides that have less potential for antagonism is recommend for controlling broadleaf weeds over 2,4-D, glyphosate, or triclopyr when water quality is compromised. It is recommended that the DOT request inspections from the manufacturers of the sprayer equipment to improve consistencies of applications or use alternative sprayers for roadside management. KW - Georgia Department of Transportation KW - Herbicides KW - Maintenance equipment KW - Recommendations KW - Roadside flora KW - Water quality KW - Weed control UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/13-08.pdf UR - https://trid.trb.org/view/1422775 ER - TY - ABST AN - 01583004 TI - Contaminant Release from Storm Water Culvert Rehabilitation Technologies: Understanding Implications to the Environment and Long-Term Material Integrity AB - The primary project objectives are to determine the following: (1) The scope of the problem across departments of transportation (DOTs) (i.e., the extent of use of these technologies and the scale of their impacts to water quality); (2) The effectiveness of existing construction specifications at minimizing contaminant release from rehabilitated culverts; and (3) The degree to which the structural integrity and longevity of rehabilitated culverts are compromised by chemical leaching. Results of this project will enable DOTs to make informed decisions with regard to culvert rehabilitation selection and specification development. KW - Contaminants KW - Culverts KW - Environmental impacts KW - Leaching KW - Rehabilitation (Maintenance) KW - Runoff KW - State departments of transportation KW - Storm sewers UR - http://www.pooledfund.org/Details/Study/588 UR - https://trid.trb.org/view/1377907 ER - TY - ABST AN - 01612648 TI - Wyoming Low Volume Roads Traffic Volume Estimation: Phase II AB - This proposal is for Phase II of the Wyoming Low-Volume Traffic Volume Estimation study. Phase I included a review of the various models which have been implemented for estimating traffic volumes for low volume roads, the development and verification of two regression models for Wyoming, and the development, implementation, and verification of a travel demand model for four counties in south eastern Wyoming. This second phase will expand the use of the travel demand model to the rest of Wyoming as well as carrying out a verification of model’s predictions for county roads. KW - County roads KW - Low volume roads KW - Regression analysis KW - Traffic estimation KW - Traffic models KW - Traffic volume KW - Travel demand KW - Wyoming UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Misplaced%20Files/RS05216%20Low%20Volume%20phase%20II.pdf UR - https://trid.trb.org/view/1425021 ER - TY - RPRT AN - 01587702 AU - Gentry, Lance AU - Heartland Market Research LLC AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Assessing MoDOT’s Efforts to Provide the Right Transportation Solution PY - 2015/12/21/Final Report SP - 71p AB - The basic research design for the project was to sample opinions on a variety of projects spread across the state. A small, medium, and large project from each of the seven Missouri Department of Transportation (MoDOT) districts was selected by a regional manager for the project for a total of 21 projects. The sample included 600 addresses per project area for a total of 12,600 Missouri addresses being mailed a copy of the survey. Each survey was focused on one of 21 individual projects, which was briefly described on the survey, and the majority of survey questions related to the recently completed project, such as determining if the completion of the project increased safety, convenience, and made it easier to drive. KW - Construction projects KW - Customer satisfaction KW - Evaluation and assessment KW - Missouri Department of Transportation KW - Public opinion KW - Surveys UR - http://library.modot.mo.gov/RDT/reports/TR201522/cmr16-006.pdf UR - https://trid.trb.org/view/1394989 ER - TY - RPRT AN - 01587732 AU - Rami, Keyvan Zare AU - Kim, Yong-Rak AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration AU - Federal Transit Administration AU - Research and Innovative Technology Administration TI - Nebraska Data Collection PY - 2015/12/20/Final Report SP - 44p AB - Automated pavement performance data collection is a method that uses advanced technology to collect detailed road surface distress information at traffic speed. Agencies are driven to use automated survey techniques to enhance or replace their current manual distress survey because of the advantages of objective measurements, safety benefits, and reduced measurement time. As agencies move toward the transition to fully automated data collection methods, there are common concerns regarding how the output of the new method will match the current manual survey ratings and how they will be adopted into the existing Pavement Management System (PMS). This study evaluates the newly implemented automated distress survey technique and its implementation into the Nebraska Pavement Management System (NPMS). To meet the objectives, a user-friendly program was developed to convert the automated distress ratings into the current manual distress ratings format. Then, a data set that includes more than 7,000 miles of distress data collected by the automated method was converted to the manual data format and compared to the most recent manual rating data of those sections to assess the agreement between the two data formats after the conversion process. The results show that the automated pavement survey slightly overrates bituminous pavement distresses with only a few distress types that could not be properly detected. Finally, a regression analysis of a core pavement performance indicator, Nebraska Serviceability Index (NSI), was conducted to examine how the new automated performance measurement system will ultimately affect NPMS decisions if implemented into Nebraska’s pavement management system. KW - Automatic data collection systems KW - Condition surveys KW - Data quality KW - Evaluation KW - Implementation KW - Nebraska KW - Pavement distress KW - Pavement management systems KW - Pavement performance KW - Regression analysis UR - http://www.transportation.nebraska.gov/mat-n-tests/research/Other/FinalReportM017.pdf UR - https://trid.trb.org/view/1378630 ER - TY - RPRT AN - 01593749 AU - Cox, Ben C AU - Howard, Isaac L AU - Mississippi State University, Mississippi State AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Cold In-Place Recycling Characterization Framework and Design Guidance for Single or Multiple Component Binder Systems PY - 2015/12/18/Final Report SP - 204p AB - This report focused on cold in-place recycling (CIR) and presented laboratory and field data collected during this multi-year study. The primary objective of this report was to characterize CIR properties that are important to design, construction, and performance in high-traffic applications. This report considers single component binder (SCB) or multiple component binder (MCB) systems used to stabilize reclaimed asphalt pavement (RAP) to produce CIR. Stated simply, a framework capable of encompassing any cementitious or bituminous binder within one protocol in an unbiased way did not exist prior to completion of the activities presented in this report to the author’s knowledge. The primary conclusion from this report is that a framework capable of systematically addressing single or multiple component binder systems in an unbiased manner for CIR is feasible technically and from the standpoint of implementation. The framework prepares specimens at a 6% moisture content, compacts specimens 30 to 40 gyrations in a Superpave Gyratory Compactor, uses a maximum mixture specific gravity (Gmm) protocol developed in this research, uses American Association of State Highway and Transportation Officials (AASHTO) T269 or T331 to determine bulk mixture specific gravity (Gmb), cures specimens in a humid oven at 40 °C and 35-50% relative humidity, and tests specimens via asphalt pavement analyzer (APA) wheel tracking and instrumented indirect tension. Overall, a blend of 1.5% cement and 3% emulsion by mass, while not the most economical blend tested, appeared to offer the best balance of rutting and cracking. KW - Binders KW - Cold in-place recycling KW - Cracking KW - Pavement design KW - Pavement performance KW - Paving KW - Reclaimed asphalt pavements KW - Rutting UR - http://www.cee.msstate.edu/publications/2015_FHWA_MS_DOT_RD_15_250_Vol_2_CIR.pdf UR - https://trid.trb.org/view/1398805 ER - TY - RPRT AN - 01593734 AU - Cox, Ben C AU - Howard, Isaac L AU - Ivy, Joe AU - Mississippi State University, Mississippi State AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Evaluation of Approaches to Improve Longitudinal Joints in Mississippi Overlay Projects PY - 2015/12/18/Final Report SP - 169p AB - The Mississippi Department of Transportation (MDOT) has experienced longitudinal joint issues (e.g. raveling) on many pavements, often caused by oxidation due to increased water and air intrusion into the pavement. Because the asphalt at or near the joint is usually less dense than the remaining pavement mat, this is not uncommon. Additionally, with increasing focus on pavement preservation, thin-lift overlays (e.g. 25 mm overlay or less) are beginning to garner attention from DOTs. Arguably, longitudinal joint performance is of greater concern in thin-lift pavements as satisfactory joint density is generally more difficult to achieve as lift thickness decreases. In order to improve performance of longitudinal joints and, consequently, the pavement system as a whole, some means of performance characterization is needed. Permeability (or infiltration) testing shows promise as a field characterization tool for longitudinal joint performance. It directly measures ability of water and air to penetrate pavement systems, which may correlate to distresses (e.g. raveling). Permeability testing could also be useful in evaluating benefits of alternative joint techniques (e.g. joint sealers). Objectives of this report are to use permeability measurements to: 1) evaluate longitudinal joint performance of thin-lift overlays and 2) evaluate effectiveness of RePLAY, an agricultural-based joint sealer. To this end, two thin-lift test sections in Baldwyn, MS are being tested using permeability equipment developed largely at Mississippi State University. Permeability results to date indicate crack development at some for thin-lift overlays with and without RePLAY joint treatment, and 2) evaluate the permeameter used in this report against other traditional permeability methods. Permeability results identified longitudinal joint cracking, though this cracking was largely influenced by underlying layers rather than longitudinal joint quality or RePLAY treatment. The permeameter studied related to other field permeameters and appears promising as a versatile field pavement characterization tool. KW - Evaluation KW - Joint sealers KW - Longitudinal joints KW - Mississippi KW - Overlays (Pavements) KW - Pavement performance KW - Performance measurement KW - Permeability KW - Permeameters UR - http://www.cee.msstate.edu/publications/2015_FHWA_MS_DOT_RD_15_250_Vol_3_Joints.pdf UR - https://trid.trb.org/view/1400064 ER - TY - RPRT AN - 01584256 AU - Amekudzi-Kennedy, Adjo AU - Smith-Colin, Janille AU - Fischer, Jamie M AU - Boadi, Richard AU - Akofio-Sowah, Margaret-Avis AU - Amoaning-Yankson, Stephanie AU - Brodie, Stefanie AU - Ingles, Amy AU - Georgia Transportation Institute University Transportation Center (GTI-UTC) AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Evidence-Based Decision Making: Developing a Knowledge Base for Successful Program Outcomes in Transportation Asset Management PY - 2015/12/15/Final Report SP - 110p AB - Moving Ahead for Progress in the 21st Century (MAP-21) and the American Association of State Highway and Transportation Official's (AASHTO’s) framework for transportation asset management (TAM) offer opportunities to use more rigorous approaches to collect and apply evidence within a TAM context. This report documents the results of a study funded by the Georgia Department of Transportation, conducted by the Infrastructure Research Group (IRG) at Georgia Institute of Technology, to link TAM investments to outcomes. The study methodology includes a review of evidence-based approaches from various fields including healthcare, education and organizational management, an “evidence exchange” among transportation practitioners, and several case studies demonstrating how evidence can be gathered and used in TAM. The study identifies attributes of an evidence-based approach that can enhance AASHTO’s existing framework for TAM program advancement and decision making. These attributes are used to develop (1) a hierarchy of evidence that can inform evidence-based decision making (EBDM) for TAM, (2) a documentation framework for TAM that can be applied at the project and program levels to support evidence-based decisions, and (3) a prototype evidence database that can be used to accumulate the knowledge needed for evidence-based decision making in a TAM context. This study also applies evidence-based decision-making processes to provide guidance on how to develop higher quality evidence for TAM decision making. The documentation framework is used to synthesize and gather data on evidence related to TAM decision making, and this information was used to populate the TAM evidence database. The primary outcome of this work is a prototype TAM evidence database and resource for knowledge sharing that can assist transportation agencies in meeting the performance-based planning requirements of MAP-21. KW - Asset management KW - Case studies KW - Data collection KW - Databases KW - Decision making KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Transportation departments KW - Transportation planning UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/12-18.pdf UR - http://ntl.bts.gov/lib/56000/56700/56789/12-18.pdf UR - https://trid.trb.org/view/1377952 ER - TY - RPRT AN - 01590468 AU - Scott, David AU - White, Donald AU - Stewart, Lauren AU - Arson, Chloe AU - Bakhtiary, Esmaeel AU - Lee, Seo-Hun AU - Georgia Institute of Technology, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Evaluating the Performance of Guardrail Systems for Installation in Georgia by Driving Through Asphalt Layers PY - 2015/12/04/Final Report SP - 155p AB - The preferred procedure for guardrail installation in the State of Georgia includes a layer of asphalt (usually referred to as a “mow strip”) placed to retard vegetation growth around the guardrail. The objective of this multi-phase research program is to develop effective alternatives to post installation methods that incorporate a leave-out around the post. The work described in this report represents Phase I of the overall research effort. The research team evaluated the structural performance of guardrail posts installed in accordance with current GDOT (Georgia Department of Transportation) procedures that include an asphalt mow strip, as well as alternative installation options developed in conjunction with GDOT personnel. The current state of practice related to the use of asphalt vegetation barriers in the United States was identified through on a nationwide survey. An experimental program was carried out in accordance with applicable American Association of State Highway and Transportation Officials (AASHTO) guidelines. In parallel with the experimental program, a three dimensional finite element model was developed for a guardrail post installed through an asphalt layer. Results from the experimental program and finite element analyses were used to develop a series of quantitative criteria to evaluate the performance of the various post/mow strip configurations. Parametric studies were conducted on pertinent geometric variables in terms of the quantitative performance criteria. The results of this Phase I research program demonstrate that (1) there are potential combinations of mow strip thickness and rear distance that are likely to result in satisfactory dynamic performance, and (2) two techniques appear effective in reducing the ground-level restraint imparted by a mow strip on a guardrail system: decreasing the mow strip rear distance behind the post, and pre-cutting the mow strip in the region behind the post. KW - Asphalt pavements KW - Evaluation KW - Finite element method KW - Georgia KW - Guardrails KW - Installation KW - Posts KW - Roadside KW - State of the practice UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/13-21.pdf UR - https://trid.trb.org/view/1396131 ER - TY - RPRT AN - 01583592 AU - Solaimanian, Mansour AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Best Practices for the Design, Evaluation and Quality Control of High Percentage RAP Mixes PY - 2015/12/01/Final Report SP - 58p AB - Placing reclaimed asphalt pavement (RAP) back on the roadway is a common and popular technique in the paving industry. There are always challenges associated with this type of recycling, especially when the RAP content in the newly paved asphalt mix exceeds 20 to 30 percent by mass of the total mix. The Federal Highway Administration (FHWA) and many state highway agencies have been pursuing usage of high RAP content in asphalt mixes. There are concerns about uniformity of the stockpiled RAP and the brittleness of the RAP aged binder. When using high RAP content in asphalt mixes, high quality can only be achieved through best practices in design, RAP stockpile management, and construction. The Pennsylvania Department of Transportation (PennDOT) has been an advocate of using RAP in asphalt pavements. Under a PennDOT-sponsored project, Penn State was charged with reviewing and revising PennDOT publications based on the most recent research findings in regard to RAP usage. The PennDOT documents that were affected by these practices were Publication 27, Specification 408, and Publication 2 (POM). Most of the changes incorporated into PennDOT publications were applicable to RAP usage. However, the changes also covered usage of recycled asphalt shingles (RAS). The overall goal of this work was the adaptation and implementation of accepted best practices for mix design procedures and performance evaluation of higher percentage RAP mixes. The main objective of this work was to make necessary changes to PennDOT publications affected by recently proposed practices by National Cooperative Highway Research Program (NCHRP) 752 and its accompanying report on the best RAP management practices. KW - Best practices KW - Evaluation KW - Implementation KW - Mix design KW - Pavement performance KW - Pennsylvania Department of Transportation KW - Quality control KW - Reclaimed asphalt pavements KW - Recycled materials KW - Specifications UR - http://www.dot7.state.pa.us/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Construction/Best%20Practices%20for%20Design%20Evaluation%20and%20Quality%20Control%20of%20High%20Percentage%20RAP%20Mixes.pdf UR - http://www.mautc.psu.edu/docs/PSU-2014-03.pdf UR - http://ntl.bts.gov/lib/56000/56700/56768/Best_Practices_for_Design_Evaluation_and_Quality_Control_of_High_Percentage_RAP_Mixes.pdf UR - https://trid.trb.org/view/1377478 ER - TY - RPRT AN - 01583527 AU - Amekudzi-Kennedy, Adjo AU - Southworth, Frank AU - Rodgers, Michael AU - Ross, Catherine AU - Boadi, Richard AU - Amoaning-Yankson, Stephanie AU - Brodie, Stefanie AU - Akofio-Sowah, Margaret-Avis AU - Smith-Colin, Janille AU - Fischer, Jamie AU - Wall, Thomas AU - Georgia Transportation Institute University Transportation Center (GTI-UTC) AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Transportation Systems Health: Concepts, Applications & Significance PY - 2015/12/01/Final Report SP - 83p AB - This report offers conceptual and analytical frameworks and application examples to address the question: how can broader statewide (or national) objectives be achieved while formally taking into consideration different regional priorities and constraints? -- a pertinent multi-scalar and multi-dimensional issue in performance-based planning under MAP-21: Moving Ahead for Progress in the 21st Century. The study defines health as the extent to which a transportation system meets the deficiency (i.e., basic) and growth (i.e., beyond basic) needs of the communities it serves, from various decision-making and stakeholder perspectives (e.g., state, regional, city, urban, rural, etc.). A conceptual framework for transportation system health is developed, using Maslow’s Theory of Motivation, and applied to characterize regional transportation priorities in the state of Georgia. A supporting analytical framework is developed to analyze regional highway corridor health. The framework applies goal programming methods to develop corridor utility values that capture state and regional priorities in different corridors. Analysis results show that the relative priority rankings of corridors based on state versus regional priorities can differ, and can inform decisions to augment overall statewide and regional social and economic benefits. The study explores an expanded set of performance measures, using existing and available data for urban and rural areas. It explains how regional deficiency-growth profiles and statewide goals can inform the selection of performance measures and setting of performance targets. The report concludes with implementation guidelines to formally incorporate system health considerations in transportation planning and decision making in state transportation agencies. KW - Decision making KW - Georgia KW - Highway corridors KW - Performance measurement KW - Regional planning KW - Stakeholders KW - State departments of transportation KW - Strategic planning KW - Transportation planning UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/14-34.pdf UR - http://ntl.bts.gov/lib/56000/56700/56766/14-34.pdf UR - https://trid.trb.org/view/1377477 ER - TY - RPRT AN - 01624684 AU - Sobolev, Konstantin AU - Moini, Mohamadreza AU - Cramer, Steve AU - Flores-Vivian, Ismael AU - Muzenski, Scott AU - Pradoto, Rani AU - Fahim, Ahmed AU - Pham, Le AU - Kozhukhova, Marina AU - University of Wisconsin, Milwaukee AU - University of Wisconsin, Madison AU - Temple University AU - Bloom Companies, LLC AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Laboratory Study of Optimized Concrete Pavement Mixtures PY - 2015/12//Final Report SP - 226p AB - Recent research supported by the Wisconsin Department of Transportation (WisDOT) concluded that concrete produced with reduced cementitious materials content had an adequate durability; however, tested mixes frequently demonstrated poor workability. As a result, a need was identified for a multi-faceted approach to optimize the mixture proportions for low-slump concrete in pavements in order to realize the benefits related to reduced cementitious material content. The reported approach includes the use of supplementary cementitious materials (SCMs), optimized aggregate gradations, and the use of superplasticizers (high-range water reducing admixtures). Current WisDOT practice minimizes the use of portland cement through replacement with SCMs, but does not address the use optimized aggregate gradation or superplasticizers. Therefore, additional research was conducted to support the development of specifications inclusive of these factors to improve the performance and sustainability of concrete paving mixtures used in Wisconsin. This research project evaluated the feasibility of expanding current specifications to incorporate the optimized superplasticized concrete in sustainable concrete paving applications. Furthermore, the goal of the reported study was to produce the guidelines for optimizing concrete mix design by evaluating the performance of a range of concrete mixtures. The performance evaluation of optimized concrete included the workability (slump), air content, compressive and flexural strength, freeze-thaw resistance, and rapid chloride permeability in accordance with the relevant American Association of State Highway and Transportation Officials (AASHTO) or ASTM standards. Finally, the reported research recommended the selection of aggregate gradations and superplasticizing admixtures in low-slump concrete with reduced cementitious materials intended for paving applications. KW - Admixtures KW - Aggregate gradation KW - Cement KW - Concrete pavements KW - Feasibility analysis KW - Freeze thaw durability KW - Guidelines KW - Laboratory studies KW - Mix design KW - Optimization KW - Permeability KW - Specifications KW - Strength of materials KW - Superplasticizers KW - Wisconsin KW - Workability UR - http://wisconsindot.gov/documents2/research/13-04-final-report.pdf UR - https://trid.trb.org/view/1446869 ER - TY - RPRT AN - 01619072 AU - Krechmer, Daniel AU - Cheung, May Gin AU - Hyde, Jason AU - Osborne, James AU - Jensen, Mark AU - Flanigan, Erin AU - Cambridge Systematics AU - Department of Transportation AU - Federal Highway Administration TI - Connected Vehicle Impacts on Transportation Planning: Technical Memorandum #5: Case Studies PY - 2015/12//Final Report SP - 91p AB - The principal objective of this project, “Connected Vehicle Impacts on Transportation Planning,” is to comprehensively assess how connected vehicles should be considered across the range of transportation planning processes and products developed by States, Metropolitan Planning Organizations (MPO), and local agencies throughout the country. This report summarizes the results of one of the key tasks, development of illustrative scenarios of connected-automated vehicle (C/AV) planning, based on real-world planning environments, that highlight the various ways that C/AVs can be addressed in planning processes and products. The first section includes a comprehensive overview of C/AV technology and deployment, followed by C/AV case studies. While the impact of C/AV on each of the planning products will differ, the fundamental technical and policy aspects are the same. Case studies included are: 1) Transportation Improvement Program; 2) Regional Intelligent Transportation System (ITS) Architecture; 3) Bicycle and Pedestrian Plan; 4) Long-Range Metropolitan Transportation Plan; 5) Asset Management Plan; 6) Strategic Highway Safety Plan; 7) State Implementation Plan; 8) Transit Development Plan; 9) Public Involvement Plan; 10) Freight Plan; and 11) Financial Plan. Each case study includes an overview of the planning product and explores potential impacts of C/AV on the planning product, the process used to develop it, and related tools and techniques. In addition, a sample C/AV project is presented for nine of the case studies. The Public Involvement Plan (case study #9) and the Financial Plan (case study #11) do not include specific project examples, since development of the plan itself is the only activity. KW - Asset management KW - Case studies KW - Implementation KW - Intelligent transportation systems KW - Mobile communication systems KW - Public participation KW - Transportation planning UR - http://ntl.bts.gov/lib/60000/60200/60295/FHWA-JPO-16-281_Final.pdf UR - https://trid.trb.org/view/1436214 ER - TY - RPRT AN - 01616958 AU - Markiewicz, Alexandra AU - McCoy, Kevin AU - Volpe National Transportation Systems Center AU - Federal Highway Administration AU - Federal Transit Administration TI - Regional Cooperation and Environmental Justice in Transportation Planning in Ohio: A Regional Models of Cooperation Peer Exchange Summary Report PY - 2015/12//Final Report SP - 26p AB - This report highlights key themes identified at the “Regional Cooperation and Environmental Justice in Transportation Planning in Ohio” Peer Exchange held on December 15, 2015 in Columbus, Ohio. The Regional Models of Cooperation Initiative, which is funded by the Federal Highway Administration (FHWA), sponsored this event. The purpose of the peer exchange was to share best practices in incorporating environmental justice into transportation planning and to determine how models of regional cooperation can inform this process. Peer agencies included: Baltimore Metropolitan Council (BMC), FHWA Washington Division Office, and Florida Department of Transportation (FDOT). KW - Baltimore Metropolitan Council KW - Best practices KW - Cooperation KW - Environmental justice KW - Florida Department of Transportation KW - Ohio KW - Peer exchange KW - Regional planning KW - Transportation planning UR - http://ntl.bts.gov/lib/60000/60100/60130/columbus_environmental_justice.pdf UR - https://trid.trb.org/view/1428263 ER - TY - RPRT AN - 01616957 AU - Prevedouros, Panos D AU - Horowitz, Alan J AU - Mitropoulos, Lambros AU - Yu, Xin (Alyx) AU - Shi, Liang AU - Lee, Daniel AU - University of Hawaii, Manoa AU - Hawaii Department of Transportation AU - Federal Highway Administration TI - Guidelines for Project-Level Traffic Forecasting for Hawaii Department of Transportation PY - 2015/12 SP - 127p AB - These guidelines describe both best practice and acceptable practice for performing project-level traffic forecasts for the State of Hawaii. The guidelines describe a number of techniques and options that are all acceptable within their intended scope, specific to the technique. Techniques include (1) Custom travel forecasts using conventional three-step or four-step travel forecasting software; (2) Refinement of existing travel forecasts or of new forecasts from existing models; and (3) Statistical analysis of time series. To the extent possible these guidelines are consistent with national standards including the “Analytical Travel Forecasting Approaches for Project Level Planning and Design,” National Cooperative Highway Research Program (NCHRP) Report 765, which is an update of NCHRP Report 255. Four extensive case studies were developed with Hawaii Department of Transportation (HDOT) data, case study 1 based on the Lahaina Bypass, case study 2 based on the Saddle Road/West Side Defense Access Road (Daniel K. Inouye Highway), case study 3 which is a trends analysis on major highways, and case study 4 on models correlating Average Daily Traffic (ADT) with other trends. KW - Annual average daily traffic KW - Best practices KW - Case studies KW - Construction projects KW - Guidelines KW - Hawaii KW - Hawaii Department of Transportation KW - Time series analysis KW - Traffic forecasting KW - Travel demand KW - Trend (Statistics) UR - https://trid.trb.org/view/1428266 ER - TY - RPRT AN - 01614850 AU - Delaware Department of Transportation AU - Delaware Office of Highway Safety AU - Delaware State Police AU - Federal Highway Administration AU - National Highway Traffic Safety Administration TI - Delaware Strategic Highway Safety Plan: Toward Zero Deaths PY - 2015/12 SP - 76p AB - This plan builds upon the success of Delaware’s previous plans and is designed to be a “living document” that provides a framework within which roadway safety programs and initiatives can be evaluated and selected based on their consistency with the goals of the Strategic Highway Safety Plan (SHSP). Delaware’s coordinating agencies collaborated to update Delaware’s emphasis areas based on current crash data, establish performance-based goals, identify strategies and countermeasures, and evaluate progress of the SHSP. The overall mission of the plan is to eliminate fatalities and serious injuries on Delaware’s roadways through a multi-agency approach that utilizes education, enforcement, engineering, and emergency medical service strategies. The emphasis areas for the 2015 plan are: intersections, roadway departure, impaired driving, unrestrained motorists, motorcycles, speeding, pedestrians, and traffic records. Performance measures relevant to the emphasis areas as well as those required by Moving Ahead for Progress in the 21st Century Act (MAP-21) are included in the plan. KW - Countermeasures KW - Crash rates KW - Delaware KW - Emergency medical services KW - Evaluation KW - Fatalities KW - Highway safety KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Performance measurement KW - Safety programs KW - Stakeholders KW - Strategic Highway Safety Plan KW - Strategic planning UR - https://www.deldot.gov/information/pubs_forms/manuals/shsp/DE_SHSP.pdf UR - https://trid.trb.org/view/1426162 ER - TY - RPRT AN - 01613029 AU - Tsai, Yichang (James) AU - Wang, Zhaohua AU - Wang, Chieh (Ross) AU - Georgia Institute of Technology, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Developing a GDOT Pavement Marking Handbook Using Field Test Deck Evaluation and Long-term Performance Analysis PY - 2015/12//Final Report SP - 183p AB - This research project comprehensively reviewed the state departments of transportation’s (DOTs) practices on selecting and inspecting pavement marking materials (PMMs) and evaluated pavement marking retroreflectivity data collected on the Georgia Department of Transportation (GDOT) Test Deck and the National Transportation Product Evaluation Program (NTPEP) test decks. A methodology was developed to enhance the reliability of pavement marking retroreflectivity analysis by systematically identifying and removing retroreflectivity data with irregular variability, such as inconsistent retroreflectivity along the same section, as well as irregular temporal jumps in retroreflectivity. Statistical models were further developed to predict the retroreflectivity and expected service life of selected PMMs. Life-cycle cost analysis (LCCA) was then conducted to calculate the expected life-cycle cost of each type of material. Results of the comprehensive review and data analysis were finally integrated into a Pavement Marking Handbook for GDOT to have a standardized and consistent reference for selecting and inspecting PMMs. An interactive tutorial was also developed to enhance the content of the Handbook through interactive means such as images, videos, and user inputs. KW - Field tests KW - Georgia KW - Handbooks KW - Life cycle costing KW - Long term performance KW - Materials selection KW - Mathematical models KW - National Transportation Product Evaluation Program KW - Retroreflectivity KW - Road marking materials KW - Service life UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/12-31.pdf UR - https://trid.trb.org/view/1425034 ER - TY - RPRT AN - 01610843 AU - Haddock, John E AU - McCullouch, Bob AU - Domonkos, Richard AU - Atisso, Etienne AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Development of Standardized Component-Based Equipment Specifications and Transition Plan into a Predictive Maintenance Strategy SN - 9781622603916 PY - 2015/12//Final Report SP - 62p AB - This project investigated Indiana Department of Transportation (INDOT) equipment records and equipment industry standards to produce standard equipment specifications and a predictive maintenance schedule for the more than 1100 single and tandem axle trucks in use at INDOT. The research utilized equipment records from the M5 software program that INDOT currently uses. The predictive maintenance schedule includes the major components, those items whose cost is more than $200. There were other outcomes and related equipment recommendations produced. Based on the data analysis, expected component life was calculated and the results reported in the predictive maintenance schedule. The research team consulted with other equipment industry sources to include other components and maintenance activities that should be included in a predictive schedule. Other reported results are a daily driver checklist, other recommended maintenance programs, recommendations to truck specifications, shop based software tools, and oil sampling program. Also an Excel analysis tool was developed for use at INDOT to categorize parts and perform average life analyses. KW - Data analysis KW - Indiana Department of Transportation KW - Maintenance equipment KW - Maintenance management KW - Recommendations KW - Scheduling KW - Service life KW - Specifications KW - Trucks UR - http://dx.doi.org/10.5703/1288284316013 UR - https://trid.trb.org/view/1422154 ER - TY - RPRT AN - 01608725 AU - Kogler, Robert AU - HDR, Incorporated AU - Federal Highway Administration TI - Steel Bridge Design Handbook: Corrosion Protection of Steel Bridges PY - 2015/12 SP - 83p AB - Corrosion is a serious threat to the long-term function and integrity of a steel bridge. Structural steel will corrode if left unprotected or inadequately protected from the natural environment. This corrosion can take the form of general uniform thickness loss or concentrated pitting depending on exposure to the environment and the steel design detail in question. Bridge designers should view corrosion as a long term threat to the integrity of the bridge structure, and is a critical consideration that must be addressed in a rational manner during the design process. While there are several proven strategies for corrosion protection of steel bridges, there is no universal solution. The proper system must be chosen to accommodate cost, fabrication and productivity, and long term performance and maintenance. Additionally, each corrosion protection system must be selected based on the anticipated exposure of the structure to corrosive elements over its lifetime. This module highlights the most common issues confronting bridge designers regarding corrosion protection and provides guidance in this area. KW - Bridge design KW - Corrosion KW - Corrosion protection KW - Handbooks KW - Steel bridges UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif16002/volume19.pdf UR - https://trid.trb.org/view/1416756 ER - TY - RPRT AN - 01608716 AU - Mertz, Dennis AU - HDR, Incorporated AU - Federal Highway Administration TI - Steel Bridge Design Handbook: Loads and Load Combinations PY - 2015/12//Final Report SP - 22p AB - Sections 1 and 3 of the American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Design Specifications, 7th Edition discuss various aspects of loads. The load factors are tabulated in Table 3.4.1-1 of the AASHTO LRFD and are associated with various limit states and further various load combinations within the limit states. This module discusses the various components of load and provides information beyond that contained in the AASHTO LRFD that will be useful to the designer. It also discusses and reviews the various limit-state load combinations to assist the designer in avoiding non-governing load combinations. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Handbooks KW - Load factor KW - Steel bridges UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif16002/volume07.pdf UR - https://trid.trb.org/view/1416744 ER - TY - RPRT AN - 01608711 AU - Wright, Ken AU - HDR, Incorporated AU - Federal Highway Administration TI - Steel Bridge Design Handbook: Stringer Bridges and Making the Right Choices PY - 2015/12//Final Report SP - 33p AB - Once a bridge type is selected, the designer then advances to the detailed design of the bridge. Since the vast majority of steel bridges designed today are steel girders made composite with concrete bridge decks, this module covers many detail issues that are encountered when designing a composite deck girder system. This module addresses the design of welded plate girders. However, many of the principles presented are also applicable to the design of rolled beam bridges. KW - Bridge decks KW - Bridge design KW - Composite structures KW - Handbooks KW - Plate girder bridges KW - Plate girders KW - Steel bridges KW - Stringers UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif16002/volume06.pdf UR - https://trid.trb.org/view/1416743 ER - TY - RPRT AN - 01608707 AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - Tennessee DOT Transportation Asset Management Gap Analysis and Implementation Plan PY - 2015/12//Final Plan SP - 28p AB - The mission of the Tennessee Department of Transportation (TDOT) is to enable the safe and efficient movement of people and goods by fostering a robust multimodal transportation system, including highways, airports, public transit, bicycle/pedestrian facilities, railroads, and navigable waterways. To further this mission, TDOT 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 Tennessee 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 revenues. In support of the improvement process, TDOT conducted a transportation asset management (TAM) gap assessment for highway assets as part of a Federal Highway Administration (FHWA) project. The FHWA is assisting 15 state DOTs with this type of assessment. TDOT’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. TDOT manages a wide range of assets to meet the public’s transportation needs. However, as an initial step, this implementation plan focuses only on TDOT’s bridges and pavements. KW - Asset management KW - Best practices KW - Bridges KW - Evaluation and assessment KW - Implementation KW - Pavements KW - Risk management KW - Tennessee Department of Transportation KW - Transportation planning UR - http://www.fhwa.dot.gov/asset/gap/tngap.pdf UR - https://trid.trb.org/view/1416914 ER - TY - RPRT AN - 01608702 AU - Wright, William J AU - HDR, Incorporated AU - Federal Highway Administration TI - Steel Bridge Design Handbook: Bridge Steels and Their Mechanical Properties PY - 2015/12//Final Report SP - 55p AB - This module presents an overview of structural steel products that are used for steel bridge construction. It is intended to serve as a reference and educational tool for structural engineers involved with bridge design and evaluation. The primary focus is on steel plate and rolled shape products that are available under the ASTM A709 Specification. This includes both a general introduction to steel making practices and a detailed discussion of mechanical properties. It also includes a brief introduction to other steel products such as bolts, castings, cables, and stainless steels that are often used for steel bridge connections and components. References are provided to the relevant American Association of State Highway and Transportation Officials (AASHTO) and ASTM standards for additional information. The mechanical properties of bridge steels are presented based on the A 709 specification. The stress-strain behavior of the various steel grades is presented to provide an understanding of strength and ductility. Fracture toughness is discussed to relate how the Charpy V-notch test relates to fracture resistance in structures. Finally, the methodology for determining atmospheric corrosion resistance is presented along with the requirements for classification as "weathering steels" for use in un-coated applications. KW - American Association of State Highway and Transportation Officials KW - Bridge design KW - Corrosion resistance KW - Deformation curve KW - Fracture properties KW - Handbooks KW - Mechanical properties KW - Standards KW - Steel bridges KW - Steel plates KW - Welding UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif16002/volume01.pdf UR - https://trid.trb.org/view/1416738 ER - TY - RPRT AN - 01608696 AU - Kaczinski, Mark AU - HDR, Incorporated AU - Federal Highway Administration TI - Steel Bridge Design Handbook: Bearing Design PY - 2015/12//Final Report SP - 26p AB - Steel bridge bearings may be divided into three general types: elastomeric bearings, high-load multi-rotational bearings, and mechanical bearings. The designer must determine which bearing type is best suited to cost effectively accommodate the design requirements. This module provides practical information for efficient bearing design and detailing. The information contained in this module is drawn largely from the following two sources - National Steel Bridge Alliance's (NSBA's) “Steel Bridge Bearing Selection and Design Guide,” Highway Structures Design Guide, Volume II, Chapter 4 (Highway Structures Design Handbook Volume II, Chapter 4)) and American Association of State Highway and Transportation Officials (AASHTO)/NSBA Steel Bridge Collaboration, G9.1-2004 “Steel Bridge Bearing Design and Detailing Guidelines.” KW - Bridge bearings KW - Bridge design KW - Handbooks KW - Steel bridges UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif16002/volume15.pdf UR - https://trid.trb.org/view/1416752 ER - TY - RPRT AN - 01608692 AU - Helwig, Todd AU - Yura, Joseph AU - HDR, Incorporated AU - Federal Highway Administration TI - Steel Bridge Design Handbook: Bracing System Design PY - 2015/12//Final Report SP - 91p AB - This module discusses the design of bracing systems for the superstructures of straight and curved girder systems. I-girder and box shaped members are covered. Bracing for other types of bridges, such as truss, arch or towers is not specifically addressed; however much of the information included in this module may be applicable. Bracing systems serve a number of important roles in both straight and horizontally curved bridges. The braces provide stability to the primary girders as well as improving the lateral or torsional stiffness and strength of the bridge system both during construction and in service. Depending on the geometry of the bridge, braces may be designated as either primary or secondary members. The engineer needs to recognize the importance of the bracing systems and bracing member design for appropriates construction and in-service stages. This module provides an overview of the design requirements of the braces so that engineers can properly size the members to ensure adequate strength and stiffness. The module provides: a) an overview of bracing utilized for I-girders is covered, b) a discussion of the bracing systems for tub girders, c) design requirements for the members and connections of bracing systems. KW - Braces KW - Bracing KW - Bridge design KW - Bridge members KW - Girder bridges KW - Handbooks KW - Steel bridges KW - Stiffness UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif16002/volume13.pdf UR - https://trid.trb.org/view/1416750 ER - TY - RPRT AN - 01608685 AU - Wright, Ken AU - HDR, Incorporated AU - Federal Highway Administration TI - Steel Bridge Design Handbook: Selecting the Right Bridge Type PY - 2015/12//Final Report SP - 27p AB - One of the initial choices to be made by the bridge designer is to select the most appropriate bridge type for the site. While this choice is not always straightforward, selecting the right structure type is probably the important aspect of designing a cost-effective bridge. This particular module provides bridge designers with the tools to select the right bridge type for the given site. Bridge types discussed included rolled steel beam, steel plate girder, trusses, arches, cable-stayed, and suspension bridges. KW - Bridge design KW - Cable stayed bridges KW - Girder bridges KW - Handbooks KW - Steel bridges KW - Suspension bridges KW - Truss bridges UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif16002/volume05.pdf UR - https://trid.trb.org/view/1416742 ER - TY - RPRT AN - 01608668 AU - Chavel, Brandon AU - HDR, Incorporated AU - Federal Highway Administration TI - Steel Bridge Design Handbook: Bridge Deck Design PY - 2015/12//Final Report SP - 47p AB - The primary function of a bridge deck is to support the vehicular vertical loads and distribute these loads to the steel superstructure. This module provides practical information regarding the decking options and design considerations for steel bridges, presenting deck types such as concrete deck slabs, metal grid decks, orthotropic steel decks, wood decks, and several others. The choice of a particular deck type to use can depend on several factors, which may include the specific application, initial cost, life cycle cost, durability, weight, or owner requirements. For the deck types discussed herein, a brief description of the particular deck type is given, in addition to general design and detail considerations. KW - Bridge decks KW - Bridge design KW - Costs KW - Durability KW - Handbooks KW - Steel bridges UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif16002/volume17.pdf UR - https://trid.trb.org/view/1416754 ER - TY - RPRT AN - 01608664 AU - Barth, Karl AU - HDR, Incorporated AU - Federal Highway Administration TI - Steel Bridge Design Handbook Design Example 2B: Two-Span Continuous Straight Composite Steel Wide-Flange Beam Bridge PY - 2015/12//Final Report SP - 84p AB - This design example presents an alternative design for that presented in the Steel Bridge Design Handbook Design Example 2A. Specifically, the design of a continuous steel wide-flange beam bridge is presented using a standard shape rolled I-beam, as an alternative to the plate girder design. The American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Design Specifications are the governing specifications and all aspects of the provisions applicable to wide-flange beam bridge design (cross-section proportion limits, constructibility, serviceability, fatigue, and strength requirements) are considered. Furthermore, the optional moment redistribution specifications will be invoked. In addition to the beam design, the design of the concrete deck is also included. A basic wind analysis of the structure is also presented. KW - AASHTO LRFD Bridge Design Specifications KW - Beams KW - Bridge decks KW - Bridge design KW - Composite structures KW - Continuous girder bridges KW - Handbooks KW - Plate girders KW - Steel bridges KW - Wind UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif16002/designexample03.pdf UR - https://trid.trb.org/view/1416759 ER - TY - RPRT AN - 01608659 AU - Coletti, Domenic AU - Puckett, Jay AU - HDR, Incorporated AU - Federal Highway Administration TI - Steel Bridge Design Handbook: Structural Analysis PY - 2015/12//Final Report SP - 55p AB - An important aspect of the structural analysis process is the selection of the mathematical model and associated analysis method. Few absolute guidelines are available for the selection of an analysis method. The number of permutations resulting from various combinations of complicating physical features and mathematical models is virtually boundless. This decision should be based on an evaluation of the nature and complexity of the structure, a thorough understanding of the expected behavior, and knowledge of the capabilities and limitations of the various analysis options. Therefore, this module provides an overview for the structural analysis of steel girder bridges. Discussions include the applicable loads, descriptions of the various tools and techniques available, and considerations for selecting the appropriate application or technique for a given bridge. KW - Bridge design KW - Girder bridges KW - Handbooks KW - Loads KW - Mathematical models KW - Steel bridges KW - Structural analysis UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif16002/volume08.pdf UR - https://trid.trb.org/view/1416745 ER - TY - RPRT AN - 01608656 AU - Eaton, Roger A AU - Boring, Calvin AU - HDR, Incorporated AU - Federal Highway Administration TI - Steel Bridge Design Handbook: Design for Constructibility PY - 2015/12//Final Report SP - 33p AB - In many cases, bridge designers concern themselves only with checking the stability and member stress levels in the structure for the in-service condition after erection of the entire superstructure is complete. But many times the critical stress in a particular component is encountered during the erection of the bridge where large unbraced lengths affect the stability of the partially completed structure. This module describes typical erection methods and procedures and highlights some of the aspects that should be considered by the designer. With this basic knowledge, the bridge designer can determine which, if any, of these aspects are a concern for his/her particular design situation. KW - Bridge construction KW - Bridge design KW - Erection (Building) KW - Handbooks KW - Steel bridges KW - Stresses UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif16002/volume11.pdf UR - https://trid.trb.org/view/1416748 ER - TY - RPRT AN - 01608652 AU - Grubb, Michael A AU - Schmidt, Robert E AU - HDR, Incorporated AU - Federal Highway Administration TI - Steel Bridge Design Handbook Design Example 1: Three-Span Continuous Straight Composite Steel I-Girder Bridge PY - 2015/12//Final Report SP - 172p AB - The basic application of the American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Design Specifications to the design of straight steel I-section flexural members is illustrated through this design example. The example illustrates the design of a typical three-span continuous straight steel I-girder bridge with spans of 140.0 feet – 175.0 feet – 140.0 feet. Specifically, the example illustrates the design of selected critical sections from an exterior girder at the strength, service and fatigue limit states. Constructibility checks, stiffener and shear connector designs are also presented. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Composite structures KW - Girder bridges KW - Handbooks KW - Steel bridges UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif16002/designexample01.pdf UR - https://trid.trb.org/view/1416757 ER - TY - RPRT AN - 01608650 AU - Rivera, Julie AU - Chavel, Brandon AU - HDR, Incorporated AU - Federal Highway Administration TI - Steel Bridge Design Handbook Design Example 3: Three-Span Continuous Horizontally Curved Composite Steel I-Girder Bridge PY - 2015/12//Final Report SP - 159p AB - Horizontally curved steel bridges present many unique challenges. Despite their challenges, curved girder bridges have become widespread and are commonly used at locations that require complex geometries and have limited right-of-way, such as urban interchanges. Some of the important issues that differentiate curved steel girders from their straight counterparts include the effects of torsion, flange lateral bending, their inherent lack of stability, and special constructibility concerns. Also, the complex behavior of horizontally curved bridges necessitates the consideration of system behavior in the analysis. This design example illustrates the design calculations for a curved steel I-girder bridge, considering the Strength, Service, fatigue and Constructibility Limits States in accordance with the American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Designs specifications. Calculations are provided for design checks at particular girder locations, a bolted field splice design, a cross frame member design, shear connector design, and a bearing stiffener design. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Composite structures KW - Continuous girder bridges KW - Handbooks KW - Steel bridges UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif16002/designexample04.pdf UR - https://trid.trb.org/view/1416760 ER - TY - RPRT AN - 01608646 AU - Day, Christopher M AU - Stevens, Amanda AU - Sturdevant, James R AU - Bullock, Darcy M AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Evaluation of Alternative Intersections and Interchanges: Volume II—Diverging Diamond Interchange Signal Timing SN - 9781622603817 PY - 2015/12//Final Report SP - 44p AB - This report presents findings from field studies of operations at diverging diamond interchanges (DDIs) in Salt Lake City, Utah and Fort Wayne, Indiana. These discuss optimization of signal offsets both within the DDI, and with the DDI integrated as part of an arterial corridor. Optimization of Fort Wayne, Indiana corridor comprising the DDI and three neighboring intersections yielded an annualized user benefit of $564,000, when assessing origin‐destination paths both along the arterial and for movements to and from the freeway. This is the first field study of DDI offset optimization with neighboring intersections. Additionally, a pilot study was carried out in Salt Lake City on a new phasing scheme that incorporated a “holdback” phase into the signal sequence that delayed vehicles exiting the ramp in order to better coordinate their arrival at the downstream intersection, increasing the percent on green from 53% to 92%. The report concludes with a discussion of practical issues pertaining to DDI signal timing and provides a series of guidelines to assist in the design of new signal timing plans for future DDI deployments. KW - Arterial highways KW - Diamond interchanges KW - Evaluation KW - Field studies KW - Fort Wayne (Indiana) KW - Offsets (Traffic signal timing) KW - Optimization KW - Origin and destination KW - Pilot studies KW - Salt Lake City (Utah) KW - Traffic signal timing UR - http://dx.doi.org/10.5703/1288284316012 UR - https://trid.trb.org/view/1418063 ER - TY - RPRT AN - 01608630 AU - Bunner, Matthew AU - HDR, Incorporated AU - Federal Highway Administration TI - Steel Bridge Design Handbook: Splice Design PY - 2015/12//Final Report SP - 87p AB - Typically it is not possible to fabricate, handle, ship or erect the entire length of a girder in one piece. In these cases, provisions must be made to splice multiple pieces of the girder together in the field to provide the required length. These splices must be capable of transmitting the shear and moment in the girder at the point of the splice. This module focuses on the factors which influence and the principles of the design of bolted field splices. Factors that influence field splice design and layout are presented, including span layout, curvature, and girder properties. General design provisions are also addressed in this module, including flexural resistance provided by a bolted field splice at the Strength and Service limit states, as well as detailing considerations. Lastly, a thorough design example of a bolted field splice for a steel I-girder is provided, illustrating calculations for flange and web stress, splice plate design, and bolt design. Strength, Service, and Fatigue limit states are considered, and design checks are provide for tension, compression, and shear resistance of splice plates, fracture and bearing resistance of splice plates, and strength and slip resistances of the bolted connections. KW - Bolts KW - Bridge design KW - Flanges KW - Flexural strength KW - Girders KW - Handbooks KW - Shear strength KW - Splice plates KW - Splicing KW - Steel bridges UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif16002/volume14.pdf UR - https://trid.trb.org/view/1416751 ER - TY - RPRT AN - 01608623 AU - Krause, Scott AU - HDR, Incorporated AU - Federal Highway Administration TI - Steel Bridge Design Handbook: Steel Bridge Fabrication PY - 2015/12//Final Report SP - 33p AB - The purpose of this module is to explain the basic concepts of fabricating steel bridge structures. It is intended to serve as a resource for the engineer while preparing the design of the structure and as a reference throughout the life cycle of the bridge. The methods employed in the fabrication of a bridge structure are as variable as the structure itself. Each fabricator has its own way of solving the problems associated with each structure. This module is to serve as a reference document to facilitate fabricator/engineer communication. KW - Bridge design KW - Fabrication KW - Handbooks KW - Quality assurance KW - Quality control KW - Steel bridges KW - Welding UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif16002/volume02.pdf UR - https://trid.trb.org/view/1416739 ER - TY - RPRT AN - 01608614 AU - Mertz, Dennis AU - HDR, Incorporated AU - Federal Highway Administration TI - Steel Bridge Design Handbook: Load Rating of Steel Bridges PY - 2015/12//Final Report SP - 25p AB - Load rating is defined as the determination of the live load carrying capacity of a bridge using as-built bridge plans and supplemented by information gathered from the latest field inspection. Load ratings are expressed as a rating factor or as a tonnage for a particular vehicle. Emphasis in load rating is on the live-load capacity and dictates the approach of determining rating factors instead of the design approach of satisfying limit states. Existing highway bridges are rated to prioritize a bridge owner’s needs, assure the traveling public’s safety, and facilitate the passage of goods. Bridges that cannot safely carry statutory loads, based on a load-rating evaluation, should be load posted, rehabilitated or replaced. This module informs designers of load ratings, and discusses the load and resistance factor rating (LRFR) methodology used for load rating evaluation. KW - Bridge design KW - Handbooks KW - Live loads KW - Load factor KW - Methodology KW - Steel bridges UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif16002/volume18.pdf UR - https://trid.trb.org/view/1416755 ER - TY - RPRT AN - 01608605 AU - Chavel, Brandon AU - Carnahan, James AU - HDR, Incorporated AU - Federal Highway Administration TI - Steel Bridge Design Handbook Design Example 4: Three-Span Continuous Straight Composite Steel Tub Girder Bridge PY - 2015/12//Final Report SP - 106p AB - Tub girders are often selected over I-girders because of their pleasing appearance offering a smooth, uninterrupted, cross section. Bracing, web stiffeners, utilities, and other structural and nonstructural components are typically hidden from view within the steel tub girder, resulting in the tub girder’s clean appearance. Additionally, steel tub girder bridges offer advantages over other superstructure types in terms of span range, stiffness, durability, and future maintenance. This design example demonstrates the design of a tangent three-span continuous composite tub girder bridge with a span arrangement of 187.5 ft - 275.0 ft - 187.5 ft. This example illustrates the flexural design of a section in positive flexure, the flexural design of a section in negative flexure, the shear design of the web, the evaluation of using a stiffened versus an unstiffened bottom flange in the negative flexure region, as well as discussions related to top flange lateral bracing and bearing design. KW - Bridge design KW - Composite structures KW - Continuous girder bridges KW - Flexural strength KW - Girders KW - Handbooks KW - Steel bridges UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif16002/designexample05.pdf UR - https://trid.trb.org/view/1416761 ER - TY - RPRT AN - 01608597 AU - Mertz, Dennis AU - HDR, Incorporated AU - Federal Highway Administration TI - Steel Bridge Design Handbook: Design for Fatigue PY - 2015/12//Final Report SP - 36p AB - Fatigue in metals is the process of initiation and growth of cracks under the action of repetitive tensile loads. If crack growth is allowed to go on long enough, failure of the member can result when the uncracked cross-section is sufficiently reduced such that the member can no longer carry the internal forces for the crack extends in an unstable mode. The fatigue process can take place at stress levels that are substantially less than those associated with failure under static loading conditions. The usual condition that produces fatigue cracking is the application of a large number of load cycles. Consequently, the types of civil engineering applications that are susceptible to fatigue cracking include structures such as bridges. This document provides the practicing engineer with the background required to understand and use the design rules for fatigue resistance that are currently a standard part of design codes for fabricated steel structures. KW - Bridge design KW - Fatigue (Mechanics) KW - Fatigue cracking KW - Handbooks KW - Steel bridges UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif16002/volume12.pdf UR - https://trid.trb.org/view/1416749 ER - TY - RPRT AN - 01608594 AU - Coletti, Domenic AU - Sheahan, James AU - HDR, Incorporated AU - Federal Highway Administration TI - Steel Bridge Design Handbook: Substructure Design PY - 2015/12//Final Report SP - 87p AB - While the main focus of the Steel Bridge Design Handbook is the design of steel girder superstructures, the overall design process associated with the design of substructures is equally important. This module provides an overview of many issues associated with substructure and foundation design. Many factors influence the selection of substructure and foundation materials, types, configurations, positions, and orientations. Often, existing constraints will limit the range of options and intrinsically lead the designer to only one or a few feasible solutions. This module provides designers with an overview of several foundation types including shallow foundations such as spread footings, and deep foundations that utilize piles or drilled shafts. The module also discusses conventional, integral, and semi-integral abutments, and provides considerations for the design and detailing of these substructure components. Several considerations for pier selection are also presented, including multi-column piers, single column piers, pile bents, straddle bents, and integral pier caps. Lastly, this module provides designers with information regarding substructure software availability, seismic design, precast substructures, and superstructure and substructure interaction. KW - Bridge abutments KW - Bridge design KW - Bridge foundations KW - Bridge piers KW - Bridge substructures KW - Earthquake resistant design KW - Handbooks KW - Precast concrete KW - Steel bridges UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif16002/volume16.pdf UR - https://trid.trb.org/view/1416753 ER - TY - RPRT AN - 01608590 AU - Chavel, Brandon AU - Rivera, Julie AU - HDR, Incorporated AU - Federal Highway Administration TI - Steel Bridge Design Handbook Design Example 5: Three-Span Continuous Horizontally Curved Composite Steel Tub-Girder Bridge PY - 2015/12//Final Report SP - 184p AB - Tub girders, as closed-section structures, provide a more efficient cross section for resisting torsion than I-girders, which is especially important in horizontally curved highway bridges. The increased torsional resistance of a closed composite steel tub girder also results in an improved lateral distribution of live loads. For curved bridges, warping, or flange lateral bending, stresses are lower in tub girders, when compared to I-girders, since tub girder carry torsion primarily by means of St. Venant torsional shear flow around the perimeter of their closed sections, whereas I-girders have very low St. Venant torsional stiffness and carry torsion primarily by means of warping. This design example illustrates the design calculations for a curved steel tub girder bridge, considering the Strength, Service, fatigue and Constructibility Limits States in accordance with the American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Designs specifications. Calculations are provided for design checks at particular girder locations, a bolted field splice design, an internal pier diaphragm design, and a top flange lateral bracing member design. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Composite structures KW - Continuous girder bridges KW - Handbooks KW - Steel bridges UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif16002/designexample06.pdf UR - https://trid.trb.org/view/1416762 ER - TY - RPRT AN - 01608588 AU - Mertz, Dennis AU - HDR, Incorporated AU - Federal Highway Administration TI - Steel Bridge Design Handbook: Limit States PY - 2015/12//Final Report SP - 18p AB - In the American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Design Specifications, a limit state is defined as “a condition beyond which the bridge or component ceases to satisfy the provisions for which it was designed.” Bridges designed using the limit-states philosophy of the LRFD Specifications must satisfy “specified limit states to achieve the objectives of constructibility, safety and serviceability.” These objectives are met through the strength, service, fatigue-and-fracture and extreme-event limit states. This module provides bridge engineers with the background regarding the development and use of the various limit states contained in the LRFD Specifications. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Failure KW - Handbooks KW - Load limits KW - Steel bridges UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif16002/volume10.pdf UR - https://trid.trb.org/view/1416747 ER - TY - RPRT AN - 01608584 AU - Gatti, Walter AU - HDR, Incorporated AU - Federal Highway Administration TI - Steel Bridge Design Handbook: Structural Steel Bridge Shop Drawings PY - 2015/12//Final Report SP - 42p AB - The preparation of shop drawings is a very specialized process with its own language and methods. The drawings and data for fabrication are developed from information presented on the contract drawings. These drawings contain the basic bridge geometry, pier and sub-structure locations and design, as well as the sizes of all material, weld and bolt sizes and the basic connection information. Fabrication, thus the shop drawings, must adhere to all the applicable specifications and the information on the contract plans. With this in mind, the detailers, shop drawing producers, must have experience, knowledge and ability to translate contract information into shop drawings. Steel bridge fabrication is a field unlike any others such as building construction, therefore most detailers who prepare steel bridge shop drawings specialize in bridges, and very few of them detail buildings or other steel structures. This document contains the history, present practices, and illustrations of the fundamentals of shop detail drawings for steel bridges, and is not intended to cover every type of bridge structure. The purpose is to familiarize engineers, detailers and other individuals involved with steel bridge fabrication on the preparation and use of shop detail drawings. KW - Bridge design KW - Fabrication KW - Handbooks KW - State of the practice KW - Steel bridges KW - Technical drawings UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif16002/volume03.pdf UR - https://trid.trb.org/view/1416740 ER - TY - RPRT AN - 01608560 AU - Mertz, Dennis AU - HDR, Incorporated AU - Federal Highway Administration TI - Steel Bridge Design Handbook: Redundancy PY - 2015/12//Final Report SP - 23p AB - Redundancy is “the quality of a bridge that enables it to perform its design function in a damaged state” and it is considered a desired characteristic of good design. The consideration of redundancy affects the design, fabrication and in-service inspection of steel bridge members especially when they are classified as fracture critical member (a steel tension member whose failure would probably cause collapse). This module provides engineers with an explanation of redundancy and how it affects the design, fabrication, inspection, and management of steel girder bridges. KW - Bridge design KW - Fabrication KW - Girder bridges KW - Handbooks KW - Inspection KW - Steel bridges UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif16002/volume09.pdf UR - https://trid.trb.org/view/1416746 ER - TY - RPRT AN - 01608553 AU - Tarko, Andrew P AU - Romero, Mario AU - Hall, Thomas AU - Matin, Shaikh Ahmad AU - Lizarazo, Cristhian AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Evaluation of Alternative Intersections and Interchanges: Volume I—Roundabout Capacity and Rollover Analysis for Heavy Vehicles SN - 9781622603794 PY - 2015/12//Final Report SP - 61p AB - There is a recent trend of building roundabouts on high‐speed roads, often with the considerable presence of heavy vehicles. With the increased presence of trucks on roundabouts, the issue of overturning has become a concern. Although some geometric, vehicle, and loading factors have been connected to rollover, the safety performance of roundabouts built on high‐speed roads is not well understood due to their relative novelty. In addition, other concerns related to geometry, driver behavior, and environmental considerations may exist at roundabouts. This study examined roundabout circulatory superelevation, aggressive driver behavior, roundabout readability, and nighttime conditions in the context of heavy vehicle rollover. Moreover, the critical and follow‐up headways were estimated for trucks and other vehicles at roundabouts located on the low‐ and high–speed roads and during daytime and nighttime conditions. This research developed a methodology which may be used to examine truck overturning at roundabouts. A generalized rollover model suitable for application to heavy vehicles was applied to field‐observed semi‐trailer speeds and paths to estimate their proximity to rollover at newly‐built Indiana roundabouts. This was done by introducing delta v ‐ the difference between the critical rollover speed determined from the model and the actual speed. This report revealed that heavy vehicles increased the critical headway, and in turn reduced the entry capacity of roundabouts. Drivers of heavy vehicles, on average, accepted a 1.1 sec longer critical headway than drivers of passenger cars. The effects of nighttime/twilight conditions indicated additional capacity reduction caused by a 0.6 sec longer critical headway compared to daylight conditions. Likewise, drivers on dual‐lane roundabouts in rural areas accepted a 0.6 sec longer critical headway than drivers on single‐lane roundabouts in urban areas. It was determined that the gap‐acceptance parameters for a single‐lane roundabout on a low‐speed state road were shorter than the national values, resulting on average in 30% higher capacity for Indiana conditions. In contrast, the estimated critical headway was larger for dual‐lane roundabouts on high‐speed state roads, resulting in 15% reduced capacity for Indiana conditions. The findings of this report are based on low and medium traffic volumes presently observed on high‐speed rural and suburban roads. Heavy traffic flow may affect driver behavior; therefore, studying such roundabouts in heavier traffic conditions might improve the results. KW - Analysis KW - Behavior KW - Drivers KW - Gap acceptance KW - Headways KW - Highway capacity KW - Indiana KW - Nighttime crashes KW - Rollover crashes KW - Roundabouts KW - Superelevation KW - Trucking safety KW - Trucks UR - http://dx.doi.org/10.5703/1288284316011 UR - https://trid.trb.org/view/1418064 ER - TY - RPRT AN - 01608532 AU - White, Don AU - HDR, Incorporated AU - Federal Highway Administration TI - Steel Bridge Design Handbook: Structural Behavior of Steel PY - 2015/12//Final Report SP - 281p AB - The behavior of steel structures is an intricate and fascinating topic. This module is intended to serve as a guide to the American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Specifications and their representation of the behavior of steel bridge systems and members. The module focuses on the structural form and function of bridge systems and members, with emphasis on strength limit states. Where relevant, recent advances in the American Institute of Steel Construction (AISC) Specification for Structural Steel Buildings as well as findings from research developments are discussed in addition to the AASHTO LRFD Specifications. There are numerous areas where a broad understanding of the fundamental behavior of structures is key to the proper interpretation, application, and where necessary, extension of the AASHTO LRFD Specifications. This module aims to aid the Engineer in reviewing and understanding the essential principles of steel system and member strength behavior and design. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Bridge members KW - Handbooks KW - Steel bridges KW - Strength of materials KW - Structural analysis UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif16002/volume04.pdf UR - https://trid.trb.org/view/1416741 ER - TY - RPRT AN - 01608517 AU - Barth, Karl AU - HDR, Incorporated AU - Federal Highway Administration TI - Steel Bridge Design Handbook Design Example 2A: Two-Span Continuous Straight Composite Steel I-Girder Bridge PY - 2015/12//Final Report SP - 114p AB - The purpose of this example is to illustrate the use of the American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Design for the design of a continuous two span steel I-girder bridge. The design process and corresponding calculations for steel I-girders are the focus of this example, with particular emphasis placed on illustration of the optional moment redistribution procedures. All aspects of the girder design are presented, including evaluation of the following: cross-section proportion limits, constructibility, serviceability, fatigue, and strength requirements. Additionally, the weld design for the web-to-flange joint of the plate girders is demonstrated along with all applicable components of the stiffener design and cross frame member design. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Composite structures KW - Girder bridges KW - Handbooks KW - Steel bridges KW - Welds UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif16002/designexample02.pdf UR - https://trid.trb.org/view/1416758 ER - TY - RPRT AN - 01605737 AU - Dong, Jing AU - Houchin, Andrew Jeremy AU - Shafieirad, Navid AU - Hawkins, Neal R AU - Lu, Chaoru AU - Knickerbocker, Skylar AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - VISSIM Calibration for Urban Freeways PY - 2015/12//Final Report SP - 106p AB - In urban areas, interchange spacing and the adequacy of design for weaving, merge, and diverge areas can significantly influence available capacity. Traffic microsimulation tools allow detailed analyses of these critical areas in complex locations that often yield results that differ from the generalized approach of the Highway Capacity Manual. In order to obtain valid results, various inputs should be calibrated to local conditions. This project investigated basic calibration factors for the simulation of traffic conditions within an urban freeway merge/diverge environment. By collecting and analyzing urban freeway traffic data from multiple sources, specific Iowa-based calibration factors for use in VISSIM were developed. In particular, a repeatable methodology for collecting standstill distance and headway/time gap data on urban freeways was applied to locations throughout the state of Iowa. This collection process relies on the manual processing of video for standstill distances and individual vehicle data from radar detectors to measure the headways/time gaps. By comparing the data collected from different locations, it was found that standstill distances vary by location and lead-follow vehicle types. Headways and time gaps were found to be consistent within the same driver population and across different driver populations when the conditions were similar. Both standstill distance and headway/time gap were found to follow fairly dispersed and skewed distributions. Therefore, it is recommended that microsimulation models be modified to include the option for standstill distance and headway/time gap to follow distributions as well as be set separately for different vehicle classes. In addition, for the driving behavior parameters that cannot be easily collected, a sensitivity analysis was conducted to examine the impact of these parameters on the capacity of the facility. The sensitivity analysis results can be used as a reference to manually adjust parameters to match the simulation results to the observed traffic conditions. A well-calibrated microsimulation model can enable a higher level of fidelity in modeling traffic behavior and serve to improve decision making in balancing need with investment. KW - Calibration KW - Data collection KW - Freeways KW - Headways KW - Highway capacity KW - Iowa KW - Microsimulation KW - Sensitivity analysis KW - Traffic simulation KW - Urban areas KW - VISSIM (Computer model) UR - http://lib.dr.iastate.edu/intrans_reports/206 UR - http://publications.iowa.gov/id/eprint/22394 UR - http://www.intrans.iastate.edu/research/projects/detail/?projectID=990792459 UR - https://trid.trb.org/view/1415692 ER - TY - RPRT AN - 01605647 AU - Brewster, Rebecca AU - Giragosian, Anna AU - Newton, Diane AU - Leidos AU - American Transportation Research Institute (ATRI) AU - Federal Highway Administration TI - Integrated Corridor Management and Freight Opportunities PY - 2015/12 SP - 44p AB - The vision of integrated corridor management (ICM) is that transportation networks will realize significant improvements in the efficient movement of people and goods through integrated, proactive management of existing infrastructure along major corridors. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole. This primer examines how freight can be incorporated into an ICM approach, as well as the benefits of ICM in addressing the freight challenge. It explores opportunities to effectively integrate freight institutionally, operationally, and technically, both by leveraging existing platforms and considering new options for coordination between traditional ICM and freight stakeholders. Lastly, although integrating freight stakeholders and ICM holds great promise for more efficient operations on both ends, it is not without challenges. This document will explore what these challenges are and how they can be overcome. KW - Benefits KW - Coordination KW - Freight traffic KW - Freight transportation KW - Integrated corridor management KW - Multimodal transportation KW - Stakeholders UR - http://www.ops.fhwa.dot.gov/publications/fhwahop15018/fhwahop15018.pdf UR - https://trid.trb.org/view/1415731 ER - TY - RPRT AN - 01605611 AU - Bartholomew, Michael AU - Blasen, Benjamin AU - Koc, Ali AU - CH2M AU - Federal Highway Administration TI - Bridge Information Modeling (BrIM) Using Open Parametric Objects PY - 2015/12 SP - 296p AB - This project was undertaken to investigate alternative Bridge Information Modeling (BrIM) standards. The process developed is called OpenBrIM. OpenBrIM is an alternative method for exchanging bridge information modeling data between different application platforms, organizations, and users. It is a community driven, free, open, on-cloud information modeling system designed for the bridge industry. With OpenBrIM, there’s one central data repository from which all participants operate. Participants are allowed to access information from and to contribute information into the repository. For this project, approximately 30 standard bridge component objects were developed. The OpenBrIM concept uses a standard XML data format to describe dimensions and other data parameters for bridge components. Bridge component library objects are defined parametrically, allowing repeated use for similar components by varying the geometric and/or physical property data. Common data can be defined globally within a project and automatically update all affected objects. In the future, new standards will be developed by the bridge community – the actual users of the information with the most knowledge about various bridge components. KW - Bridge members KW - Data sharing KW - Highway bridges KW - Information dissemination KW - Web applications UR - http://www.fhwa.dot.gov/bridge/pubs/hif16010.pdf UR - https://trid.trb.org/view/1416734 ER - TY - RPRT AN - 01605568 AU - Ahmed, Mohamed M AU - Ghasemzadeh, Ali AU - Eldeeb, Hesham AU - Gaweesh, Sherif AU - Clapp, Joshua AU - Ksaibati, Khaled AU - Young, Rhonda AU - University of Wyoming, Laramie AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Driver Performance and Behavior in Adverse Weather Conditions: An Investigation Using the SHRP2 Naturalistic Driving Study Data—Phase 1 PY - 2015/12//Final Report SP - 66p AB - Inclement weather events such as fog, snow, ground blizzard, slush, rain, and strong wind affect roadways by impacting pavement conditions, vehicle performances, visibility, and drivers’ behavior. Road-user characteristics and behavior are among the most important elements influencing the driving task. The ability to see objects that are in motion relative to the eye (“dynamic visual acuity”) and the reaction process (e.g., speed choice, lane maintenance, car following, etc.) are of utmost importance for safe driving. Adverse weather conditions can result in a sudden reduction in visibility on roadways, which leads to an increased risk of crashes. The literature shows a variation of crash risk estimates; however, a general trend can be concluded that adverse weather and road conditions can easily elevate the risk of crashes. Drivers' performance and behavior are absent in safety modeling due to lack of driver data. The second Strategic Highway Research Program (SHRP2) has collected the most comprehensive Naturalistic Driving Study (NDS). The unique NDS data will enable researchers to better understand the role of driver performance and behavior under various highway research. KW - Automatic data collection systems KW - Behavior KW - Driver performance KW - Drivers KW - Strategic Highway Research Program 2 KW - Weather conditions KW - Wyoming UR - http://ntl.bts.gov/lib/59000/59200/59242/1608F_RS04215_Driver_Performance_and_Behavior_in_Adverse_Weather_Conditions.pdf UR - https://trid.trb.org/view/1415699 ER - TY - RPRT AN - 01599871 AU - Chang, Carlos M AU - Vavrova, Marketa AU - University of Texas, El Paso AU - Center for Advanced Infrastructure and Transportation AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - A Multi-Objective Sustainable Model for Transportation Asset Management Practices PY - 2015/12//Final Report SP - 93p AB - Transportation Asset Management (TAM) practices has gained popularity in the United States and worldwide with the aim to provide the required level of service for the transportation infrastructure network in the most cost-effective manner. However, TAM is a complex decision-making process since many objectives and different perspectives, often producing conflicting goals, must be considered. The report presents a Multi-Objective Sustainable (MOS) model to integrate economic, social, and environmental sustainable objectives into TAM decision-making. A comprehensive literature review of sustainable performance measures for TAM are described to address concerns on road vehicle emissions, safety, and livability. The Quality Deployment Matrix (QFD) is proposed for selection of the performance measures. MOS can be used by transportation agencies to evaluate different scenarios in the context of Target-Driven or Budget-Driven decisions. An application of the MOS model is demonstrated in a case study for the Metropolitan Transportation Commission (MTC) in the San Francisco Bay Area, California. The implementation of the MOS-TAM can help agencies to prioritize projects for funding in a sustainable manner addressing the needs of motorized users and pedestrians. MOS enhances the traditional TAM methods and improves the communication to stakeholders by providing helpful insights of the environmental and social consequences of TAM decisions. KW - Asset management KW - Case studies KW - Decision making KW - Literature reviews KW - Performance measurement KW - Pollutants KW - Quality of life KW - Safety KW - San Francisco (California) KW - Strategic planning KW - Sustainable development UR - https://cait.rutgers.edu/files/CAIT-UTC-046-final.pdf UR - https://trid.trb.org/view/1407824 ER - TY - RPRT AN - 01599870 AU - Cheu, Ruey Long AU - Mondragon, Oscar A AU - Villanueva-Rosales, Natalia AU - Nazarian, Soheil AU - Carrasco, Cesar J AU - Cabrera, Sergio D AU - Ferrugut, Carlos M AU - Gates, Ann Q AU - Jimenez, Heidi A Taboada AU - Balal, Esmaeil AU - University of Texas, El Paso AU - Center for Advanced Infrastructure and Transportation AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Research Challenges toward the Implementation of Smart Cities in the United States PY - 2015/12//Final Report SP - 67p AB - A smart city is characterized by its ability to integrate people, technology and information to create an efficient, sustainable and resilient infrastructure that provides high quality services while improving the quality of life of its residents. This report focuses on the three infrastructures: smart classroom buildings, smart bridges and smart bus systems, with the aim of making them smarter in the context of smart cities. The objective is to develop Concepts of Operations (ConOps), from user’s perspective, for smart buildings, smart bridges and smart bus systems, respectively, for smart cities. A smart classroom building is one which makes used of Information and Communications Technologies (ICT) to link different systems within a building to deliver useful information to different end users so as to improve the quality of teaching, learning and working experiences. A smart bridge has wireless sensors that automatically monitor the structural and geotechnical health, exchanges real-time data with traffic management center and incorporate traffic and emission impacts in the bridge maintenance decision making process. A smart bus system provides passengers a high quality service by implementing several bus rapid transit features and by the use of ICT to integrate and deliver service information to passengers. This report provides a description of each of the infrastructure systems from the system engineering perspective. Several techniques (Stakeholder Influence Diagram, Context Diagram, and Use Case Diagram) are used to identify relevant stakeholders, define the scope of the system and its external entities, and to identify the smart services provided by the smart classroom buildings, smart bridges and smart bus systems. By applying these systems engineering techniques, the challenges and research opportunities of transforming existing classroom buildings, bridges and regular bus systems into smart classroom buildings, smart bridges, and smart bus systems are identified. KW - Bridges KW - Bus transit operations KW - Cities KW - Data collection KW - Implementation KW - Intelligent transportation systems KW - Smart growth KW - Stakeholders KW - Sustainable development KW - Systems engineering KW - Traveler information and communication systems KW - United States UR - https://cait.rutgers.edu/files/CAIT-UTC-060-final.pdf UR - https://trid.trb.org/view/1407819 ER - TY - RPRT AN - 01599869 AU - Zolghadri, Navid AU - Halling, Marvin W AU - Barr, Paul J AU - Foust, Nick AU - Utah State University, Logan AU - Center for Advanced Infrastructure and Transportation AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Effects of Temperature on Bridge Dynamic Properties PY - 2015/12//Final Report SP - 90p AB - Structural health monitoring (SHM) using ambient vibration has become a valuable tool in evaluating and assessing the condition of civil structures. For bridge structures, a vibration-based SHM system uses the dynamic response of a bridge to measure modal parameters. A change in a structure’s modal parameters can indicate a physical change in the system, such as damage or a boundary condition change. These same modal parameters are sensitive to environmental factors, mainly temperature. Statistical models have been utilized to filter out modal parameter changes influenced by temperature and those caused by physical changes. Statistical models also help describe the relationship between modal parameters and environmental conditions. For this research, a lab specimen, I-girder, concrete box-girder, and steel plate girder bridges were studied. A SHM system was installed on these structures and vibration and temperature data were collected. This data was used to understand how the bridge’s natural frequencies typically change due to temperature. KW - Dynamic tests KW - Girder bridges KW - Modal analysis KW - Natural frequency KW - Structural health monitoring KW - Temperature KW - Vibration UR - https://cait.rutgers.edu/files/CAIT-UTC-050-final.pdf UR - https://trid.trb.org/view/1407822 ER - TY - RPRT AN - 01599295 AU - Machek, Elizabeth AU - Lewis, Kristin AU - Peirce, Sean AU - Berthaume, Andrew AU - Colton, Paige AU - Morton, Tom AU - Volpe National Transportation Systems Center AU - Woodward Communications AU - Federal Highway Administration TI - Novel Modes Workshop Summary Report PY - 2015/12 SP - 56p AB - On December 2-3, 2014, the Federal Highway Administration's (FHWA's) Exploratory Advanced Research Program, with support from the John A. Volpe National Transportation Systems Center, convened the 2-day workshop "Novel Modes." It was held concurrently at FHWA's Turner-Fairbank Highway Research Center in McLean, Virginia; Federal Transit Administration's Region 9 Offices in San Francisco, California; and via Web conferencing. The purpose of the workshop was to assess and document the state of technology for new modal systems, thereby providing FHWA, the U.S. Department of Transportation, and other government agencies with (1) and educated understanding of potential technological trends that could affect the current highway, transit, and rail systems; (2) a foundation for considering the appropriate government policy and research roles for novel modal systems; and (3) an opportunity to provide ongoing fair and open access to innovators in the business and academic sectors. KW - Evaluation and assessment KW - Highways KW - Multimodal transportation KW - Policy KW - Public transit KW - Railroads KW - Technological innovations KW - Transportation modes KW - Workshops UR - http://www.rita.dot.gov/sites/default/files/NovelModesWkshop-web.pdf UR - http://ntl.bts.gov/lib/60000/60400/60401/DOT-VNTSC-OSTR-2015-02.pdf UR - https://trid.trb.org/view/1407801 ER - TY - RPRT AN - 01596862 AU - Machek, Elizabeth AU - Lewis, Kristin AU - Peirce, Sean AU - Berthaume, Andrew AU - Colton, Paige AU - Morton, Tom AU - Volpe National Transportation Systems Center AU - Woodward Communications AU - Federal Highway Administration TI - Novel Surface Transportation Modes PY - 2015/12//Final Report SP - 54p AB - This report summarizes an initial stage investigation into current research and development of alternative modal concepts. The project goals were to gain a better understanding of novel surface transportation concepts that fall outside of the Federal Highway Administration's Exploratory Advanced Research (EAR) Program's regular technology scans; to facilitate interaction and information-sharing among the U.S. Department of Transportation, State and local governments, and private sector innovators; and to explore the role of the public sector in advancing transportation innovation. This report discusses the current state of novel surface transportation modal concepts, identifies opportunities and challenges for these concepts, and presents a set of potential future research needs. The authors of this report have summarized the information from both research on novel modes and the viewpoints shared at the novel modes workshop. KW - Ground transportation KW - Research projects KW - State of the practice KW - Technological innovations KW - Transportation modes KW - Workshops UR - http://www.rita.dot.gov/sites/default/files/NovelSurfTranspModes-web.pdf UR - http://ntl.bts.gov/lib/59000/59100/59146/NovelSurfTranspModes-web.pdf UR - https://trid.trb.org/view/1402108 ER - TY - RPRT AN - 01596676 AU - Belthoff, Jim AU - Arnold, Erin AU - Regan, Tempe AU - Allen, Tiffany AU - Kociolek, Angela AU - Boise State University AU - Idaho Transportation Department AU - Federal Highway Administration TI - Assessing Feasibility of Mitigating Barn Owl-Vehicle Collisions in Southern Idaho PY - 2015/12//Final Report SP - 147p AB - Large numbers of barn owls are killed along roads in southern Idaho. Although barn-owl vehicle collisions are not unique to Idaho, I-84 has among the world’s highest rates of vehicle-caused mortality for barn owls. This is concerning because much lower rates have caused local extirpation in some areas. Barn owl populations have declined in portions of their range such that regulatory agencies consider them a species of concern, threatened, or endangered in some states, provinces, and countries. This research was designed to understand the spatial, road geometric, and biotic (land cover and prey) factors associated with barn owl-vehicle collisions and examine feasibility of mitigation. The authors also provide a literature review of barn owl road mortality and mitigation approaches from North America and Europe. The greatest rates of mortality along I-84 occurred between Bliss and Hazelton, Idaho. Mortality increased when the highway was close to the Snake River Canyon, close to dairies (agriculture), and farther from water features, and when there were fewer nearby roads, narrower medians, fewer human structures, and a higher percentage of cultivated crops. Owl road kills were higher when plant cover type in the median and right-of-way was grass rather than shrubs. The research team recommends that mortality hotspots be the focus of initial mitigation. Efforts to reduce barn owl mortality should focus on vegetation management in the right-of-way to promote tall shrubs or scrub vegetation to reduce “huntability” for owls, and keeping grassy areas to very low heights to potentially reduce abundance of small mammals through decreased food and cover for them. There should also be development of barriers (hedges or trees, nets, fences, berms or other) to restrict low flight by owls in mortality hotspots. Reducing wildlife-vehicle collisions involving barn owls is an important step in ensuring persistence of this avian species. In so doing, it would reduce chances that the conservation status of barn owls is elevated, which would bring heightened regulatory challenges to the transportation sector in Idaho. KW - Birds KW - Crashes KW - Feasibility analysis KW - Idaho KW - Landscape maintenance KW - Literature reviews KW - Recommendations KW - Road kill KW - Vegetation KW - Wildlife UR - https://works.bepress.com/james_belthoff/45/download/ UR - https://trid.trb.org/view/1403013 ER - TY - RPRT AN - 01596012 AU - Strauss, Rachel AU - Macfarlane, Kate AU - Mittelman, Anjuliee AU - Peckett, Haley AU - Wainer, Jordan AU - Nash, Logan AU - Schwarzer, Julianne AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - Federal Highway Administration 2014/2015 Implementing Eco-Logical Program Annual Report PY - 2015/12//Final Report SP - 78p AB - The Eco-Logical approach offers an ecosystem-based framework for integrated infrastructure and natural resource planning, project development, and delivery. The 2014/2015 Implementing Eco-Logical Program Annual Report provides updates on the Federal Highway Administration's (FHWA's) Eco-Logical Program, in particular the Implementing Eco-Logical initiative funded through the Second Strategic Highway Research Program (SHRP2) in coordination with the American Association of State Highway and Transportation Officials (AASHTO) and the Transportation Research Board (TRB). The report discusses program accomplishments of Implementing Eco-Logical as well as from Implementing Eco-Logical Implementation Assistance Program recipients. The report provides findings and updates on recipients' projects and shares recommendations for next steps for the FHWA Eco-Logical Program. KW - American Association of State Highway and Transportation Officials KW - Annual reports KW - Ecosystems KW - FHWA Eco-Logical Program KW - Highway planning KW - Implementation KW - Project delivery KW - Strategic Highway Research Program 2 KW - Transportation Research Board KW - U.S. Federal Highway Administration UR - https://www.environment.fhwa.dot.gov/ecological/AnnualReport2014-15/2014-2015_Eco-Logical_Annual_Report.pdf UR - http://ntl.bts.gov/lib/56000/56800/56887/2014-2015_Eco-Logical_Annual_Report.pdf UR - https://trid.trb.org/view/1400023 ER - TY - RPRT AN - 01594696 AU - Pokharel, Sanjay AU - Shinstine, Debbie S AU - Ksaibati, Khaled AU - University of Wyoming, Laramie AU - Mountain-Plains Consortium AU - Wyoming Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Developing a Livability Program for Indian Reservations: A Methodology and Case Study PY - 2015/12 SP - 77p AB - Livability is a fairly new concept well understood in urban areas, but less so in rural areas and Indian reservations. A methodology was developed to identify the important livability issues for Tribal communities and consists of data collection, analysis, and development of the program. The methodology was implemented on the Wind River Indian Reservation (WRIR). Data was collected from a needs determination survey known as the WINDS III, and also from stakeholder and resident surveys. Common livability themes from the different sources of information were discovered. A definition was formulated, which focuses on a community having well-maintained roads with safe pedestrian/bicycle facilities that benefit people by providing access to jobs, health care, and recreational activities and by preserving the culture and sovereignty. The final step in the methodology was to develop a livability program that includes the existing programs and projects. It also will include other programs for future consideration, which address identified issues. Coordination and collaboration is important to the success of a practical livability program and includes engaging the community for feedback and review. This methodology can be implemented on other Indian reservations across the United States and will require coordination with other states, tribal governments, Local Technical Assistance Program (LTAP), and Tribal Technical Assistance Program (TTAP) centers. The commonalities from a broader implementation will provide comparisons and analysis of important issues of livability on Indian reservations, which will help guide tribes to make decisions and better allocate resources for transportation, economic development, and improved quality of life. KW - Case studies KW - Data collection KW - Indian reservations KW - Methodology KW - Quality of life KW - Rural areas KW - Stakeholders KW - Surveys KW - Sustainable development KW - Wind River Indian Reservation UR - http://www.ugpti.org/resources/reports/downloads/mpc15-293.pdf UR - https://trid.trb.org/view/1401489 ER - TY - RPRT AN - 01594609 AU - Johnson, Robert I AU - Atadero, Rebecca A AU - Colorado State University AU - Colorado Department of Transportation AU - Mountain-Plains Consortium AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Innovative and Economical Steel Bridge Design Alternatives for Colorado PY - 2015/12 SP - 180p AB - Simple-made-continuous (SMC) steel bridges are a relatively new innovation in steel bridge design. The SMC concept is a viable solution for steel bridges to recover market share of the bridges constructed in the United States. The majority of SMC bridges currently in use are constructed with concrete diaphragms. This work presents the results analysis and testing of this SMC connection scheme using steel diaphragms. A bridge of this type was constructed by the Colorado Department of Transportation in 2005 and its connections serve as the basis for the research presented herein. Preliminary numerical analysis was performed by hand; this analysis discovered potential design flaws in the current bridge connection. Subsequent numerical analysis using Abaqus finite element analysis software provided results that were indecisive in regard to the flaws found in the hand analysis. The finite element analysis did provide valuable insight into some of the connection behavior. Physical testing was subsequently performed on a full size model of the connection, which verified that there were design flaws in the original design. The results of analysis and physical testing provided information necessary to correct the design flaws and data required for the development of a design methodology for the connection type. KW - Bridge design KW - Colorado KW - Diaphragms (Engineering) KW - Finite element method KW - Laboratory tests KW - Numerical analysis KW - Steel bridges KW - Structural connection UR - http://www.ugpti.org/resources/reports/downloads/mpc15-298.pdf UR - https://trid.trb.org/view/1401325 ER - TY - RPRT AN - 01594601 AU - Bajdek, Christopher AU - Menge, Christopher AU - Mazur, Ruth Anne AU - Pate, Alan AU - Schroeder, Jeremy AU - Harris Miller Miller and Hanson, Incorporated AU - Battelle AU - Federal Highway Administration TI - Recommended Best Practices for the Use of the FHWA Traffic Noise Model (TNM): TNM Object Input, Noise Barrier Optimization, and Quality Assurance PY - 2015/12//Final Report SP - 96p AB - Federal-aid highway projects that require a traffic noise analysis must use the latest version of the Federal Highway Administration Traffic Noise Model (FHWA TNM), according to 23 CFR 772.9(a). While the FHWA TNM provides for the accurate prediction of traffic noise levels along the wayside of a highway, accurate results are not necessarily guaranteed. Accurate results depend upon the quality of the input data and the care with which the user replicates objects in the physical world with objects in the virtual world of the FHWA TNM. This study provides TNM users with the best sources for information and input data that are critical to the development of an accurate model of highway traffic noise. This report provides best practices and guidance related to: (1) Sources of quality geospatial and elevation data, including advice for conducting an online search for such data, (2) Traffic distributions across a multiple-lane highway, (3) Noise barrier optimization, and (4) Quality assurance of TNM models and noise study reports. KW - Best practices KW - Data collection KW - Data quality KW - Noise barriers KW - Optimization KW - Traffic distribution KW - Traffic noise KW - Traffic Noise Model UR - http://www.fhwa.dot.gov/environment/noise/traffic_noise_model/documents_and_references/tnm_best_practices/fhwahep16018.pdf UR - https://trid.trb.org/view/1401477 ER - TY - RPRT AN - 01594592 AU - Connor, Billy AU - Bennett, Larry AU - Alaska University Transportation Center AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - Improving Performance, Knowledge, and Methods to Provide Quality Service and Products PY - 2015/12//Final Report SP - 163p AB - The objectives of this study were to educate staff about the impact of research in Alaska, enhance communication and coordination amongst stakeholders, and formulate a long-term research and implementation research plan for pavement and materials. Education begins with an overview of pavement design, construction and maintenance in Alaska since the 1900’s through a series of webinars. Interviews with five state materials engineers were used to explore best practices. Finally, a workshop focused on developing a coordinated research program and improving implementation activities. The workshop provided a series of recommendations to the Alaska Department of Transportation and Public Facilities which will enhance the value of the departments research program. KW - Alaska Department of Transportation and Public Facilities KW - Best practices KW - Education and training KW - Implementation KW - Pavement design KW - Pavement maintenance KW - Paving KW - Recommendations KW - Research KW - Stakeholders KW - Workshops UR - http://www.dot.state.ak.us/stwddes/research/assets/pdf/4000-149.pdf UR - https://trid.trb.org/view/1401093 ER - TY - RPRT AN - 01594212 AU - Bayless, Steven AU - Guan, Adrian AU - Shaw, Anthony AU - Johnson, Mark AU - Pruitt, Gary AU - Abernathy, Bruce AU - Intelligent Transportation Society of America (ITS America) AU - Federal Highway Administration TI - Recommended Practices for DSRC Licensing and Spectrum Management: A Guide for Management, Regulation, Deployment, and Administration for a Connected Vehicle Environment PY - 2015/12 SP - 41p AB - This document outlines licensing requirements and best practices for deployment Connected Vehicle Dedicated Short Range Communications (DSRC) Roadside Units (RSU) services that support vehicle-to-infrastructure (V2I) communications. It introduces the institutional capacities a public agency or private entity wishing to deploy DSRC RSUs may find it necessary to acquire. It offers guidance on complying with FCC service rules, followed by a discussion of field deployment planning and spectrum management considerations. It also offers guidance on the process for licensing and registering DSRC equipment, including practical considerations for filing with the FCC and process flows for RSU deployment. KW - Compliance KW - Dedicated short range communications KW - Licensing KW - Regulations KW - Spread spectrum communications KW - U.S. Federal Communications Commission KW - Vehicle to infrastructure communications UR - http://ntl.bts.gov/lib/56000/56900/56950/FHWA-JPO-16-267.pdf UR - https://trid.trb.org/view/1400139 ER - TY - RPRT AN - 01593738 AU - Pigman, Jerry G AU - Graves, Clark AU - Rister, Brad AU - Cain, David AU - Tollner, Neil AU - Kentucky Transportation Center AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Update of Data for Estimating ESALs PY - 2015/12 SP - 271p AB - This project involved updating processing traffic characteristics data using a series of quality control and analytical programs to produce an estimate of the following parameters of interest; 1) average daily traffic, 2) percent trucks, 3) percent trucks classified as heavy/coal, 4) axles per truck, 5) axles per heavy/coal truck, 6) equivalent single axle loads (ESALs) per truck axle, 7) ESALs per heavy/coal truck axle, and 8) total ESALs. ESAL estimation parameters used weigh-in-motion (WIM) data collected during 2007, 2011, and 2012–2013 (representing 41 stations); and classification data collected in 2010, 2011 and 2012 (representing 1,669 stations). Computer programs used to process classification data, process weight data, and then combining output to calculate ESALs are contained in the three following programs; 1) CLASS SUMMARY – processes vehicle classification data and produces annual average number of vehicle types at each classification station, 2) LOADOMTR SUMMARY – processes truck weight data to produce axle load distributions by vehicle type, and 3) AGGCALC – processes output form LOADOMTR AND CLASS programs to produce ESAL-related parameters of interest. A flowchart which provides steps of processing data and calculating estimates of ESALs is included in Appendix A and computer code for each of these programs is included in Appendix B. KW - Average daily traffic KW - Computer programs KW - Equivalent single axle loads KW - Estimating KW - Heavy duty trucks KW - Information processing KW - Kentucky KW - Quality control KW - Traffic volume KW - Trend (Statistics) KW - Weigh in motion UR - http://www.ktc.uky.edu/files/2016/02/KTC_15_26_PL21_13_1F.pdf UR - https://trid.trb.org/view/1399141 ER - TY - RPRT AN - 01592012 AU - Brown, Henry AU - Sun, Carlos AU - Edara, Praveen AU - Cope, Timothy AU - Khezerzadeh, Amirhossein AU - University of Missouri, Columbia AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Maintenance of Traffic for Innovative Geometric Design Work Zones PY - 2015/12//Final Report SP - 337p AB - Currently there are no guidelines within the Manual on Uniform Traffic Control Devices (MUTCD) on construction phasing and maintenance of traffic (MOT) for retrofit construction and maintenance projects involving innovative geometric designs. The research presented in this report addressed this gap in existing knowledge by investigating the state of the practice of construction phasing and MOT for several types of innovative geometric designs including the roundabout, single point urban interchange (SPUI), diverging diamond interchange (DDI), restricted-crossing left turn (RCUT), median U-turn (MUT), and displaced left turn (DLT). This report provides guidelines for transportation practitioners in developing construction phasing and MOT plans for innovative geometric designs. This report includes MOT Phasing Diagrams to assist in the development of MOT strategies for innovative designs. The MOT Phasing Diagrams were developed through a review of literature, survey, interviews with practitioners, and review of plans from innovative geometric design projects. These diagrams are provided as a tool to assist in improving work zone safety and mobility through construction of projects with innovative geometric designs. The aforementioned synthesis of existing knowledge documented existing practices for these types of designs. KW - Construction scheduling KW - Geometric design KW - Interchanges and intersections KW - Literature reviews KW - Mobility KW - Retrofitting KW - State of the practice KW - Surveys KW - Work zone safety KW - Work zone traffic control UR - http://lib.dr.iastate.edu/intrans_reports/174/ UR - http://www.intrans.iastate.edu/smartwz/projects/details.cfm?projectID=109 UR - https://trid.trb.org/view/1398663 ER - TY - RPRT AN - 01590505 AU - Lindquist, Will AU - Montney, Rodney AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Comparison of Spacing Factors as Measured by the Air-Void Analyzer and ASTM C457 PY - 2015/12//Final Report SP - 54p AB - The Kansas Department of Transportation (KDOT) began using the Air-Void Analyzer (AVA) in 2001 and first incorporated an AVA spacing factor requirement into paving specifications beginning in late 2002. In 2005, a statewide investigation to evaluate the AVA and specifications began with the collection of 4-inch diameter hardened concrete samples taken at or near locations where the spacing factor was determined with the AVA. The hardened concrete samples were tested to determine the spacing factor in accordance with ASTM C457 (2012), a well-established test method used to determine spacing factors in hardened concrete. A total of 270 data pairs were collected to evaluate KDOT’s current use of the AVA and ASTM C457 tests and to determine if a correlation (either direct or pass-fail criteria) exists between spacing factors obtained with the two methods. Results of the study indicate that average spacing factors obtained with the AVA were 1.67 higher than average spacing factors determined using ASTM C457. A strong direct correlation was not identified between the two test methods, although pass-fail criterion that limits KDOT’s risk of accepting concrete with an inadequate air-void system was identified. KW - Air voids KW - ASTM C457 KW - Concrete pavements KW - Freeze thaw durability KW - Kansas Department of Transportation KW - Spacing KW - Specifications KW - Test procedures UR - http://dmsweb.ksdot.org/AppNetProd/docpop/docpop.aspx?clienttype=html&docid=9468844 UR - https://trid.trb.org/view/1396136 ER - TY - RPRT AN - 01590504 AU - Nsengiyumva, Gabriel AU - Kim, Yong-Rak AU - You, Taesun AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Mid-America Transportation Center AU - Federal Highway Administration AU - Federal Transit Administration AU - Research and Innovative Technology Administration TI - Development of a Semicircular Bend (SCB) Test Method for Performance Testing of Nebraska Asphalt Mixtures PY - 2015/12//Final Report SP - 71p AB - Granted that most distresses in asphalt (flexible) concrete (AC) pavements are directly related to fracture, it becomes clear that identifying and characterizing fracture properties of AC mixtures is a critical step towards a better pavement design. This report examines the testing variables of a reliable and practical semicircular bending (SCB) test for evaluating the fracture characteristics of asphalt concrete mixtures at intermediate service temperature conditions. The first part of this report investigates the repeatability of the SCB fracture test method by integrating a statistical-experimental approach to identify testing variables of the SCB test that result in repeatable test results. Toward this end, five testing variables (the number of testing specimens, specimen thickness, notch length, loading rate, and testing temperature) of the SCB test were investigated due to their significant effects on mixture fracture characteristics. After statistical analysis of 18 specimens tested with a typical testing variables, approximately, five to six specimens/replicates were found to be a reasonable sample size that could properly represent asphalt concrete fracture behavior using the SCB test method. The coefficient of variation (COV) of the mixture fracture energy was used to evaluate the effect of each variable on the repeatability of test results. A range of 1 mm/min. to 5 mm/min. for the loading rate, a notch length from 5 mm to 25 mm, and a specimen thickness of 40 mm to 60 mm and a testing temperature of 15-40°C showed a good repeatability of fracture energy with small COVs (≤15 %). The second part of this work is to investigate the sensitivity of the SCB test using the previously determined testing variables. Fourteen different asphalt concrete (AC) mixtures collected from 12 field construction projects in Nebraska were used in this task. The analysis of variance (ANOVA) test showed statistically significant differences between mixtures at a 95% confidence level. Tukey’s honestly significant difference (HSD) multiple-comparison analysis found similarities within mixtures of same types and differences between mixture types. In addition, the fracture energy of bituminous mixtures increased with increasing amount of virgin asphalt content in mixture. Overall, the SCB test method developed herein proved to be repeatable and sensitive to changes in mixtures, and thus a promising tool for evaluating the fatigue fracture resistance of AC mixtures. KW - Analysis of variance KW - Asphalt concrete pavements KW - Asphalt mixtures KW - Bend tests KW - Fracture mechanics KW - Nebraska KW - Statistical analysis KW - Test procedures UR - http://www.transportation.nebraska.gov/mat-n-tests/research/ACC/FinalReportM022.pdf UR - https://trid.trb.org/view/1396174 ER - TY - RPRT AN - 01590480 AU - Lardoux, Jacques AU - Martinez, Ray AU - Heller, Edward AU - TransCore ITS, LLC AU - New York State Department of Transportation AU - New York State Energy Research and Development Authority AU - Federal Highway Administration TI - Continuation of the Interoperable Coordinated Signal System Deployment in White Plains, New York PY - 2015/12//Final Report SP - 28p AB - The City of White Plains, New York owns and operates an advanced traffic control system (TCS) that monitors and controls over 130 intersections in real time. Its Traffic Department facility is not staffed 24 hours a day, 7 days a week, but two other centers operate 24/7: the City of White Plains Police Department (CWPPD) and the Hudson Valley Transportation Management Center (HVTMC) in Hawthorne, NY. This traffic management center (TMC) is operated by New York State Department of Transportation (NYSDOT) Region 8, which includes Westchester County and six other counties north of New York City. It monitors, collects, and sends real-time traffic information for responding to roadway incidents and taking action to minimize disruptions to travelers. The objective of this project was to provide NYSDOT Region 8 and the CWPPD with real-time data on roadway arterials available from City of White Plains’ TCS. Although the city’s traffic signals are currently not monitored during nights and weekends, they would be operated and controlled from the HVTMC. All intersection controllers are monitored once-per-second in real-time, and multiple control strategies can be applied. Intersections can operate in multiple control modes including central time-of-day (CTOD), local time-of-day (LTOD), free, manual, and traffic-responsive (TR). As a result of this project, the agencies will be able to coordinate in managing incidents and monitoring the City of White Plains’ signals at all times. KW - Coordination KW - Data collection KW - Real time information KW - Signalized intersections KW - Traffic control centers KW - Traffic signal control systems KW - White Plains (New York) UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-11-58%20Final%20Report%20_12-2015.pdf UR - https://trid.trb.org/view/1394986 ER - TY - SER AN - 01588722 JO - TechBrief PB - Federal Highway Administration TI - Safety Evaluation of Wet-Reflective Pavement Markings PY - 2015/12 SP - 8p AB - This document is a technical summary of the Federal Highway Administration report, Safety Evaluation of Wet-Reflective Pavement Markings (FHWA-HRT-15-065). The Federal Highway Administration (FHWA) organized 38 States for the FHWA Evaluation of Low-Cost Safety Improvements Pooled Fund Study as part of its strategic highway safety plan support effort. The purpose of the study is to evaluate the safety effectiveness of several low-cost safety improvement strategies through scientifically rigorous crash-based studies. One of the strategies selected for evaluation for this study was the application of wet-reflective pavement markings. This strategy involves upgrading existing markings from standard marking materials to wet-reflective markings, which may be applied as a paint, tape, or thermoplastic material. These markings are designed to provide an improved level of retroreflectivity during wet road surface conditions. KW - Crash data KW - Evaluation KW - Retroreflectivity KW - Road markings KW - Traffic safety KW - Wet weather UR - http://www.fhwa.dot.gov/publications/research/safety/15083/15083.pdf UR - https://trid.trb.org/view/1395978 ER - TY - RPRT AN - 01587777 AU - Howell, Brian AU - Agent, Ken AU - Green, Eric AU - Kentucky Transportation Center AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Creating a Highway Information System for Safety Roadway Features PY - 2015/12 SP - 32p AB - Roadway departures are the leading cause of roadside fatalities. The Kentucky Transportation Cabinet (KYTC) has undertaken a number of roadside safety measures to reduce roadway departures. Specifically, KYTC has installed several low-cost, systemic roadway safety treatments to Kentucky’s roadways in recent years. These treatments include cable barriers, high friction surface treatments (HFST), rumble stripes, and Safety Edges. KYTC has installed approximately 44 cable barrier systems over 265 miles of roadway,112 HFST applications over 20 miles of roadway, 750 rumble stripe installations over 2,500 miles of roadway, and 147 Safety Edge treatments on 580 miles of roadway. The project team developed a complete inventory for safety measure installations, including their locations and select characteristics. This information was collected through interviews, KYTC databases, KYTC contract proposals, Kentucky Transportation Center (KTC) studies, and onsite assessments. These data served as inputs into KYTC’s statewide highway model. ArcMap was used to reference locations of the inventoried safety treatments. All safety measure installations were compiled into a comprehensive Excel database. The database is a tool that will allow policy makers and transportation agencies to evaluate the effectiveness, cost, and benefits of roadway safety treatments. KW - Barriers (Roads) KW - Databases KW - Friction course KW - Highway safety KW - Inventory KW - Kentucky KW - Location KW - Rumble strips UR - http://dx.doi.org/10.13023/KTC.RR.2015.25 UR - https://trid.trb.org/view/1391929 ER - TY - RPRT AN - 01587771 AU - Phares, Brent AU - Cronin, Meghan AU - Iowa State University, Ames AU - Accelerated Bridge Construction University Transportation Center (ABC-UTC) AU - Department of Transportation AU - Federal Highway Administration AU - Iowa Department of Transportation TI - Synthesis on the Use of Accelerated Bridge Construction Approaches for Bridge Rehabilitation PY - 2015/12//Final Report SP - 74p AB - Accelerated bridge construction (ABC) has received significant research attention in recent years. For the most part, these research endeavors have focused on means and methods for decreasing impact to the traveling public during new bridge construction. At the same time, great opportunities exist to further reduce traffic impacts by decreasing construction time associated with bridge repair and rehabilitation. Most bridges undergo several small and one or two major rehabilitations during their useful lives and decreasing the traffic impacts during these events could have significant societal benefits. Fortunately, many of the new construction concepts may be able to be adapted for use in rehabilitation scenarios. In still other cases, new means and methods may be needed. This research completes a synthesis of available rehabilitation alternatives and solutions that could be used by practitioners to complete rapid rehabilitation projects. In some cases, these alternatives are adaptations of new construction methods and, in others, they are strictly for rehabilitation activities. This synthesis provides a comprehensive summary of available solutions. KW - Alternatives analysis KW - Bridge construction KW - Highway bridges KW - Rehabilitation (Maintenance) UR - http://www.intrans.iastate.edu/research/documents/research-reports/ABC_for_rehab_synthesis_w_cvr.pdf UR - https://trid.trb.org/view/1395561 ER - TY - RPRT AN - 01587743 AU - Wilmot, Chester AU - Bian, Ruijie AU - Greensword, Marlon AU - Shams, Alaa AU - Louisiana Transportation Research Center AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Identifying Local Transit Resources for Evacuation PY - 2015/12//Final Report SP - 125p AB - The purpose of this project was to establish an inventory of transit vehicles used by special needs and human services organizations in coastal Louisiana, and to incorporate the information into a geographic information system (GIS) that would allow queries on the database. The data was collected by means of a mail out/mail back survey within the context of transportation needs in an emergency. Online ArcGIS was used to allow quick assessment of transit resources and transportation demand that will arise in an emergency. Transportation demand from the general public was estimated recognizing the daily migration of the population and their location at different times of the day. The study found that the organizations surveyed were, in general, not enthusiastic about establishing an inventory of special needs and human services transit resources (a survey response rate of only 12% was obtained). However, the vehicles they have at their disposal represent a substantial resource of specialized transportation. In addition, their drivers are a valuable resource in that they are generally well trained in catering to the special needs of their clients, and approximately one-half of them are prepared to provide their services in an emergency. The study concluded that means must be found to obtain greater participation of these organizations in establishing a full inventory and cooperating with each other during emergencies. KW - Coasts KW - Disaster preparedness KW - Evacuation KW - Geographic information systems KW - Inventory KW - Louisiana KW - Paratransit services KW - Social service agencies KW - Surveys KW - Transportation disadvantaged persons UR - http://www.ltrc.lsu.edu/pdf/2015/FR_556.pdf UR - https://trid.trb.org/view/1394688 ER - TY - RPRT AN - 01587715 AU - Kim, Sojung AU - Son, Young-Jun AU - Jeffers, Mary Anne AU - Williams, Jason AU - Chiu, Yi-Chang AU - University of Arizona, Tucson AU - George Mason University AU - Leidos AU - Textron Systems AU - Federal Highway Administration TI - Agent-Based Modeling and Simulation in the Dilemma Zone PY - 2015/12//Final Report SP - 57p AB - The goal of this study is to develop a realistic dilemma zone (DZ) model that considers the effects of factors surrounding vehicles at an intersection, particularly focusing on driver decisionmaking behavior, such as the presence of a pedestrian countdown signal, a red-light photo enforcement camera, and the actions of an adjacent vehicle. The Federal Highway Administration’s Highway Driving Simulator (HDS) was used to collect drivers’ responses as a function of facility speed limit and whether the driver was in a hurry. From these responses, a DZ model was developed via agent-based modeling and simulation (ABMS) under the extended belief-desire-intention (E-BDI) framework. This framework represents uncertain perception and decision behaviors of humans in a probabilistic manner. To demonstrate and validate the proposed approach, the drivers’ actions under two circumstances were compared: (1) drivers only knew the approach speed and distance to the stop (i.e., internal information); and (2) drivers knew the internal information as well as external information, such as presence of a pedestrian countdown signal or presence of a red-light photo enforcement camera, and the behavior of an adjacent vehicle. The experiments indicate that sufficient external information could accurately predict the decisions of drivers and thus reduce the number of red-light violations that could potentially cause accidents at an intersection. In addition, the proposed E-BDI-based DZ model allowed us to consider the physical interactions between vehicles such that it provides realistic prediction results of drivers under various traffic conditions. KW - Automated enforcement KW - Behavior KW - Cameras KW - Decision making KW - Dilemma zone KW - Drivers KW - Driving simulators KW - Intersections KW - Red light running KW - Traffic signals UR - http://www.fhwa.dot.gov/advancedresearch/pubs/15082/15082.pdf UR - https://trid.trb.org/view/1391869 ER - TY - RPRT AN - 01587712 AU - Von Quintus, Harold L AU - Rao, Chetana AU - Irwin, Lynne AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Long-Term Pavement Performance Program Determination of In-Place Elastic Layer Modulus: Backcalculation Methodology and Procedures PY - 2015/12//Draft Final Report SP - 182p AB - Deflection data have been measured at periodic intervals with a falling weight deflectometer on all rigid, flexible, semi-rigid, and rehabilitated pavement test sections included in the Long-Term Pavement Performance (LTPP) program. A common use of deflection data is to backcalculate in-place layered elastic modulus values. The Federal Highway Administration sponsored earlier studies to backcalculate elastic layer modulus values from deflection basins measured on all LTPP test sections and included those computed values in the LTPP database. While the earlier studies focus on the use of nonlinear methods and were considered to have minimal success, some of the methods used have advanced within the past decade. As such, there was a need to revisit the methods used to improve on the results. This report summarizes all activities completed to backcalculate the elastic layered modulus from deflection basins measured on all test sections included in the LTPP program. Specifically, the report documents the tools, data analyses, backcalculation and forward calculation packages, and procedures used to calculate, on a production basis, the in-place elastic layer modulus of the LTPP test sections. Multiple packages (including BAKFAA, EVERCALC©, MICHBACK©, MODULUS, MODCOMP©, and the area and best fit methods) were considered and evaluated for estimating layered elastic modulus values on a production basis. The methods used in production for backcalculating elastic layer moduli include a combination of EVERCALC© and MODCOMP© for all types of pavements and the best fit method for rigid pavements. The methods and procedures, including the pre- and post-processing tools, have been automated so the results can be recreated by others not directly involved in development of the tools and procedures. The report also summarizes the results from the production runs to calculate the elastic layered modulus of flexible and rigid pavements (new construction and rehabilitation) as well as demonstrate the application and use of the results. KW - Backcalculation KW - Deflection KW - Flexible pavements KW - Long-Term Pavement Performance Program KW - Methodology KW - Modulus of elasticity KW - Pavement performance KW - Rigid pavements KW - Test sections UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/15036/15036.pdf UR - https://trid.trb.org/view/1391870 ER - TY - RPRT AN - 01587695 AU - Reinhall, Per G AU - Dardis, Tim AU - Dahl, Peter H AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Underwater Noise Reduction of Marine Pile Driving Using a Double Pile PY - 2015/12//Research Report SP - 69p AB - Impact pile driving of steel piles in marine environments produces extremely high sound levels in the water. It has been shown that current pile driving noise attenuation techniques, such as bubble curtains and cofferdams, provide limited noise reduction because significant noise is transmitted through the sediment into the water. Similarly, the effectiveness of surrounding the pile in the water with a double walled steel tube was shown in an earlier Washington State Department of Transportation (WSDOT) study to be limited. To address this problem, a double walled pile has been developed to decrease the total noise transmitted into the water. The double walled pile consists of two concentric tubes connected by a special driving shoe, with an air gap between the two tubes. The double walled pile is driven into the sediment by using traditional equipment to strike the inner tube only. The air gap between the inner and outer tube prevents the radial deformation wave produced by the pile hammer from interacting with the water and the sediment. This report discusses the design of the double wall pile and presents the results from finite element modeling of the pile, scaled prototype testing, and full-scale field testing in Commencement Bay, Puget Sound, Washington. The tests showed that the double walled piles reduce the peak sound pressure over 20 dB relative to single walled piles at a range of approximately 8 meters. They also showed that, in contrast, only a 3- to 6-dB reduction is obtained when a bubble curtain is used on a full-scale, single walled pile. KW - Design KW - Field tests KW - Finite element method KW - Noise control KW - Pile driving KW - Piles (Supports) KW - Puget Sound KW - Sound transmission KW - Underwater sound UR - http://www.wsdot.wa.gov/research/reports/fullreports/849.1.pdf UR - http://ntl.bts.gov/lib/56000/56700/56790/849.1.pdf UR - https://trid.trb.org/view/1394687 ER - TY - RPRT AN - 01587694 AU - Chen, Mei AU - Zhang, Xu AU - Kentucky Transportation Center AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Methodology Update for Estimating Volume to Service Flow Ratio PY - 2015/12//Final Report SP - 38p AB - Volume/service flow ratio (VSF) is calculated by the Highway Performance Monitoring System (HPMS) software as an indicator of peak hour congestion. It is an essential input to the Kentucky Transportation Cabinet’s (KYTC) key planning applications, such as highway adequacy rating. After the Federal Highway Administration (FHWA) reassessed the HPMS, the standalone HPMS software was no longer supported. This conclusion was based on the 2000 Highway Capacity Manual (HCM2000). As a result, the peak capacity and VSF estimates based on the submittal file are no longer available to KYTC. The calculation of VSF ratios requires annual average daily traffic (AADT), K factor, directional factor, and peak capacity as inputs. Previously, peak capacity was calculated by the HPMS software. The calculation method had limitations; it did not take into consideration certain information that may affect the VSF, such as the availability of a truck-climbing lane. Researchers in this study developed a Microsoft Access-based tool for KYTC that estimated peak capacity and VSF. They adapted the approach to ensure compliance with HCM2010. The tool required pre-processing the Highway Information System (HIS) extract to eliminate empty cells by either excluding segments with missing data or by imputing the values of the missing item(s). Often, a short segment was misclassified as a multilane highway or an urban two-lane or three-lane facility. Analyses indicated that VSF can provide a modest amount of information on a segment’s level of traffic congestion. However, it does not reflect variations in travel time (or speed), which may greatly contribute to user experience on the highway. A post-processing step may also be needed to mitigate the impact of short segments in the input data. The future of VSF as the sole measure of congestion performance should be evaluated. KW - Highway capacity KW - Highway Capacity Manual 2010 KW - Highway Performance Monitoring System KW - Kentucky KW - Methodology KW - Peak hour traffic KW - Traffic flow KW - Traffic models KW - Traffic volume UR - http://www.ktc.uky.edu/files/2015/12/KTC_15_27_PL22_13_1F.pdf UR - https://trid.trb.org/view/1391867 ER - TY - RPRT AN - 01587648 AU - Morton, Tom AU - Woodward Communications AU - Federal Highway Administration TI - Next Generation Traffic Control Systems Workshop Summary Report PY - 2015/12 SP - 42p AB - On February 3-4, 2015, at the Turner-Fairbank Highway Research Center in McLean, Virginia, the Federal Highway Administration's Office of Operations Research and Development, with support from the Exploratory Advanced Research Program, convened the 2-day workshop "Next Generation Traffic Control Systems." The purpose of this workshop was to bring together researchers and technology developers from industry, academia, and public agencies to discuss the direction of technological advances in traffic control systems and sensors. KW - Highway traffic control systems KW - Sensors KW - Technological innovations KW - Traffic control KW - Traffic signal control systems KW - Workshops UR - http://www.fhwa.dot.gov/advancedresearch/pubs/15085/15085.pdf UR - https://trid.trb.org/view/1394941 ER - TY - RPRT AN - 01587635 AU - Gambatese, John A AU - Jafarnejad, Ali AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Evaluation of Radar Speed Display for Mobile Maintenance Operations PY - 2015/12//Final Report SP - 187p AB - Roadway maintenance projects often require working during nighttime hours in close proximity to ongoing traffic and may reduce traffic flow to a single lane while work is undertaken. In many cases the work is of short duration and a mobile operation. The Oregon Department of Transportation has conducted several research studies to identify best practices for traffic control during maintenance work. Radar speed signs (RSSs) are a traffic control device that has shown promise for positively affecting driver behavior and reducing speeds. RSSs use radar technology to measure the speed of oncoming vehicles and display the vehicle speed and accompanying messages to the drivers. This research study evaluated the impact of truck-mounted RSSs on vehicle speeds in maintenance work zones and identified best practices for their use as part of mobile and stationary maintenance work operations. The research study includes four case studies on multi-lane maintenance projects in Oregon. On each case study, the researchers conducted two periods of testing: one with the RSS display turned on and one without the RSS display turned on, and recorded vehicle speeds. The research findings indicate that vehicle speeds are typically lower and there is less variation in speeds between adjacent vehicles with the RSS turned on. Based on the findings, the researchers recommend use of truck-mounted radar speed signs during mobile maintenance operations on high-speed roadways. KW - Best practices KW - Case studies KW - Evaluation KW - Multilane highways KW - Oregon KW - Speed control KW - Speed detectors KW - Speed signs KW - Traffic speed KW - Work zone traffic control KW - Work zones UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/RSS_Final_Report_OR_RD_16_09.pdf UR - https://trid.trb.org/view/1394685 ER - TY - RPRT AN - 01587605 AU - Walton, Jennifer R AU - Spellman, Mark S AU - Crabtree, Joseph D AU - Kentucky Transportation Center AU - Multimodal Transportation and Infrastructure Consortium AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Evaluation of Thermal Imaging Technology for Commercial Vehicle Screening PY - 2015/12 SP - 28p AB - Brake and tire violations are common problems identified through commercial vehicle inspections. Identifying and correcting these types of problems before a crash occurs can produce significant safety benefits. Thermal imaging technology can be used by commercial vehicle enforcement to screen vehicles as they approach a weigh station to determine if they may have flat tires and inoperable brakes. The vehicles do not have to be stopped at a weigh station to be screened. Kentucky currently has three stations outfitted with thermal imaging technology. The objectives of this study were to evaluate the benefits of using the thermal imaging cameras to identify brake and tire problems and to develop recommendations for how enforcement personnel can receive the most benefits from this technology. The data presented in this report include: 1) a summary of previous research, 2) evaluations of the technology, 3) on-site data collection at a Kentucky weigh station, 4) an interview with one of Kentucky’s primary users of the technology, and 5) an analysis of Kentucky inspection data, specifically, brake and tire violations and vehicle out-of-service (OOS) rates. A Federal Motor Carrier Safety Administration (FMCSA) evaluation concluded that the OOS rate for vehicles pinpointed via thermal imaging camera systems was 59 percent, whereas the OOS rate for conventional inspection was only 19 percent. Facilities with a thermal imaging system recorded a higher percentage of tire and brake violations per inspection as well as a higher vehicle out-of-service (VOOS) rate than facilities without a thermal imaging camera. However, the effectiveness of thermal imaging technology was significantly influenced by whether law enforcement embraced it as well as by inspectors’ proficiency operating the systems. This study recommends that enforcement staff who can access thermal imaging technology receive periodic training on its operation, then graduate to a practicum that lets them use the technology under expert supervision. Promotional materials that highlight the value of thermal imaging technologies should be distributed to all Kentucky enforcement personnel. In addition, methods and enforcement mechanisms should be identified so that personnel can be held accountable for using the technology. KW - Brakes KW - Commercial vehicles KW - Evaluation KW - Inspection KW - Kentucky KW - Law enforcement KW - Recommendations KW - Technology assessment KW - Thermal imagery KW - Tires UR - http://www.ktc.uky.edu/files/2015/12/KTC_15_19_MTIC7_14_1F.pdf UR - https://trid.trb.org/view/1391918 ER - TY - RPRT AN - 01584399 AU - Washer, Glenn AU - Trial, Mike AU - Jungnitsch, Alan AU - Nelson, Seth AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Field Testing of Hand-Held Infrared Thermography, Phase II PY - 2015/12//Interim Report SP - 104p AB - This report describes research completed to develop and implement infrared thermography, a nondestructive evaluation (NDE) technology for the condition assessment of concrete bridge components. The overall goal of this research was to develop new technologies to help ensure bridge safety and improve the effectiveness of maintenance and repair. The objectives of the research were to: (1) Quantify the capability and reliability of thermal imaging technology in the field; (2) Field test and validate inspection guidelines for the application of thermal imaging for bridge inspection; and (3) Identify and overcome implementation barriers. The project provided hand-held infrared cameras to participating state Departments of Transportation (project partners), trained individuals from these states in camera use, and conducted field tests of the technology. The reliability of the technology was assessed, and previously developed Guidelines for field use were evaluated through systematic field testing. The implementation of infrared thermography within the participating states was studied during the course of the research to identify implementation challenges experienced by users of the technology. Finite element modeling of the thermal behavior of concrete under typical environmental conditions was also completed to study the effects of defect depth and thickness and the effect of asphalt overlays. Overall, the verification testing and results reported through the implementation study showed that the Guidelines provided suitable conditions for detection of subsurface damage in concrete. KW - Bituminous overlays KW - Concrete bridges KW - Condition surveys KW - Field tests KW - Finite element method KW - Guidelines KW - Implementation KW - State departments of transportation KW - Technology assessment KW - Thermographs UR - http://library.modot.mo.gov/RDT/reports/TRyy1144/cmr16-007.pdf UR - http://library.modot.mo.gov/RDT/reports/TRyy1144/cmr16-007A-D.pdf UR - https://library.modot.mo.gov/RDT/reports/TRyy1144/cmr16-007_Final.pdf UR - https://trid.trb.org/view/1378076 ER - TY - RPRT AN - 01584397 AU - Anderson, Keith W AU - Russell, Mark AU - Uhlmeyer, Jeff S AU - Weston, Jim AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Kwik Bond Polymers® High Friction Surface Treatment PY - 2015/12//Final Report SP - 46p AB - High friction surface treatment (HFST) was applied to two on-ramps in the Seattle urban area to improve friction resistance. The ramps were high accident locations. The system applied was polyester resin binder and calcined bauxite aggregate. Testing of the completed HFST resulted in average friction numbers (FN40R) ranging from 75 to 86 with no individual value below 72. An evaluation period of five years is planned to monitor the performance of the HFST. At the end of the five-year period, a final report will be written which summarizes the friction and performance characteristics of the application, its effectiveness at reducing collisions, its cost effectiveness and recommendations on the future use of the high friction surface treatments. KW - Binders KW - Friction KW - Friction course KW - On ramps KW - Paving KW - Seattle (Washington) KW - Surface treating UR - http://www.wsdot.wa.gov/research/reports/fullreports/851.1.pdf UR - http://ntl.bts.gov/lib/56000/56700/56767/851.1.pdf UR - https://trid.trb.org/view/1377956 ER - TY - RPRT AN - 01584394 AU - Sacco, Maggie AU - HS InFocus AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Transportation Library Connectivity and Development Pooled Fund Study, Final Report PY - 2015/12//Final Report SP - 57p AB - This report is a record of the major activities and accomplishments of the Transportation Library Connectivity and Development pooled fund study, TPF-5(237), from its approval by the Federal Highway Administration (FHWA) in 2010 through its fifth and final annual meeting in August 2015. To deal with the overwhelming amount of valuable information produced by transportation agencies available in digital and physical formats, the transportation sector needs to engage libraries and leverage the specialized skills and systematic approach of professional librarians to effectively locate and curate this information. The Transportation Library Connectivity and Development pooled fund study is a continuation of the work of the previous study, TPF-5(105). In response to the recommendations of the previous study, a functional library consortium was established. This consortium offered members opportunities to enhance and improve services to their customers, while reducing costs and to prepare for federally funded scientific research and data policy changes, the Moving Ahead for Progress in the 21st Century Act (MAP 21) and the evolution of the National Transportation Library. A new pooled fund study, to be led by Missouri Department of Transportation, is being planned to build upon the achievements of this study. KW - Information dissemination KW - Libraries KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - National Transportation Library KW - Strategic planning KW - Transportation departments UR - http://library.modot.mo.gov/RDT/reports/TRyy1127/cmr16-005.pdf UR - https://trid.trb.org/view/1378077 ER - TY - RPRT AN - 01584085 AU - Federal Highway Administration TI - Case Studies in Delivering Safe, Comfortable, and Connected Pedestrian and Bicycle Networks PY - 2015/12 SP - 81p AB - To better understand the different ways in which communities are improving their pedestrian and bicycle networks, Federal Highway Administration (FHWA) Division Offices gathered and compiled examples of pedestrian and bicycle network improvement projects initiated by state departments of transportation (DOTs), metropolitan planning organizations (MPOs), counties, cities, and other local entities. The effort identified a total of 86 projects from all States, the District of Columbia, and Puerto Rico, each of which highlighted a project that was intended to improve the transportation network for pedestrians and bicyclists. The network examples were used to develop brief case studies of successful projects. Examples were identified, evaluated, and categorized into several key project types, including: Planning and Prioritization, Shared Use Paths, Corridor Improvements, Bridges, On-Road Facilities, and Intersections and Crossing Improvements. The examples provide agencies with ideas about how they can improve networks for pedestrians and bicyclists and will serve as a source of inspiration for communities who are interested in making network improvements. KW - Bicycle facilities KW - Bridges KW - Case studies KW - Construction projects KW - Highway corridors KW - Improvements KW - Intersections KW - Pedestrian areas KW - Strategic planning KW - Transportation planning KW - United States UR - http://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/network_report/network_report.pdf UR - https://trid.trb.org/view/1377557 ER - TY - SER AN - 01583649 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Al-Qadi, Imad L AU - Ozer, Hasan AU - Lambros, John AU - Khatib, Ahmad El AU - Singhvi, Punit AU - Khan, Tamim AU - Rivera-Perez, José AU - Doll, Berangere AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Testing Protocols to Ensure Performance of High Asphalt Binder Replacement Mixes Using RAP and RAS PY - 2015/12//Final Report IS - 15-017 SP - 209p AB - The use of reclaimed asphalt pavement (RAP) and recycled asphalt shingles (RAS) in asphalt concrete (AC) mixtures can reduce demand for virgin aggregates and asphalt binder, bringing environmental and economic benefits. However, replacing virgin asphalt binder in AC mixtures poses challenges in terms of mixture volumetrics and low-temperature cracking, fatigue cracking, and other deterioration related to cracking. To counter these effects, softer virgin asphalt binder grades or modifying agents are used to improve production consistency. The purpose of this study was to develop and evaluate protocols, procedures, and specifications for testing engineering properties and performance of AC mixtures with high amounts (up to 60%) of RAP and RAS. The criteria for selection of the test method were (1) statistically significant spread in test outcome, representing a mix’s cracking resistance; (2) applicability and seamless implementation; (3) correlation to other independent test methods and engineering intuition; and (4) correlation to field performance. A practical test method, the Illinois modified semi-circular bending test (IL-SCB) was developed that can be readily implemented to quantify AC mixture’s cracking potential. In addition, a flexibility index (FI) was introduced to determine cracking resistance in a consistent way. The IL-SCB showed consistent and repeatable trends for changes in AC mix design properties. The developed FI was shown to provide greater separation between AC mixes to capture some of the changes that could not be captured by fracture energy alone. This approach does not enforce any limits on any AC mixture design characteristics, such as RAP and RAS content, or other alternative materials or technologies. Instead, it categorizes AC mixes based on their performance index. Hence, this approach encourages innovation and sustainability at the same time. KW - Asphalt concrete pavements KW - Bituminous binders KW - Cracking KW - Field tests KW - Flexural strength KW - Mix design KW - Reclaimed asphalt pavements KW - Recycled materials KW - Test procedures UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=3713 UR - http://ntl.bts.gov/lib/56000/56700/56773/FHWA-ICT-15-017.pdf UR - https://trid.trb.org/view/1377418 ER - TY - RPRT AN - 01583591 AU - Darnell, James AU - Bell, Chris A AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Performance Based Selection of RAP/RAS in Asphalt Mixtures PY - 2015/12//Final Report SP - 107p AB - Asphalt pavement technology has been driven by a desire to reduce the consumption of virgin oil products and improve the sustainability of vital ingredients required to produce pavement. The goal of the research study described in this report is to develop a strategy to select the type/quantity of recycled material, and PG grade for the virgin binder, of an asphalt mix to provide optimum performance in a given environment. This study compared the performance one mix design with five different quantities and combinations of recycled asphalt pavement (RAP) and recycled asphalt shingles (RAS) using an Asphalt Mixture Performance Tester (AMPT). Three different PG graded binders were utilized. Based on the measurements of dynamic modulus and phase angles from the AMPT, it was concluded that a high RAP mixture with a soft binder grade could perform similarly to a low RAP mixture with a harder binder grade. Mixtures using RAS have different performance characteristics than those using RAP only. These mixtures were less susceptible to changes in loading frequency and temperature. KW - Asphalt Mixture Performance Tester KW - Asphalt mixtures KW - Binders KW - Dynamic modulus of elasticity KW - Mix design KW - Pavement performance KW - Recycled materials UR - http://ntl.bts.gov/lib/56000/56700/56780/SPR755_RAP-RAS_final.pdf UR - https://trid.trb.org/view/1377472 ER - TY - RPRT AN - 01583584 AU - Dixon, Karen AU - Dai, Yizhen AU - Zhou, Yanfen AU - Avelar, Raul AU - Narula, Sukrit AU - Texas A&M Transportation Institute AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Effective Measures to Restrict Vehicle Turning Movements PY - 2015/12//Final Report SP - 126p AB - This study evaluated alternatives to raised/non-traversable medians on driveways and approaches. Raised medians are often considered as an effective technique to limit direct left-turns that may be due to a significant number of conflict points. The raised medians provide an added benefit of improved corridor aesthetics. This research effort specifically reviewed a variety of turn restriction alternatives to determine how effective they may be in addressing the safety and operational needs of the transportation network while still considering contextual sensitivities. The turn restrictions evaluated in this report are broadly separated into three categories: turn restrictions located only at the access point, turn restrictions located only in the roadway (typically some sort of median configuration), and combined turn restriction configurations. The literature review also identified the jug handle and roundabout design that could be considered to restrict turning maneuvers, but this research did not extend to these two infrastructure alternatives. The research team performed field evaluations in Oregon and Texas to determine the effectiveness of various turn restriction configurations. For the Oregon locations, the research team also evaluated recent crash histories to determine if turn restrictions were linked to observed crashes. In addition, the research team performed micro-simulation evaluations to identify the operational impacts of the various turn maneuver restrictions. KW - Alternatives analysis KW - Crash data KW - Field studies KW - Highway design KW - Highway safety KW - Intersections KW - Literature reviews KW - Microsimulation KW - Oregon KW - Texas KW - Turning traffic UR - http://ntl.bts.gov/lib/56000/56700/56726/SPR766_RestrictVehicleTurningMovement_Final.pdf UR - http://ntl.bts.gov/lib/56000/56700/56726/SPR766_RestrictVehicleTurningMovements_UserGuide.pdf UR - https://trid.trb.org/view/1376588 ER - TY - SER AN - 01583522 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Hawkins, Neal AU - Smadi, Omar AU - Knickerbocker, Skylar AU - Pike, Adam AU - Carlson, Paul AU - Iowa State University, Ames AU - Texas Transportation Institute AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluating All-Weather Pavement Markings in Illinois: Volume 1 PY - 2015/12 IS - 15-018 SP - 65p AB - Pavement markings provide critical guidance to motorists, especially under dark (non-lighted) conditions. However, the ability to see these pavement markings on a wet, rainy night is problematic given that the presence of water considerably decreases pavement marking retroreflectivity. This project evaluated the performance of several all-weather pavement marking products in an effort to provide guidance on their use on Illinois Department of Transportation (IDOT) roadways. In addition, a laboratory evaluation was completed in an effort to simulate degradation mechanisms of these pavement markings so that future all-weather materials can be evaluated in a timely manner within the lab versus public roadway. The study found that only 15% of the all-weather products provided a retroreflectivity of 50 millicandelas per meter squared per lux (mcd/m²/lux), which is noted as (mcd) within this report, under continuous wetting conditions. The lab evaluation showed some promise for the dry retroreflectivity performance given that data variability was low and there was good correlation initially with the field data. The correlation was not as good, however, as the markings aged, and correlation in the wet conditions was not good. KW - Evaluation KW - Field tests KW - Illinois KW - Laboratory tests KW - Rain KW - Retroreflectivity KW - Road marking materials KW - Road markings UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=3704 UR - http://ntl.bts.gov/lib/56000/56700/56737/FHWA-ICT-15-018.pdf UR - https://trid.trb.org/view/1377214 ER - TY - RPRT AN - 01584092 AU - Federal Highway Administration TI - Intersection & Interchange Geometrics PY - 2015/11/30 SP - 2p AB - About half of all severe crashes in the U.S. are intersection related. Left-turns represent a large portion of the intersection safety concern. As part of the safety focus area of the Every Day Counts (EDC) initiative, the Federal Highway Administration (FHWA) is promoting several proven techniques to improve the safety of intersections by strategically eliminating or relocating the left-turn conflicts. In this document the benefits of diverging diamond interchanges, displaced left-turn intersections, U-turn intersections, and modern roundabouts are reviewed. KW - Geometric design KW - Highway safety KW - Highway traffic control KW - Interchanges and intersections KW - Left turns KW - State of the practice UR - https://www.fhwa.dot.gov/innovation/everydaycounts/edc-2/pdfs/edc_intersection_21.pdf UR - https://trid.trb.org/view/1377949 ER - TY - ABST AN - 01581056 TI - Engineered Flowable Fill Bridge Approaches plus Abutment and Culvert Backfill using Inexpensive Recycled Materials AB - The key issues for this research are to: define the design and construction criteria for proper backfill envelope or fill material placement in specific applications, understand how the characteristics of its components may relate to the properties of CLSM, and determine how the required properties will be monitored in the field. KW - Backfill soils KW - Bridge abutments KW - Bridge approaches KW - Culverts KW - Flowable fill KW - Recycled materials UR - http://www.pooledfund.org/Details/Study/101 UR - https://trid.trb.org/view/1375592 ER - TY - ABST AN - 01581070 TI - Application of Global Positioning Systems (GPS) for Transportation Planning AB - No summary provided. KW - Global Positioning System KW - Transportation Planning Board UR - http://www.pooledfund.org/Details/Study/474 UR - https://trid.trb.org/view/1375579 ER - TY - ABST AN - 01581120 TI - Construction of Low-Cracking High-Performance Bridge Decks Incorporating New Technology AB - The purpose of this study is to implement new technologies in conjunction with low-cracking high-performance concrete bridge specifications to improve bridge deck life through reduction of cracking. The work involves cooperation between state departments of transportation (DOTs), material suppliers, contractors, and designers. See scope of work. KW - Bridge decks KW - Construction KW - Contractors KW - Cracking KW - Service life KW - State departments of transportation KW - Technological innovations UR - http://www.pooledfund.org/Details/Study/585 UR - https://trid.trb.org/view/1375557 ER - TY - ABST AN - 01581121 TI - Avalanche Research Pool AB - The study's mission is to support collaborative research efforts in the field of avalanche hazard assessment and mitigation, with the goal of improving the safety, efficiency, and quality of control efforts, along with providing better information gathering and analysis techniques and seamless integration of new technologies to further these goals. The participation of many transportation related agencies in this study will also further cooperation in this industry, leading to improved future development of beneficial technologies and improved sharing of information and avalanche data, greatly furthering the safety, efficiency, and quality of the work done in this field for all relevant agencies. KW - Avalanches KW - Cooperation KW - Evaluation and assessment KW - Hazard analysis KW - Information dissemination KW - Quality control KW - Risk assessment KW - Technological innovations UR - http://www.pooledfund.org/Details/Study/586 UR - https://trid.trb.org/view/1375556 ER - TY - ABST AN - 01581054 TI - Simplified CPT Performance-Based Assessment of Liquefaction and Effects AB - Conventional “pseudo-probabilistic” procedures to evaluate liquefaction triggering and its effects have been shown through recent research to produce estimates of liquefaction factor of safety at inconsistent and often unacceptable levels of risk. These errors are introduced through the incorrect assumption that using probabilistic ground motions in a deterministic liquefaction analysis will yield a probabilistic estimate of liquefaction factor of safety. The inconsistent consideration of liquefaction risk could contribute to undesirable performance or even collapse of various important structures such as bridges or retaining walls in the event of an earthquake. Conversely, the inconsistent consideration of liquefaction risk could also potentially contribute to the unnecessary and expensive over-design of liquefaction mitigation alternatives. Utilization of a fully-probabilistic or performance-based liquefaction triggering procedure, which considers both uncertainty in the seismic loading and the liquefaction triggering relationship, could effectively solve these problems. Furthermore, probabilistic evaluation of liquefaction triggering could potentially be taken into account when considering liquefaction effects such as lateral spreading or free-field liquefaction settlements. However, current performance-based liquefaction procedures (e.g. Kramer & Mayfield 2007) are quite complex and beyond the level of practical application for most practicing engineers. Additionally, available performance-based methods generally focus on using the standard penetration test (SPT). Increasingly, the cone penetration test (CPT) is becoming a preferred instrument for performing in-situ assessment of liquefaction hazard. Development of code-compatible simplified approximations of performance-based analysis methods for the CPT to assess liquefaction triggering and its effects could be a viable solution to overcome these challenges. Objectives are as follows: (1) Develop simplified performance-based procedures for the CPT modeled after recent simplified performance-based procedures for the SPT [Study No. TPF-5(296)] to closely approximate the performance-based analysis results for liquefaction triggering, lateral spread displacement, and post-liquefaction free-field settlement at select return periods (475, 1033, and 2475 years); and (2) Develop the tools and analysis necessary to validate and perform the new simplified liquefaction evaluation procedures in each of the participating states. Tasks for this study include, regarding the participating states: (1) Develop full performance-based liquefaction triggering procedures for the Ku et al. (2012) (i.e., probabilistic version of Robertson and Wride) and Boulanger and Idriss (2014) models (Year 1, MS Student #1) (2) Develop a full performance-based lateral spread procedure for the Gillins and Bartlett (2013) model (Year 1, MS Student #2); (3) Develop a full performance-based free-field settlement procedure for the Ishihara and Yoshimine (1993) model (using adaptations from Zhang et al. 2002; Cetin et al. 2009; and Juang et al. 2014) (Year 1, MS Student #3); (4) Create a numerical tool that will allow the computation of the full performance-based liquefaction triggering and settlement procedures (Year 1, MS Students #1 and #3); (5) Work with a graduate student and undergraduate student researchers to derive a new simplified performance-based procedure for assessing liquefaction triggering with the CPT (Year 2, MS Student #4); (6) Work with a graduate student and undergraduate student researchers to derive a new simplified performance-based procedure for assessing lateral spread displacement with the CPT (Year 2, MS Student #5); (7) Work with a graduate student and undergraduate student researchers to derive a new simplified performance-based procedure for assessing free-field liquefaction settlement with the CPT (Year 2, Student #6); (8) Use the software developed in Year 1 and existing software (EZ-FRISK) to develop liquefaction, settlement, and lateral spread displacement parameter maps at the return periods of interest (Year 2, Students #4 - #6); (9) Develop a user-friendly analysis spreadsheet for designers to use in conjunction with the new liquefaction parameter maps. The spreadsheet will include deterministic analysis options in addition to performance-based analysis options (Year 2, Students #4 - #6); (10) Select 5-10 sites in each state to analyze with a fictional soil profile in order to compare the new simplified performance-based analysis methods with conventional analysis methods (Year 2); (11) Work with student researchers to develop a site-specific liquefaction design procedure that will envelope performance-based analysis results with deterministic liquefaction results in order to prevent “unrealistic” assessments of liquefaction hazard. (Year 2); (12) Prepare a technical report to document the results of the research (Year 1 and 2); and (13) Hold a workshop at the end of the research project to introduce DOT and invited consulting engineers to the new simplified performance-based liquefaction methods and to answer questions (end of project). KW - Bridges KW - Cone penetrometers KW - Earthquake resistant design KW - Evaluation KW - Liquefaction KW - Penetration resistance KW - Performance tests KW - Retaining walls KW - Settlement (Structures) UR - http://www.pooledfund.org/Details/Study/587 UR - https://trid.trb.org/view/1375555 ER - TY - ABST AN - 01581053 TI - Research for AASHTO Standing Committee on Highways. Task 392. Transportation System Management and Operations Standards for Highway Infrastructure AB - For decades the American Association of State Highway and Transportation Officials (AASHTO) Policy on Geometric Design of Highways and Streets (the Green Book) has been a foundational guidance document for determining the geometric features of this nation’s highway system. This guidance is based research and general assumptions of how geometric elements affect system performance. This standard continue to define the traditional perspective of highway infrastructure, and thereby drive a significant portion of highway investments. The Green Book continues to provide the content that is the basis for the design standards that are adopted and deployed nationally as well as at a state and local level. As transportation agencies look for ways to maximize the effectiveness of this highway infrastructure, operational strategies are becoming broadly recognized as necessary and cost effective in accomplishing system performance objectives. These strategies often bring with them ability to effect driver behavior, with direct connection to how drivers react to the conditions they encounter along their route, both in terms of real time non-recurrent events, as well as static features such geometric elements. These strategies rely upon a different definition of infrastructure, and provide the ability to influence and in some cases redefine tradition geometric elements. Ultimately to support decision making processes, various analysis tools and methodologies continue to be developed and refined to better align with the needs and performance expectations of the users of the highway system, as well as to reflect new strategies available to system providers. These include the work zone (WZ) safety and mobility improvements resulting from 2004 Federal Highway Administration (FHWA) WZ Rule making and the advancements in the Manual on Uniform Traffic Control Devices (MUTCD) to address the integration of intelligent transportation systems (ITS) and other future technology procedures. The latest efforts of the Strategic Highway Research Program (SHRP 2) developed enhanced methodologies to assess safety, capacity, and reliability that lay the groundwork for considering cross cutting strategies that incorporate both operational and geometric features. These tools are now in early implementation across the country. These three aspects when considered together drive the initiative for a formalized transportation systems management and operations (TSMO) program that goes beyond operating efficiency to providing the best way to develop, manage, and operate transportation networks and infrastructure. In support of this comes the need for a new perspective on how highway infrastructure is regarded and considered, and a new way to think about “standards” associated not only with infrastructure, but also with system management capabilities as necessary components to accomplishing performance. Steps moving forward could include: (1) Identification of operational strategies and associated elements that should be considered “standard” features of the highway system. This includes both urban and rural aspects of the highway system taking into the operational condition of a facility and the system management capabilities necessary to meet performance objectives; (2) The integration of operational strategies, geometric features, and analysis techniques to consider new approaches in determining highway design criteria and system elements. This blending of highway features and services would be invaluable in effectively moving from a “design exceptions” driven approach to a “right sized” approach in determining system investment needs; (3) Consideration of how these efforts could be served by the development of an “Operational Standards for Highway Infrastructure (an operations Green Book)” document and/or how these approaches could be incorporated in existing documents. The objectives of this proposed project are to (1) investigate the focus for, potential use and topics to be included within the context of an “Operational Standards for Highway Infrastructure” document and (2) develop a roadmap for conducting research needed in order to develop such a document. Based on discussions with operations professionals, knowledge of the industry, and familiarity with existing AASHTO guides, the following tasks are anticipated in this project: (1) State of the practice review. This task will include web and literature searches to find what is currently documented for operations guidance, both in terms of processes and procedures, typical design features that support operations, and typical deviations that are approved because operations features mitigate the need for such stringent design standards. The state of practice review will also include recent and emerging research such as updates to the TRB Freeway Operations Guide and the Reliability Research Program from the Strategic Highway Research Program 2 (SHRP2). (2) Interview and/or survey of operations professionals and operating agencies to supplement the information gathered in the first task. Present findings from the above work tasks and facilitate a meeting of a project panel drawn from experts representing the AASHTO Design, Traffic and Systems Operations and Management subcommittees as well as representatives of Institute of Transportation Engineers (ITE), ITS America and FHWA. (3) Based on guidance from the panel identify and recommend needed revisions to the AASHTO Green Book or the development of a stand-alone equivalent for TSMO. (4) Develop a roadmap for a research program needed to complete revisions to the Green Book or develop a stand-alone equivalent for TSMO. KW - AASHTO Green Book KW - American Association of State Highway and Transportation Officials KW - Design standards KW - Geometric design KW - Highway operations KW - State of the practice UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4091 UR - https://trid.trb.org/view/1375540 ER - TY - RPRT AN - 01583551 AU - Sulbaran, Tulio AU - University of Southern Mississippi, Hattiesburg AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Mississippi Department of Transportation Research Peer Exchange 2015 PY - 2015/11/19/Final Report SP - 43p AB - From October 20th to 22nd, 2015, the Mississippi Department of Transportation, with the assistance of the University of Southern Mississippi, hosted a peer exchange focusing on best practices. The goal of the peer exchange was to develop actionable recommendations for: (1) Research project result implementation, (2) Strategic research plan, and (3) Doing more with less. Representatives from four state DOTs (Maryland, Missouri, South Dakota and Montana), the Transportation Research Board (TRB), Federal Highway Administration (FHWA), and the University of Southern Mississippi (facilitator) participated in the peer exchange, which was held in Biloxi, Mississippi. KW - Best practices KW - Implementation KW - Maryland Department of Transportation KW - Mississippi Department of Transportation KW - Missouri Department of Transportation KW - Montana Department of Transportation KW - Peer exchange KW - Research management KW - Research projects KW - South Dakota Department of Transportation KW - State departments of transportation KW - Strategic planning KW - Transportation Research Board UR - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20267%20-MDOT%20Research%20Peer%20Exchange%202015.pdf UR - http://ntl.bts.gov/lib/56000/56700/56763/MDOT_Research_Peer_Exchange_Report_Outline_FINAL_REPORT.pdf UR - https://trid.trb.org/view/1377554 ER - TY - ABST AN - 01592678 TI - Evaluation of Open Graded Friction Courses: Construction, Maintenance, and Performance, Phase II AB - The main objective of this study is to determine how to improve the longterm durability and performance of open graded friction course (OGFC) mixtures in South Carolina. The results of this project will enhance the understanding of the factors associated with OGFC long-term durability, thus increasing the likelihood of designing and constructing longer lasting OGFC layers on South Carolina roadways that are safer and have lower life-cycle costs. KW - Durability KW - Friction course KW - Highway maintenance KW - Life cycle costing KW - Open graded aggregates KW - Pavement performance KW - Road construction KW - South Carolina UR - http://www.scdot.scltap.org/projects/current/ UR - https://trid.trb.org/view/1400294 ER - TY - RPRT AN - 01599882 AU - Williams, Billy M AU - Craft, David W AU - Wagner, John A AU - Rouphail, Nagui M AU - List, George F AU - Horne, Dylan R AU - Narron, Brian L AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Smartlink – Baseline for Measurement of Benefits PY - 2015/11/16/Final Report SP - 263p AB - The North Carolina Department of Transportation (NCDOT) operates several traffic management centers across the state along with accompanying field devices such as traffic condition data stations, traffic surveillance cameras, and variable message signs in addition to several regional incident management assistance patrols (IMAP). These centers currently operate independently in an environment without dedicated center-to-center communication or seamless interaction. Efficient system operation and management at the corridor and regional levels are severely hindered by this lack of integration. In order to remedy this unacceptable situation thereby unleashing the potential for significantly reducing delay and increasing system efficiency and reliability, NCDOT plans to procure a statewide advanced traffic management system (ATMS) systems. This ATMS procurement was planned to occur during the performance of this research project. However, the procurement was delayed. Nonetheless the project achieved many of the original project goals. Although the baseline period did not come to an end during the project, the research established the framework for data assembly and baseline performance assessment. The project included a comprehensive review to the state of the practice and research in ATMS performance measurement and provided justification, data needs, and calculation methods for eighteen recommended performance measurements. The project also developed and tested a method for categorizing route performance based on analysis of full travel time distributions and developed and prototyped a multi-level reporting system for ongoing monitoring and assessment of ATMS performance. KW - Advanced traffic management systems KW - Benefit cost analysis KW - Data collection KW - North Carolina Department of Transportation KW - Performance measurement KW - State of the practice KW - Travel time UR - https://connect.ncdot.gov/projects/planning/RNAProjDocs/RP%202013-08%20Smartlink%20-%20Final%20Report.pdf UR - https://trid.trb.org/view/1408187 ER - TY - ABST AN - 01599156 TI - Binder Grade Bumping and High Binder Content to Improve Performance of RAP-RAS Mixtures AB - This research would have five major objectives: (1)) identify the effects of binder-grade bumping and higher binder content on recycled asphalt pavement/recycled asphalt shingles (RAP/RAS) performance; (2) determine the impact of these alternatives on increasing RAP/RAS contents; (3) evaluate the impact of higher RAP/RAS contents on asphalt mixture compaction; (4) evaluate the effect of blending on mixture performance; and (5) investigate the impact of RAP/RAS content, virgin binder grade, and binder content on in-situ cracking performance. KW - Asphalt mixtures KW - Binder content KW - Blends KW - Cracking KW - Pavement performance KW - Recycled materials UR - https://trid.trb.org/view/1408157 ER - TY - ABST AN - 01580871 TI - Cost Benefit Analysis for Culvert Replacement AB - The Ohio Department of Transportation (ODOT) desires to enhance field safety and the productivity of its culvert replacement procedures. To advance this goal, ODOT is seeking assistance to perform a cost-benefit analysis on a recently completed research study that looked at three different methods of culvert replacement: open/cut, jack and bore, and pipe bursting. This project will perform an independent analysis comparing ODOTs current culvert replacement procedures and other methods to determine whether changes would be cost effective. KW - Benefit cost analysis KW - Cost effectiveness KW - Culverts KW - Jacks (Mechanical equipment) KW - Ohio Department of Transportation KW - Open cut excavation KW - Pipe bursting UR - https://trid.trb.org/view/1375440 ER - TY - RPRT AN - 01610800 AU - Sarasua, Wayne A AU - Davis, William J AU - Ogle, Jennifer H AU - Huynh, Nathan AU - Chowdhury, Mashrur AU - Clemson University AU - South Carolina Department of Transportation AU - University of South Carolina, Columbia AU - The Citadel AU - Federal Highway Administration TI - Support for the Development and Implementation of an Access Management Program through Research and Analysis of Collision Data PY - 2015/11/11/Final Report SP - 128p AB - The South Carolina Access and Roadside Management Standards (ARMS) provides standards and guidelines for permitting access encroachments onto South Carolina Department of Transportation (SCDOT) right-of-way. In April, 2013, SCDOT initiated research that would be used to update this manual with the intent that recommended changes could result in a reduction in crashes, injuries, and fatalities on South Carolina roadways. The research examined current and historical practices used by other transportation agencies with regard to access management. Using empirical data collected along several corridors that ranked highest in driveway related crashes, the researchers statistically analyzed and identified the correlation of access issues with crash data. Crash data were associated with driveways using complex Geographic Information System (GIS) modeling tools. The statistical analysis identified several significant independent variables that influence crash rates either positively or negatively. The results indicate that increasing the distance between driveways, increasing the number of entry lanes, and having a raised median will decrease driveway related crashes. Conversely, increasing driveway width, corridor volume and corridor speed limit will increase crashes. Similarly, a driveway with high turnover land use, a driveway with full access (as opposed to right-in right-out), and the presence of nearby signalized intersections will increase crashes. A micro-simulation analysis was used to investigate the operational performance of different driveway spacing policies adopted by various DOTs in the US. Experimental results indicate that driveway spacing has direct influence on the average travel speed of a corridor. Since reduced driveway spacing negatively impacts corridor travel speed, selection of a minimum spacing should consider its effect on the operational performance of the corridor. Benefit-cost analyses of two different access modification strategies following the Highway Safety Manual (HSM) procedures suggest that it is beneficial to convert a two-way left turn lanes (TWLTL) to a raised median. Similarly, it is beneficial to reduce the driveway density on a corridor. The research also reviewed SCDOT access waiver procedures. While the current process suffices based on a literature review it is evident that this process could be significantly streamlined and enhanced with a paperless system. Based on research findings, recommended changes to SCDOT Access and Roadside Management Standards (ARMS) are presented. It is anticipated that implementation of the findings of this research will result in long-term economic benefits, and improved traffic flow and safety. KW - Access control (Transportation) KW - Benefit cost analysis KW - Crash rates KW - Driveways KW - Geographic information systems KW - Highway corridors KW - Microsimulation KW - Recommendations KW - Right of way (Land) KW - South Carolina Department of Transportation KW - Standards KW - State departments of transportation KW - State of the practice KW - Statistical analysis UR - http://www.scdot.scltap.org/wp-content/uploads/2016/01/SPR-706-Final-Report-12-28-151.pdf UR - https://trid.trb.org/view/1420970 ER - TY - RPRT AN - 01584084 AU - Federal Highway Administration TI - Accelerated Bridge Construction PY - 2015/11/10 SP - 2p AB - Accelerated Bridge Construction (ABC) uses safe and cost-effective planning, design, materials and construction methods to reduce the onsite construction time involved in building new bridges or replacing and rehabilitating existing bridges. There are many ways to accelerate bridge construction. The Federal Highway Administration (FHWA) Every Day Counts initiative focuses on three ABC technologies — including Slide-in Bridge Construction, Prefabricated Bridge Elements and Systems (PBES) and Geosynthetic Reinforced Soil–Integrated Bridge System (GRS-IBS). KW - Bridge construction KW - Geosynthetics KW - Prefabricated bridges KW - State of the practice KW - Technological innovations UR - https://www.fhwa.dot.gov/innovation/everydaycounts/edc-2/pdfs/edc_abc.pdf UR - https://trid.trb.org/view/1377950 ER - TY - ABST AN - 01567100 TI - The Use of Bridge Management Software in the Network Analysis of Big Bridges AB - The objective of this project is to develop a methodology to utilize Element Level Inspection and American Association of State Highway and Transportation Officials (AASHTO)Ware Bridge Management (formerly Pontis) in the management of big bridges in order to make cost effective preservation decisions. KW - Bridge maintenance KW - Bridge management systems KW - Cost effectiveness KW - Decision making KW - Preservation KW - Software UR - http://www.pooledfund.org/Details/Study/557 UR - https://trid.trb.org/view/1358884 ER - TY - RPRT AN - 01599182 AU - Bhattacharya, Biplab B AU - Von Quintus, Harold L AU - Darter, Michael I AU - Applied Research Associates, Incorporated AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Implementation and Local Calibration of the MEPDG Transfer Functions in Wyoming PY - 2015/11/06/Final Report SP - 72p AB - The Wyoming Department of Transportation (WYDOT) currently uses the empirical American Association of State Highway and Transportation Officials (AASHTO) Design for Design of Pavement Structures as their standard pavement design procedure. WYDOT 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, WYDOT 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 Wyoming Long-Term Pavement Performance (LTPP) and non-LTPP roadway segments, as well as LTPP test sections in adjacent states 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 Wyoming. One of the tasks within this project focused on using the Wyoming LTPP test sections to confirm the applicability of the global calibration coefficients. Results from the initial verification concluded some of the transfer functions exhibited significant bias between the measured and predicted distress and require local calibration. Thus, some of the LTPP test sections in adjacent states with similar design features built in Wyoming combined with some non-LTPP roadway segments in Wyoming were used to determine the coefficients of the transfer functions to eliminate any bias between the measured and predicted distresses. This report documents the local calibration of the transfer functions using LTPP and non-LTPP roadway segments. The calibration process follows the steps 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 Wyoming conditions. KW - Calibration KW - Implementation KW - Long Term Pavement Performance (LTPP) Program KW - Mechanistic-empirical pavement design KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement distress KW - Smoothness KW - Transfer functions KW - Wyoming UR - http://ntl.bts.gov/lib/56000/56600/56658/RS03209_FHWA1602F_MEPDG.pdf UR - https://trid.trb.org/view/1407342 ER - TY - RPRT AN - 01583651 AU - Bielenberg, Robert W AU - Rosenbaugh, Scott K AU - Faller, Ronald K AU - Humphrey, Brandt M AU - Schmidt, Tyler L AU - Lechtenberg, Karla A AU - Reid, John D AU - Midwest Roadside Safety Facility AU - Nebraska Department of Roads AU - Federal Highway Administration TI - MASH Test Nos. 3-17 and 3-11 on a Non-Proprietary Cable Median Barrier PY - 2015/11/03/Final Report SP - 307p AB - The Midwest States Pooled Fund has been developing a new design for a non-proprietary high-tension cable median barrier. This new system incorporates four evenly spaced cables, Midwest Weak Posts (MWPs) spaced at 8 to 16 ft (2.4 to 4.9 m) intervals, and a bolted, tabbed bracket to attach the cables to the post. Full-scale crash testing was needed to evaluate the barrier’s safety performance. According to the proposed Manual for Assessing Safety Hardware (MASH) testing matrix for cable barriers installed within a median ditch, a series of eight full-scale tests are required to evaluate the safety performance of the system. Additionally, a ninth test is required to establish the working width for systems with variable post spacings. Three full-scale crash tests were performed on the cable barrier system for use anywhere within 6H:1V V-ditches. Test no. MWP-1 was conducted according to MASH test no. 3-17 and utilized a 1500A passenger car impacting the barrier at the slope break point. The vehicle was contained and redirected by the barrier, and the test was deemed acceptable. Test no. MWP-2 was conducted according to MASH test no. 3-11 and utilized a 2270P pickup truck impacting the barrier on level terrain. The vehicle was contained and redirected by the barrier, and the test was deemed acceptable. Test no. MWP-3 was also conducted with a 2270P vehicle according to MASH test no. 3-11. However, the post spacing was reduced from 16 ft (4.9 m), utilized during the first two tests, to 8 ft (2.4 m). After initially capturing the vehicle, three cables were eventually overridden as the vehicle was being redirected. Subsequently, the vehicle rolled and the test was deemed unacceptable. KW - AASHTO Manual for Assessing Safety Hardware KW - Cables KW - Evaluation KW - Highway safety KW - Impact tests KW - Median barriers UR - http://www.transportation.nebraska.gov/mat-n-tests/pdfs-docs/ARLinks/TRP-03-303-15.pdf UR - http://ntl.bts.gov/lib/56000/56700/56744/TRP-03-303-15.pdf UR - https://trid.trb.org/view/1377092 ER - TY - RPRT AN - 01583582 AU - Schmidt, Jennifer D AU - Schmidt, Tyler L AU - Rosenbaugh, Scott K AU - Faller, Ronald K AU - Bielenberg, Robert W AU - Reid, John D AU - Holloway, Jim C AU - Lechtenberg, Karla A AU - Midwest Roadside Safety Facility AU - Nebraska Department of Roads AU - Federal Highway Administration TI - MASH TL-4 Crash Testing and Evaluation of the Restore Barrier PY - 2015/11/03/Final Report SP - 308p AB - Three full-scale vehicle crash tests were conducted according to the Manual for Assessing Safety Hardware (MASH) Test Level 4 (TL-4) safety performance criteria on a restorable and reusable energy-absorbing roadside/median barrier, designated the RESTORE barrier. The system utilized for test nos. SFH-1 through SFH-3 was 240 ft (73.2 m) long with a nominal height of 38⅝ in. (981 mm). The barrier consisted of an upper steel tube rail attached to the top of 20-ft (6.1-m) long x 22¼-in. (565-mm) wide precast concrete beams connected with wedge-shaped joints and supported by 11⅝-in. (295-mm) tall rubber posts and steel skids. In test no. SFH-1, a 5,021-lb (2,277-kg) pickup truck impacted the barrier at 63.4 mph (102.1 km/h) and 24.8 deg. The barrier successfully contained and redirected the vehicle. Slight spalling occurred at the impacted joint, but no structural damage occurred and the barrier fully restored. The peak lateral acceleration was reduced by up to 47 percent as compared to similar impacts on rigid barriers. In test no. SFH-2, a 2,406-lb (1,091-kg) small car impacted the same barrier at 64.3 mph (103.5 km/h) and 24.8 deg. The barrier successfully contained and redirected the vehicle. The front face of two of the rubber posts were cut by the wheel rim, which did not allow the system to fully restore. The peak lateral acceleration was reduced by up to 23 percent as compared to similar impacts on rigid barriers. In test no. SFH-3, a 21,746-lb (9,864-kg) single-unit truck impacted the same barrier as test nos. SFH-1 and SFH-2 at 56.5 mph (91.0 km/h) and 14.9 deg. The barrier successfully contained and redirected the vehicle. The front face of the barrier experienced gouging and spalling as well as cracking and spalling between five joints. Modifications were recommended to strengthen the concrete at the joints to prevent spalling and to mitigate wheel interaction with the posts. KW - AASHTO Manual for Assessing Safety Hardware KW - Barriers (Roads) KW - Evaluation KW - Highway safety KW - Impact tests KW - Recommendations KW - Spalling UR - http://www.transportation.nebraska.gov/mat-n-tests/pdfs-docs/ARLinks/DPU-STWD%2894%29PhaseIVFinalReport.pdf UR - http://ntl.bts.gov/lib/56000/56700/56734/DPU-STWD_94_PhaseIVFinalReport.pdf UR - https://trid.trb.org/view/1377090 ER - TY - ABST AN - 01599154 TI - Safety Assessment of Freeway Active Traffic Management by Exploring the Relationship between Safety, Congestion and Weather AB - The goal of this project is to evaluate the safety effectiveness of Active Traffic Management Systems (ATMS) featuring Visual Attention Software (VAS) in a real-time way. The real-time safety assessment helps create ATMS operation strategies not only based on traffic performance, but also based on safety performance because many systems are deployed with safety as a primary objective. It also helps assess the ATMS safety effects before the deployment and during the operation, not only after several years of operation with historical crash data. It is anticipated that the proposed methods can be used for ATMS implementation across the state. Towards that goal, the research objectives are as follows: (1) achieve real-time assessment by using real-time data, such as at 5-minute intervals, including traffic operation, crash and weather data.; (2) create statistical models by exploring the relationship between safety, congestion and weather; (3) explore transferability so the proposed methods can be used at other places; (4) develop a prototype and a user’s guide for easily use; and (5) prepare guidance and recommendations for implementations. KW - Active safety systems KW - Advanced traffic management systems KW - Highway operations KW - Real time information KW - Traffic congestion KW - Traffic safety KW - Weather conditions UR - https://trid.trb.org/view/1408152 ER - TY - ABST AN - 01582753 TI - Rehabilitation of Deteriorated Timber Piles using Fiber Reinforced Polymer (FRP) Composites AB - The objectives of this research project are to determine the best materials and in-situ rehabilitation techniques to be used for fiber reinforced polymers (FRP) repair through literature review and laboratory testing, and to develop simplified design methods for rehabilitating deteriorated timber piles using FRP wraps for use by the Louisiana Department of Transportation and Development (LADOTD). KW - Design KW - Fiber reinforced polymers KW - Laboratory tests KW - Materials KW - Piles (Supports) KW - Rehabilitation (Maintenance) KW - Timber UR - https://trid.trb.org/view/1376868 ER - TY - ABST AN - 01578113 TI - Evaluating the Particle Size Distribution of Ohio's Stormwater Runoff AB - With the creation of the United States Environmental Protection Agency's (U.S. EPA) Clean Water Act (CWA), our surface waters are more protected. Implementation of section 402 of the CWA requires the Ohio Department of Transportation (ODOT) to obtain coverage under a National Pollutant Discharge Elimination System (NPDES) general permit to discharge stormwater runoff from ODOT's owner/operated storm sewer system. To comply with one aspect of this per¬mit, ODOT is required to address Post-construction Water Quality Best Management Practices (BMPs) that require the removal of 80% of particulate matter (PM) measured as total suspended solids (TSS) from stormwater runoff. Although, the permit does not specify the particle size distribution (PSD) to use when testing the separation (sequestration) efficiency of a BMP, understanding PSD is an important factor when assessing impacts to receiving streams. The research goals and objectives are to quantify the PSD generated on the roadway system and transported in roadway stormwater runoff. The research will provide data specific to PM associated with Ohio roadways that will allow ODOT to better assess and determine new or revisions to the current post-construction water quality BMPs in ODOT's Location and Design Manual Volume 2, which in turn will allow ODOT to better demonstrate removal efficiencies specifically associated with Ohio roadway PM; the ultimate goal being able to demonstrate compliance with OEPA's CGP requirements. KW - Best practices KW - Clean Water Act KW - Ohio KW - Particles KW - Particulates KW - Runoff KW - Storm sewers KW - Water quality UR - https://trid.trb.org/view/1371638 ER - TY - ABST AN - 01575485 TI - Structural Benefits of Concrete Paving of Steel Culvert Inverts AB - Over time, a steel culvert invert will experience invert material loss due to corrosion and abrasive flow. The material loss progresses from minor perforations to ultimate invert loss if corrective action to protect the culvert invert is not taken. Invert material loss can lead to erosion of the supporting backfill which is an integral component for the structural integrity of a steel culvert. A common corrective maintenance action is to place 4-6 inches of concrete onto the invert of the steel culvert for the bottom 1/3 of the rise of the culvert. Light reinforcing mesh is attached to the culvert and concrete is poured and shaped to the bottom of the barrel in most applications. If total invert loss or significant backfill erosion has occurred and the exiting shape is unaffected, additional measures may be required such as: additional reinforcing steel and replacement of the backfill with cementitious materials. This corrective maintenance action is cost effective and widely used because it seals the culvert invert, prevents backfill loss, and provides a protective layer between the abrasive flow and the steel material. However, the impact of this corrective maintenance action on the structural integrity of the culvert is unknown. Additionally, it is unknown if additional reinforcement is required when there is total invert loss and the existing shape is unaffected. While it is clear that the pipe has been weakened by the loss of the steel section, it is unclear if the stiffness of the added concrete compensates and restores the culvert to its original strength. Furthermore, once the floor is sealed with concrete, inspectors are unable to visually confirm additional damage to the remaining steel. This could adversely impact load capacity ratings causing some culverts to receive a higher load rating than is actually warranted. Research is needed to verify the viability of this practice and provide engineers with scientifically-based guidance on its proper application. The goal of this research is to enhance the understanding of the mechanics of steel culverts and the impact that this common corrective maintenance action has on the structural integrity of the steel culvert. The objectives of this research are to: (1) determine and quantify the influence the repair has on the structural integrity of the culvert system, (2) determine if additional reinforcing steel is required when there is total invert loss, and (3) develop a scientifically-based, cost effective, repeatable methodology engineers can use to evaluate repairs to steel culvert inverts with deteriorated inverts. The results of this research may influence Ohio Department of Transportation's (ODOT's) current standard specifications for metal culverts (item 611.11). The findings will enable engineers to make more informed decisions on which culverts are ripe for the invert rehabilitation and the most appropriate application of this practice. KW - Abrasion KW - Backfill soils KW - Best practices KW - Corrosion KW - Culverts KW - Deterioration KW - Erosion KW - Ohio Department of Transportation KW - Steel UR - https://trid.trb.org/view/1367624 ER - TY - RPRT AN - 01616425 AU - Lee, Doug AU - Futcher, Emily AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - Supporting Economic Development with Highway Investment PY - 2015/11//Final Report SP - 64p AB - Federal transportation regulations and law direct State and local transportation agencies to account for economic development plans in transportation planning processes. While Federal law is not prescriptive about how State and local agencies account for economic development, there exists a need for better understanding of how highway projects can support economic development and the economic competitiveness of local and regional economies. This document is a primer on economic development, and includes a glossary of relevant terms, discussion of available economic analysis methods and tools, and descriptions of current practice in estimating economic development impacts by agencies of different sizes. The primer focuses on economic development concepts and economic development impacts generally, in the context of discussing the role of highway investment within a package of economic development actions and policies. KW - Case studies KW - Economic analysis KW - Economic development KW - Highway planning KW - Highways KW - Investments KW - State of the practice KW - Strategic planning KW - Transportation planning UR - http://www.fhwa.dot.gov/planning/economic_development/highway_investment/fhwahep16043.pdf UR - http://ntl.bts.gov/lib/60000/60500/60566/HighwayInvestment.pdf UR - https://trid.trb.org/view/1434920 ER - TY - RPRT AN - 01616249 AU - Johnson, Steven D AU - Bethel, James S AU - Supunyachotsakul, Chisaphat AU - Peterson, Scott AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Laser Mobile Mapping Standards and Applications in Transportation SN - 9781622604012 PY - 2015/11//Final Report SP - 97p AB - This report describes the work that was done to support the development of a chapter for the Indiana Department of Transportation (INDOT) Survey Manual on Mobile Mapping. The work includes experiments that were done, data that were collected, analysis that was carried out, and conclusions that were drawn about accuracy of Mobile Terrestrial Laser Scanning (MTLS) systems. The resulting Manual chapter, located in the appendix, defines standards and procedures for preparing, collecting, editing, delivering, exploiting, and archiving electronic mapping data that were created for the INDOT. The purpose of the standards and procedures within this manual is to obtain statewide uniformity within the INDOT combined Aerial/Ground Survey process, to establish and maintain MTLS Standards for INDOT and contracted consultants, and to allow for all of the project data to be effectively managed from conception to completion. These standards apply to all projects delivered to INDOT by contracted consulting firms, or exchanged internally within INDOT or between state agencies. The standards and procedures are the result of mobile terrestrial laser scanning surveys of two test sites - one urban and one freeway - created for this project. After establishing reference control points on the sites, each site was surveyed by four mobile terrestrial laser scanning vendors. The results from the vendor data over the test sites, in addition to information in published literature, are the basis for the specifications manual. The proposed chapter for the Survey Manual is in Appendix E of this report. KW - Accuracy KW - Highway planning KW - Indiana KW - Laser radar KW - Manuals KW - Mobile mapping KW - Standards KW - Surveying KW - Terrestrial laser scanning UR - http://dx.doi.org/10.5703/1288284316164 UR - https://trid.trb.org/view/1429185 ER - TY - RPRT AN - 01609443 AU - Hekmatfar, Ali AU - McDaniel, Rebecca S AU - Shah, Ayesha AU - Haddock, John E AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Optimizing Laboratory Mixture Design as It Relates to Field Compaction to Improve Asphalt Mixture Durability SN - 9781622603893 PY - 2015/11//Final Report SP - 44p AB - Most departments of transportation, including Indiana, currently use the Superpave mixture design method to design asphalt mixtures. This method specifies that the optimum asphalt content for a given gradation be selected at 4 percent air voids. During construction, these mixtures are typically compacted to 7‐8 percent air voids. If mixtures were designed to be more compactable in the field they could be compacted to the same density as the laboratory mixture design, which would increase pavement durability by decreasing the in‐place air voids. The objective of this research was to optimize the asphalt mixture design in order to increase in‐place asphalt pavement durability without sacrificing the permanent deformation characteristics of the mixture. Three asphalt mixtures were designed using the standard Superpave design method at 100 gyrations of the Superpave Gyratory Compactor, suitable for traffic levels of 3 to 30 million Equivalent Single Axle Loads. Each mixture was then used as a starting point to design three additional mixtures using 70, 50, and 30 gyrations, with optimum binder content chosen at 5 percent air voids, rather than the currently specified 4 percent. The effective asphalt content was held constant for the original and re-designed mixtures. Permanent deformation characteristics of the sets of four mixtures were determined by measuring the dynamic modulus and flow number. The results suggest that the mixture designs produced using 70, 50, and 30 gyrations had permanent deformation characteristics equal to or better than the original 100‐gyration mixtures. Based on the laboratory test results, two field trials were placed to evaluate the design method, ease of construction and to compare the construction results of the re‐designed and original mixtures. Samples from both projects were collected during construction, test specimens compacted, and additional physical testing completed. The field trial results suggest that it is possible to place a mixture at 5 percent air voids and that mixtures designed at 5 percent air voids should have equivalent performance to those designed at the conventional 4 percent air voids. KW - Air voids KW - Asphalt mixtures KW - Compaction KW - Deformation KW - Durability KW - Field tests KW - Laboratory tests KW - Mix design KW - Optimization KW - Superpave UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=3057&context=jtrp UR - http://dx.doi.org/10.5703/1288284316010 UR - https://trid.trb.org/view/1420615 ER - TY - RPRT AN - 01599865 AU - Villegas, Arturo AU - Ray, Anagha AU - Prasad, Jubilee AU - Rutgers University, Piscataway AU - Center for Advanced Infrastructure and Transportation AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Aerodynamic flow deflector to increase large scale wind turbine power generation by 10% PY - 2015/11//Final Report SP - 27p AB - The innovation proposed in this paper has the potential to address both the efficiency demands of wind farm owners as well as to provide a disruptive design innovation to turbine manufacturers. The aerodynamic deflector technology was created to improve the efficiency of any current wind turbine around the world and to be included with new blade designs. To prove the feasibility of the deflectors, two tests have been done during this project for two different wind turbines. The first test was performed at the wind tunnel facility at Rutgers University. Two identical wind turbines were 3D printed, one with deflectors on its blades and the other one without deflectors. An average power coefficient (Cp) improvement of 10% was observed during this test. The second test was performed for the Whisper 100 turbine at the Wind Application Center at Appalachian State University. The turbine performance was measured without deflectors for 2 weeks. Then, the turbine was retrofitted with deflectors and its power performance was measured for another 2 weeks. An average Cp improvement of 7.7% was observed during this test. The estimated Annual Energy Production (AEP) increase was between 8.7 to 11.4 %, depending on the site annual average wind speed. All tests show important improvements in power performance and AEP. This technology could represent the biggest wind turbine aerodynamic improvement in the last decade and a game changer to the wind energy industry since even 2% AEP improvement allows wind farm profits to raise by 8%. KW - Aerodynamic force KW - Deflectors KW - Feasibility analysis KW - Technological innovations KW - Turbines KW - Wind KW - Wind power generation KW - Wind tunnels UR - https://cait.rutgers.edu/files/CAIT-UTC-058-final.pdf UR - https://trid.trb.org/view/1407820 ER - TY - RPRT AN - 01598809 AU - Gaines, Danena AU - Cavaretta, Amy AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Synthesis of Local Road Safety Noteworthy Practices PY - 2015/11//Technical Report SP - 36p AB - This synthesis report summarizes noteworthy practices and lessons learned from pertinent local road safety meetings and reports. Material is drawn from the Local Roads Safety Peer Exchanges held by the Federal Highway Administration (FHWA) in 2012 and 2013, follow-up virtual peer exchanges conducted in 2014 and 2015, and two reports prepared from 2010 to 2013. The reports include "Assessment of Local Road Safety, Funding, Training, and Technical Assistance" and "Noteworthy Practices: Addressing Safety on Locally Owned and Maintained Roads—A Domestic Scan." To better understand the strategies States use to advance local road safety, this report synthesizes the information from these sources in a single document. The target audiences for this report include State Departments of Transportation (DOTs), metropolitan planning organizations (MPOs), county and city planners, engineers, and public works officials. KW - Highway safety KW - Lessons learned KW - Local roads KW - Peer exchange KW - State of the practice KW - States KW - Strategic planning KW - Syntheses UR - http://safety.fhwa.dot.gov/hsip/resources/synthesisLRS.pdf UR - https://trid.trb.org/view/1405063 ER - TY - JOUR AN - 01598135 JO - Public Roads PB - Federal Highway Administration AU - Vásconez, Kimberly C TI - Supporting Hometown Heroes PY - 2015/11 VL - 79 IS - 3 AB - Building strong, sustainable traffic incident management (TIM) programs is essential for prompt and safe response on highways. Effective programs require support from senior leaders and formal programs allow for multidisciplinary planning and resource management. Jurisdictions are recognizing the necessity of formal programs to provide critical, cost effective services. KW - Best practices KW - Evaluation and assessment KW - Freeway service patrols KW - Incident management KW - Interagency relations KW - Program management UR - http://www.fhwa.dot.gov/publications/publicroads/15novdec/07.cfm UR - https://trid.trb.org/view/1403440 ER - TY - JOUR AN - 01598120 JO - Public Roads PB - Federal Highway Administration AU - Hein, David K AU - Tyson, Samuel S AU - Smith, David R TI - Concrete Turns Green, Figuratively Speaking PY - 2015/11 VL - 79 IS - 3 AB - Current permeable interlocking concrete pavements (PICPs) design accommodates more frequent and heavier vehicle loading than earlier permeable pavements. As a result, PICP applications have expanded to include streets, walkways, driveways, large commercial parking areas, alleys, and roadway shoulders. New PICPs also address a number of other issues, such as water pollution and excess heat in surface waters. This article outlines the benefits of PICPs, lists factors in determining project suitability, and describes structural and hydrological design, construction considerations, and maintenance. KW - Blocks KW - Concrete pavements KW - Drainage KW - Hydrology KW - Permeability KW - Permeable interlocking concrete pavers UR - http://www.fhwa.dot.gov/publications/publicroads/15novdec/03.cfm UR - https://trid.trb.org/view/1403436 ER - TY - JOUR AN - 01598102 JO - Public Roads PB - Federal Highway Administration AU - Kitchel, Kyle TI - A New Era Is Dawning PY - 2015/11 VL - 79 IS - 3 AB - With roots in roadway legislation enacted in the early 1900s, tribal public authorities have emerged across the country and are developing into full-fledged departments of transportation. Tribes now have the option to carry out their transportation program directly through FHWA and 130 tribal DOTs are now working to improve the transportation infrastructure in Indian Country. This article traces the history of tribal transportation legislation and looks at current activities of tribal DOTs. KW - History KW - Indian reservations KW - Legislation KW - Native Americans KW - Transportation policy KW - Tribal government UR - http://www.fhwa.dot.gov/publications/publicroads/15novdec/02.cfm UR - https://trid.trb.org/view/1403435 ER - TY - JOUR AN - 01598069 JO - Public Roads PB - Federal Highway Administration AU - Jalinoos, Frank TI - Reusing Bridge Foundations PY - 2015/11 VL - 79 IS - 3 AB - A critical component of bridge owners’ decisionmaking is the ability to characterize the foundations of bridges. This information is used as part of the process for determining whether existing foundations can continue to carry increasingly heavy loads or whether major bridge rehabilitation, replacement, or widening should be considered. Characterization of bridge foundations is complex and the Federal Highway Administration is developing and evaluating methods to clarify and mitigate these issues under its new Foundation Characterization Research Program. The program’s objectives are to evaluate new and existing methodologies for characterizing bridge foundations to determine unknown geometry, material properties, integrity, and load-carrying capacity. Another objective is to develop a methodology for load testing of existing bridge foundations, including instrumentation for monitoring foundation response. KW - Bearing capacity KW - Bridge foundations KW - Condition surveys KW - Hazards KW - Methodology KW - Scour UR - http://www.fhwa.dot.gov/publications/publicroads/15novdec/05.cfm UR - https://trid.trb.org/view/1403438 ER - TY - JOUR AN - 01598051 JO - Public Roads PB - Federal Highway Administration AU - Martin, Clark TI - Connecting the Employment Dots PY - 2015/11 VL - 79 IS - 3 AB - Transportation workers include planners, engineers, environmental specialists, safety practitioners, traffic operations managers, heavy equipment operators, financial specialists, technicians, and others. Developing and maintaining an effective transportation workforce requires a coordinated effort by the transportation, education, and labor communities. In collaboration with the U.S. Departments of Labor and Education, FHWA has established five regional transportation workforce centers to enhance transportation workforce development more strategically and efficiently. These five regional centers collaborate to form a national network for sharing workforce strategies and promising practices. KW - Education and training KW - Labor force KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/15novdec/04.cfm UR - https://trid.trb.org/view/1403437 ER - TY - JOUR AN - 01597955 JO - Public Roads PB - Federal Highway Administration AU - Wallick, Barry AU - Arnold, Michelle TI - Where The Laboratory Meets The Road PY - 2015/11 VL - 79 IS - 3 AB - Driving simulators used for highway research range from simple desktop units to large domes that enclose a complete vehicle mounted on a complex, eight-degrees-of-freedom motion platform. Motion platforms add to the realism of the simulation by offering additional motion cues to better simulate real-world driving, immersing drivers in the experimental conditions. However, presenting motion cues that are perceived as realistic to participants in driving simulator research presents numerous challenges. Testing was done on the FHWA highway driving simulator which was recently upgraded with a new hexapod motion base. KW - Drivers KW - Driving simulators KW - Motion KW - Perception KW - Testing UR - http://www.fhwa.dot.gov/publications/publicroads/15novdec/01.cfm UR - https://trid.trb.org/view/1403434 ER - TY - JOUR AN - 01597916 JO - Public Roads PB - Federal Highway Administration AU - Gibbons, Ronald B AU - Cheung, Joseph AU - Lutkevich, Paul TI - The Future of Roadway Lighting PY - 2015/11 VL - 79 IS - 3 AB - Traditional approaches to lighting design result in significant over-lighting of roadways and excessive energy usage. Adaptive lighting, which adjusts illumination levels based on the needs of roadway users, offers an approach to overcome these challenges. It employs a design methodology in which the light output of a system can be reduced or dimmed when traffic on highways or sidewalks lessens.This article describes how adaptive lighting may be implemented while maintaining the safety of road users and how agencies in San Jose, CA, and Cambridge, MA, are deploying this technology. KW - Adaptive control KW - Cambridge (Massachusetts) KW - Highway safety KW - Lighting systems KW - Methodology KW - San Jose (California) KW - Visibility UR - http://www.fhwa.dot.gov/publications/publicroads/15novdec/06.cfm UR - https://trid.trb.org/view/1403439 ER - TY - RPRT AN - 01597260 AU - Federal Highway Administration TI - Transportation System Resilience to Extreme Weather and Climate Change PY - 2015/11 SP - 4p AB - The ability of transportation agencies’ to effectively manage, operate, and maintain a safe, reliable transportation system is being threatened by a changing climate. Extreme weather events are becoming more frequent and intense due to climate change, and long-term climatological trends are slowly but inexorably changing how transportation systems need to be planned, designed, operated, and maintained. A “new normal” is evolving and State departments of transportation (DOTs) are turning their focus toward building resilience. Climate change will necessitate adjustments by DOT transportation systems management and operations (TSMO) and maintenance managers to ensure the resilience of activities such as traffic monitoring and management, providing traveler information, traffic incident management, and maintenance management. TSMO and maintenance functions at DOTs are often responsive to conditions as they arise. There are nevertheless some activities that, if done in advance, can enhance the resilience of the transportation system overall and with greater efficiency to the public agency than if actions had not been taken. Adapting TSMO and maintenance programs is largely about improving capability rather than a major technology development and deployment initiative. Many of the technology elements used to support safety, congestion mitigation, and traveler information objectives are already in place. To adapt to climate change, agencies need to consider how these existing capabilities that already help to improve operations and reliability need to evolve to meet the new and emerging requirements of a changing climate. The framework provided in this fact sheet gives an overview of how TSMO and maintenance managers can begin to take action through steps to: define the scope of adaptation efforts; assess vulnerabilities to inform the development of adaptation strategies; and integrate climate change into decision making. A checklist provides further detail on these steps. Additional information, including additional steps, sub-steps, and details, are found in the Federal Highway Administration (FHWA) "Climate Change Adaptation Guide for Transportation Systems Management, Operations, and Maintenance." KW - Adaptation planning (Climate change) KW - Climate change KW - Framework (Planning) KW - Maintenance practices KW - Resilience (Adaptability) KW - State departments of transportation KW - Transportation operations KW - Transportation system management UR - http://ops.fhwa.dot.gov/publications/fhwahop15025/fhwahop15025.pdf UR - http://www.ops.fhwa.dot.gov/publications/fhwahop15024/fhwahop15024.pdf UR - https://trid.trb.org/view/1401540 ER - TY - RPRT AN - 01594235 AU - Kitchener, Fred AU - Huft, Dave AU - Ostermeier, Greg AU - Omay, Murat AU - Toth, Chris AU - Waisley, Michael AU - Battelle AU - McFarland Management, LLC AU - Federal Highway Administration TI - South Dakota Department of Transportation (SDDOT) Regional Traveler Information System for Weather Responsive Traffic Management PY - 2015/11//Final Report SP - 70p AB - Federal Highway Administration’s (FHWA) Road Weather Management Program (RWMP) strives to promote the development and implementation of cutting-edge techniques for maintaining safety, mobility, and productivity of roadways during adverse weather conditions. The FHWA RWMP partnered with the South Dakota DOT to develop and implement a Weather Responsive Traffic Management (WRTM) strategy that involves mobile data collection and traveler information dissemination during weather events. A concept of operations and an evaluation plan were developed and utilized in the project. The objectives of the system were to improve the efficiency of road condition data collection, increase the number and frequency of road condition reports, improve and expand road weather information provided to travelers, enhance the perceived benefits to travelers from the new traveler information, and support partner agencies that can use the new traveler information. This report documents the development, implementation and evaluation of the system. Overall, the evaluations indicate that travelers value road condition forecasts. Furthermore, after viewing road condition forecasts, the travelers’ either changed the timing or routing of their trips, or felt more prepared for them. The report also contains lessons learned and recommendations based on the evaluation results. KW - Advanced traveler information systems KW - Evaluation KW - Road weather information systems KW - Route choice KW - South Dakota Department of Transportation KW - Weather forecasting KW - Websites (Information retrieval) UR - http://ntl.bts.gov/lib/56000/56900/56952/FHWA-JPO-16-269_V1.pdf UR - https://trid.trb.org/view/1400142 ER - TY - RPRT AN - 01592041 AU - Asam, Susan AU - Bhat, Cassandra AU - Dix, Brenda AU - Bauer, Jocelyn AU - Gopalakrishna, Deepak AU - Leidos AU - ICF International AU - Federal Highway Administration TI - Climate Change Adaptation Guide for Transportation Systems Management, Operations, and Maintenance PY - 2015/11 SP - 88p AB - This guide provides information and resources to help transportation management, operations, and maintenance staff incorporate climate change into their planning and ongoing activities. It is intended for practitioners involved in the day-to-day management, operations, and maintenance of surface transportation systems at State and local agencies. The guide assists State departments of transportation (DOTs) and other transportation agencies in understanding the risks that climate change poses and actions that can help reduce those risks. Incorporating climate change considerations into how agencies plan and execute their transportation system management and operations (TSMO) and maintenance programs helps the agency become more resilient to unanticipated shocks to the system. Adjustments to TSMO and maintenance programs—ranging from minor to major changes—can help to minimize the current and future risks to effective TSMO and maintenance. KW - Climate change KW - Maintenance management KW - Risk management KW - State departments of transportation KW - Transportation operations KW - Transportation planning UR - http://www.ops.fhwa.dot.gov/publications/fhwahop15026/fhwahop15026.pdf UR - https://trid.trb.org/view/1398797 ER - TY - RPRT AN - 01590487 AU - Hensen, Ron AU - Miyaki, Joe AU - Short Elliott Hendrickson Incorporated AU - Colorado Department of Transportation AU - Federal Highway Administration TI - A Comparison of Freeway and Parallel Major Arterial Corridors: A Study of Safety Patterns in the Denver Metropolitan Area PY - 2015/11//Final Report SP - 47p AB - Observations and initial examination of average daily traffic (ADT) and peak-hour volume data on Denver regional arterials suggests questions as to if and why they are happening, and what the implications are on corridor travel and accident patterns? This proposed research task will investigate these trends and address questions, to assist Colorado Department of Transportation (CDOT) in better determining which improvements would more likely decrease accident experience while improving corridor capacity. The research will focus on a selected freeway section and corresponding regional arterials corridors. The study will address the effects of arterial traffic volume diversion patterns and the discontinuities on freeway versus arterial safety parameters. The final product of this research will be a report presenting the traffic and safety statistics and trends along a selected freeway/arterial corridor, with conclusions as to what improvements are most likely to improve safety and corridor thru-put on both. KW - Annual average daily traffic KW - Arterial highways KW - Crash rates KW - Denver Metropolitan Area KW - Freeways KW - Highway capacity KW - Highway safety KW - Peak hour traffic KW - Traffic volume UR - https://www.codot.gov/programs/research/pdfs/2015-research-reports/safety-patterns/at_download/file UR - https://trid.trb.org/view/1396349 ER - TY - RPRT AN - 01590462 AU - Frank, Frederick A AU - Lennon, Lawrence AU - Parsons Brinckerhoff, Incorporated AU - Creighton Manning Engineers, LLP AU - Capital District Transportation Committee AU - New York State Department of Transportation AU - Federal Highway Administration TI - I-87/US 9 Integrated Corridor Management Plan PY - 2015/11//Final Report SP - 118p AB - This study evaluates the potentiality of developing an integrated freeway / arterial corridor plan to improve overall operations of I-87 and US 9 (parallel arterial) by improving the methodology of addressing recurring and non-recurring delays (including incident management) within the corridor between Exits 2 and 15. The output includes the following: a data mining tool that can easily extract incident information from New York State Department of Transportation's (NYSDOT’s) Management and Information System for Transportation (MIST) system; a Traffic Performance Profile for I-87 and US 9; an Incident Profile for I-87, with recommendations for improving the region’s incident management program; traffic operations recommendations; discussion of a Access Management Plan on US 9 and land use recommendations; a calibrated VISSIM model to test and evaluate differing traffic diversion strategies, specifically looking at the impact on local transportation facilities; and strategic capital actions (with startup and operating costs) required to improve operations on I-87 and make US 9 and other surface arterials effective diversion routes. KW - Albany County (New York) KW - Arterial highways KW - Freeways KW - Highway operations KW - Incident management KW - Integrated corridor management KW - Land use KW - Recommendations KW - Saratoga County (New York) KW - Traffic congestion KW - Traffic diversion KW - Traffic incidents KW - VISSIM (Computer model) UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-07-69_%20I-87%20US9%20ICMP%20Final%20Report_12-14-15.pdf UR - https://trid.trb.org/view/1394987 ER - TY - RPRT AN - 01587699 AU - Condon, Joseph AU - Pickrell, Don AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - Production Process for Financial Data Tables in FHWA’s Highway Statistics Series PY - 2015/11//Technical Report SP - 40p AB - This report captures the production process and programs and steps used to produce the finance tables and charts published in the Federal Highway Administration’s (FHWA’s) Highway Statistics Series publication site made available to Congress and the public. Specific to States' income and revenue, this report characterizes the automated online systems and manual methods used by FHWA to collect State-delivered forms; details types of revenue sources, and how FHWA analyzes statistical data derived from these various classifications of highway expenditures. Information presented in this report is intended for users as a source of material that is user-friendly and accessible. KW - Data analysis KW - Data collection KW - Expenditures KW - Financial analysis KW - Highway Statistics (Publication) KW - Revenues KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/policyinformation/pubs/financial_data_processing.pdf UR - http://ntl.bts.gov/lib/56000/56700/56787/DOT-VNTSC-FHWA-16-02.pdf UR - https://trid.trb.org/view/1378465 ER - TY - RPRT AN - 01587641 AU - Waldheim, Nicole AU - Wemple, Elizabeth AU - Fish, Joseph AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Applying Safety Data and Analysis to Performance-Based Transportation Planning PY - 2015/11//Technical Report SP - 100p AB - This guidebook provides State departments of transportation (DOT) and metropolitan planning organization (MPO) planners with a framework for navigating the fundamentals and advanced methods of safety data collection and analysis. It also demonstrates how the results of that analysis can be applied to the performance-based transportation planning process to develop safety goals, objectives, performance measures, and targets; identify and prioritize projects; and evaluate progress towards safety priorities. KW - Data analysis KW - Data collection KW - Highway safety KW - Metropolitan planning organizations KW - Performance measurement KW - State departments of transportation KW - Transportation planning UR - http://safety.fhwa.dot.gov/tsp/fhwasa15089/data_anl.pdf UR - https://trid.trb.org/view/1391683 ER - TY - RPRT AN - 01587610 AU - Fehon, Kevin AU - O'Brien, Pam AU - Leidos AU - DKS Associates AU - Federal Highway Administration TI - Traffic Signal Management Plans – An Objectives- and Performance-based Approach for Improving the Design Operations and Maintenance of Traffic Signal Systems PY - 2015/11//Project Report SP - 84p AB - The Federal Highway Administration (FHWA) has prepared this guidebook to assist transportation agencies across the country in better managing their traffic signal systems through systematic alignment of maintenance, design, and operations activities and resources. It provides step-by-step instructions for documenting current activities, relating them to the agency’s goals and transportation objectives, and offers a structure that shows how the activities of all staff involved in traffic signal management support those objectives. The appendix includes performance measurement case studies. KW - Case studies KW - Design KW - Handbooks KW - Highway operations KW - Maintenance KW - Performance measurement KW - Traffic control KW - Traffic signals UR - http://www.ops.fhwa.dot.gov/publications/fhwahop15038/fhwahop15038.pdf UR - https://trid.trb.org/view/1394933 ER - TY - RPRT AN - 01584083 AU - Federal Highway Administration TI - Remotely Monitoring Water Quality Near Highways: A Sustainable Solution PY - 2015/11 SP - 2p AB - Collecting water quality data on streams located near highways can be challenging in remote and difficult-to-reach locations. Obtaining and transporting water samples is time-consuming, expensive, and sometimes dangerous. Another key challenge is that transportation agencies can miss the release of toxins and pollutants that occur in a short time period or the first flush of stormwater runoff from highways. Collecting water quality data is crucial, however, to State departments of transportation in their effort to meet U.S. Environmental Protection Agency National Pollutant Discharge Elimination System permit requirements, particularly during the first flushes of spring stormwater runoff. Placing sensors directly in the water to collect data is an appealing solution, but these in situ sensors typically rely on batteries that have to be replaced as often as every 3 weeks. Designing a renewable and self-sustaining onsite system is the goal of the Exploratory Advanced Research (EAR) Program project “A Remote, Self-Sustained System for Monitoring Water Quality Near Highways.” Montana State University conducted this research, which was funded by the Federal Highway Administration (FHWA). KW - Data collection KW - Field tests KW - Highways KW - Montana KW - Remote sensing KW - Runoff KW - Streams KW - Water quality UR - http://www.fhwa.dot.gov/advancedresearch/pubs/16018/16018.pdf UR - https://trid.trb.org/view/1377948 ER - TY - SER AN - 01583648 JO - TechBrief PB - Federal Highway Administration AU - Tayabji, Shiraz AU - Brink, Wouter TI - Precast Concrete Pavement Bedding Support Systems PY - 2015/11 SP - 6p AB - Precast concrete pavement (PCP) technology is gaining wider acceptance in the U.S. for rapid repair and rehabilitation of concrete pavements, as well as for reconstruction of heavily trafficked asphalt concrete intersections. Widespread use in the U.S. is fairly recent, with most projects in service less than about 14 years. Nonetheless, dozens of projects have been constructed, and advances continue to be made in all aspects of the technology, including panel design, fabrication, and installation. The use of both jointed PCP and posttensioned PCP systems has advanced during the last decade due to a combination of work sponsored by the Federal Highway Administration (FHWA), projects constructed by highway agencies, and innovations by the highway agencies and the construction industry. One area of innovation relates to improvements in the bedding support under precast concrete panels. This Tech Brief describes the technical considerations for bedding support and current bedding support practices for PCP systems. KW - Bedding KW - Panels KW - Pavement design KW - Posttensioning KW - Precast concrete pavements KW - Subgrade materials KW - Technological innovations KW - United States UR - https://www.fhwa.dot.gov/pavement/concrete/pubs/hif16009.pdf UR - https://trid.trb.org/view/1376319 ER - TY - SER AN - 01583609 JO - Exploratory Advanced Research Program Fact Sheet PB - Federal Highway Administration TI - Tools for Improving the Sustainability and Durability of Concrete: Modeling Hydration and Performance PY - 2015/11 SP - 2p AB - How does hydration affect the performance of concrete, including its setting, strength, and durability? Can advanced hydration models be developed that will allow practitioners to input the composition of cement, supplementary cementitious materials, and admixtures, combined with temperature, and receive guidance on a pavement’s expected performance? Answering these questions is the goal of the Exploratory Advanced Research (EAR) Program project “Mechanisms of Hydration and Setting of Ordinary Portland Cement in Simple and Complex Systems.” This document reviews the project's experimental techniques, modeling advances, and importance to the Federal Highway Administration. KW - Concrete KW - Durability KW - Hydration KW - Mathematical models KW - Pavement performance UR - http://www.fhwa.dot.gov/advancedresearch/pubs/15084/15084.pdf UR - https://trid.trb.org/view/1377420 ER - TY - RPRT AN - 01583597 AU - Inman, Vaughan W AU - Bertola, Mary Anne AU - Philips, Brian H AU - Leidos AU - Federal Highway Administration AU - Federal Highway Administration TI - Information as a Source of Distraction PY - 2015/11//Final Report SP - 142p AB - The overall goal of the Information as a Source of Distraction project was to further the scientific basis for decisions about the types of information that can be displayed within the right-of-way without adversely affecting drivers’ attention to their primary task—safe driving. There were two focus areas: electronic changeable message highway signs (CMS) and guide signs. Six studies were conducted. The first study examined the perceived similarity between messages on a full-color, full-matrix, light-emitting diode CMS display with 0.79-inch (20-mm) pixel pitch and the same messages on a liquid crystal display. The purpose of that study was to derive requirements for laboratory and driving simulation studies of CMS messaging. The second study examined the legibility distance for text message on the CMS display used in the first study. It was determined that, assuming 20/40 vision, legibility distance could be estimated using a letter height of 1 inch (2.54 cm) per 20 ft (6.1 m) of viewing distance. In the third study, drivers read the CMS display as they approached it on a closed course that required them to simultaneously navigate a curved path. The effects of CMS message properties such as flashing, phasing, abbreviations, and use of symbols versus text were examined. The fourth and fifth studies simulated overhead CMS messages on a freeway on which there was a CMS every 0.5 mi (0.8 km). By displaying highly salient images (faces on brightly colored backgrounds) that changed every 3 s, an attempt was made to distract drivers. Drivers did not look at the salient images more often or longer than they looked at travel-time messages. When headways were short, the salient signs had a 0.2 probability of receiving a brief look. None of the signs caused drivers to miss safety-critical messages encountered later in the drive. None of the signs caused drivers to fail to detect a roadway hazard (spilled logs). The final study examined the effects of the frequency and spacing of guide signs on navigation performance and eye-glance behavior. That study supported retaining current Manual of Uniform Traffic Control Devices for Streets and Highways standards and recommendations for guide signs and suggested further research on the design of specific service logo signs. KW - Distraction KW - Drivers KW - Driving simulators KW - Eye movements KW - Guide signs KW - Legibility KW - Recommendations KW - Spacing KW - Variable message signs UR - http://www.fhwa.dot.gov/publications/research/safety/15027/15027.pdf UR - https://trid.trb.org/view/1376534 ER - TY - RPRT AN - 01583552 AU - Shinstine, Debbie S AU - Ksaibati, Khaled AU - University of Wyoming, Laramie AU - Mountain-Plains Consortium AU - Research and Innovative Technology Administration AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Indian Reservation Safety Improvement Program: A Methodology and Case Study PY - 2015/11 SP - 244p AB - Improving roadway safety on Indian reservations requires a comprehensive approach. Limited resources, lack of crash data, and few cross-jurisdictions coordination has made it difficult for Native American communities to address their roadway safety concerns. A methodology to improve roadway safety has been developed and successfully implemented on the Wind River Indian Reservation (WRIR). Key to the success of such a process is collaboration among safety stakeholders. Strategic highway safety plans are used to assist agencies to determine effective safety improvements to their roadways. The WRIR has successfully developed a strategic plan utilizing the available crash data, identified ways to improve reporting, and incorporated their safety improvement program into the strategic plan. Statistical models have been used to help researchers determine related factors and identify countermeasures to improve roadway safety. This study analyzes crash severity for rural highway systems in Wyoming using a multiple logistic regression model. In order to improve transportation safety and other transportation issues in tribal communities, they need programs that meet their specific needs and culture. This report presents several programs that address livability and sustainability. Roadway safety is a primary goal among Native Americans in their efforts to improve the quality of life among their people. KW - Case studies KW - Countermeasures KW - Crash rates KW - Crash severity KW - Highway safety KW - Indian reservations KW - Logistic regression analysis KW - Methodology KW - Rural highways KW - Stakeholders KW - Strategic planning KW - Wind River Indian Reservation UR - http://www.ugpti.org/resources/reports/downloads/mpc15-291.pdf UR - http://ntl.bts.gov/lib/56000/56700/56742/mpc15-291.pdf UR - https://trid.trb.org/view/1377415 ER - TY - RPRT AN - 01583538 AU - Affleck, Rosa T AU - Smith, Charles AU - Bernier, Andrew AU - Arbogast, Jude AU - Smart, Aaron AU - Scholz, Ann AU - U.S. Army Engineer Research and Development Center AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - Structural Condition Assessment of Reinforced Base-Course Pavement PY - 2015/11//Final Report SP - 113p AB - In 2011, the New Hampshire Department of Transportation (NHDOT) reconstructed 2 miles of Pickering Road in Rochester. This included building three distinct reinforcement conditions: a geogrid reinforcement within the granular base-course layer and no geotextile separator, a geotextile separator between the subgrade soil and the subbase course, and a geogrid reinforcement within the granular base-course layer with a geotextile separator between the subgrade and the subbase layer. The Cold Regions Research and Engineering Laboratory (CRREL) conducted a series of falling weight deflectometer (FWD) tests to monitor changes in layer moduli as the seasons changed. FWD tests occurred several times throughout the year on selected locations along the reinforced and non-reinforced (southern portion) pavement. Based on the seasonal back-calculated moduli for 2014 and 2015 values, the reinforced geogrid granular base-course layer provided higher moduli than the nonreinforced sections, and it appears that the aggregate layer thickness can be reduced to 33%–42% if the base course is reinforced with a geogrid mesh. This higher stiffness should allow the pavement to withstand many more traffic repetitions before fatigue cracking develops; and the geogrid should minimize the influence on thermal cracking. KW - Base course (Pavements) KW - Falling weight deflectometers KW - Freeze thaw durability KW - Geogrids KW - Modulus of elasticity KW - Pavement design KW - Reinforcement (Engineering) KW - Rochester (New Hampshire) KW - Seasons KW - Separators UR - http://acwc.sdp.sirsi.net/client/en_US/search/asset/1047549 UR - https://trid.trb.org/view/1376324 ER - TY - RPRT AN - 01582434 AU - Hurwitz, David AU - Jannat, Mafruhatul AU - Warner, Jennifer AU - Monsere, Christopher AU - Razmpa, Ali AU - Oregon State University, Corvallis AU - Portland State University AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Towards Effective Design Treatment for Right Turns at Intersections with Bicycle Traffic PY - 2015/11//Final Report SP - 283p AB - The overall goal of this research was to quantify the safety performance of alternative traffic control strategies to mitigate right-turning vehicle-bicycle crashes at signalized intersections in Oregon. The ultimate aim was to provide useful design guidance to potentially mitigate these collision types at the critical intersection configurations. This report includes a comprehensive review of more than 150 scientific and technical articles that relate to bicycle-motor vehicle crashes. A total of 504 right-hook crashes were identified from vehicle path information in the Oregon crash data from 2007-2011, mapped and reviewed in detail to identify the frequency and severity of crashes by intersection lane configuration and traffic control. Based on these efforts, a two stage experiment was developed in the Oregon State University (OSU) high-fidelity driving simulator to investigate the causal factors of right-hook crashes at signalized intersections with a striped bike lane and no right-turn lane, and to then identify and evaluate alternative design treatments that could mitigate the occurrence of right-hook crashes. Experiment 1 investigated motorist and environmental related causal factors of right-hook crashes, using three different motorist performance measures: (1) visual attention, (2) situational awareness (SA) and (3) crash avoidance behavior. Data was collected from 51 participants (30 male and 21 female) turning right 820 times in 21 different experimental scenarios. It was determined that the worst case right-hook scenario occurred when a bicycle was approaching the intersection at a higher speed (16 mph) and positioned in the blind zone of the motorist. In crash and near crash situations (measured by time-to-collision) the most common cause was a failure of the driver to actively search for the adjacent bicyclist (situational awareness level 1), although failures were also determined to occur due to failures of projection (i.e. incorrectly assuming that the bicycle would yield or that there was enough time to turn in front of the bicycle). Elements of driver performance and gap acceptance collected in the first stage simulator experiment were field validated to provide additional confidence in the findings. The research reviewed 144 hours of video and identified 43 conflicts where the time-to-collision (TTC) measured less than 5 seconds. When field observations of scenarios most similar to those in the simulator were isolated, the analysis indicated that the distribution of the TTCs values observed in the simulator were consistent with those observed in the field. Experiment 2 evaluated several possible design treatments, (specifically: signage, pavement markings, curb radii, and protected intersection designs), based on the visual attention of motorist, their crash avoidance behavior, and the severity of the observed crashes. Data was collected from 28 participants (18 male and 10 female) turning right 596 times in 22 scenarios that were used. The resulting analysis of the driver performance indicators suggest that while various driver performance metrics can be measured robustly, and all of the treatments had some positive effect on measured driver performance, it is not yet clear how to map the magnitudes of the differences to expected crash outcomes. Additional work is recommended to address the limitations of this study and to further consider the potential effects of the right-hook crash mitigation strategies from this research. KW - Alternatives analysis KW - Bicycle crashes KW - Crash analysis KW - Crash causes KW - Driver performance KW - Drivers KW - Driving simulators KW - Highway design KW - Literature reviews KW - Oregon KW - Right turns KW - Signalized intersections KW - Traffic control UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR767_FinalReport_070815.pdf UR - https://trid.trb.org/view/1375682 ER - TY - SER AN - 01582193 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Elhouar, Souhail AU - Dragoo, Drew AU - Khodair, Yasser AU - Lee, Yoon-Si AU - Bradley University AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Performance Evaluation of Snow and Ice Plows PY - 2015/11//Final Report IS - 15-007 SP - 102p AB - Removal of ice and snow from road surfaces is a critical task in the northern tier of the United States, including Illinois. Highways with high levels of traffic are expected to be cleared of snow and ice quickly after each snow storm. This is necessary for maintaining the safety of the public and the efficiency of the highway system. In 2011, the Illinois Department of Transportation (IDOT) initiated a research project to conduct a comprehensive study to evaluate the performance of snow and ice plows. The project targeted several plow performance indicators including blade type, scraping forces, and shock acceleration, among other suggested parameters. The project involved a literature review, a synthesis of best practices in snow and ice plowing operations, development of a plow and blade performance evaluation procedure, instrumentation of a snow plow and the carrying out of field tests, development of finite element models to synthesize a comprehensive performance database, and documentation of project results. KW - Best practices KW - Evaluation KW - Field tests KW - Finite element method KW - Illinois KW - Instrumentation KW - Literature reviews KW - Performance measurement KW - Snowplows KW - Winter maintenance UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=3692 UR - http://ntl.bts.gov/lib/56000/56700/56705/FHWA-ICT-15-007.pdf UR - https://trid.trb.org/view/1375678 ER - TY - RPRT AN - 01582192 AU - Simpson, Sarah AU - Bruggeman, Dave AU - United Civil Group AU - Lee Engineering, LLC AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Detection and Warning Systems for Wrong-Way Driving PY - 2015/11 SP - 86p AB - Arizona’s wrong‐way crash data were compiled from 2004 through 2014 and show that 245 wrong‐way crashes occurred with 91 fatalities over the 11‐year period. Approximately 65 percent of the wrong‐way drivers in the Arizona crashes were documented as impaired. Arizona’s statistics align with the national average showing that approximately 60 percent of wrong‐way drivers are impaired. Until impaired driving is significantly lessened, wrong‐way driving will continue to occur. However, technology might provide a means to reduce wrong‐way crashes by alerting authorities instantly of the errant driver’s entry and tracking the errant vehicle’s exact location on the highway system, giving law enforcement the knowledge needed to stop the vehicle before a crash occurs. This research developed a conceptual system to detect a wrong‐way driver upon entry, inform the errant driver of their mistake, notify the Arizona Department of Transportation (ADOT) Traffic Operations Center (TOC) and law enforcement instantly, track the wrong‐way vehicle on the highway system, and warn right‐way drivers in the vicinity of the oncoming vehicle. The proposed design would integrate readily available technologies with the existing freeway management system (FMS) infrastructure. To integrate these technologies and devices would require the development of customized software for wrong‐way detection. KW - Arizona KW - Crash data KW - Detection and identification systems KW - Impaired drivers KW - Technological innovations KW - Warning devices KW - Wrong way driving UR - https://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ741.pdf UR - http://ntl.bts.gov/lib/56000/56600/56670/AZ741.pdf UR - https://trid.trb.org/view/1375685 ER - TY - RPRT AN - 01581012 AU - Hansen, Kent R AU - Copeland, Audrey AU - National Asphalt Pavement Association (NAPA) AU - Federal Highway Administration TI - Asphalt Pavement Industry Survey on Recycled Materials and Warm-Mix Asphalt Usage: 2014 PY - 2015/11//5th Edition Final Report SP - 28p AB - A shared goal of the Federal Highway Administration (FHWA) and the National Asphalt Pavement Association (NAPA) is to support and promote sustainable practices, such as pavement recycling and warm-mix asphalt (WMA). The use of recycled materials, primarily reclaimed asphalt pavement (RAP) and reclaimed asphalt shingles (RAS), in asphalt pavements reduces the amount of new materials required to produce asphalt mixes, as well as the stream of material going to landfills. This is vital to the mission of environmental stewardship and extending the service life of the nation’s infrastructure while lowering overall costs. WMA technologies have been introduced to reduce the production and compaction temperatures for asphalt mixtures as a means of reducing the energy needed and emissions associated with mix production. Additional benefits include improved compaction of asphalt mixtures leading to improved pavement performance, as well as a longer paving season. As part of FHWA’s Every Day Counts initiative, WMA was chosen for accelerated deployment in federal-aid highway, state department of transportation (DOT), and local road projects. It is important for the industry to document the deployment of these technologies to understand where they are being used and where they may be underutilized. FHWA has established a mechanism for tracking the use of recycled materials and WMA in asphalt pavements. This mechanism has established a baseline for RAP, RAS, and WMA usage and has tracked the growth of the use of these sustainable practices in the highway industry since 2009. The objective of this tracking is to quantify the use of recycled materials and WMA produced annually by the asphalt pavement industry. Results show significant growth in the use of RAP, RAS, and WMA technologies from 2009 through 2014. The asphalt industry remains the country’s most diligent recycler by recycling asphalt pavements at a rate of over 99 percent. The average percentage of RAP used in asphalt mixtures has increased from 15.6 percent in 2009 to 20.4 percent in 2014. In 2014, the estimated RAP tonnage used in asphalt mixes was 71.9 million tons. Assuming 5 percent liquid asphalt in RAP, this represents over 3.6 million tons (20 million barrels) of asphalt binder conserved along with replacing some 68 million tons of virgin aggregate. The combined saving of asphalt binder ($550/ton) and aggregate ($9.50/ton) by using RAP and RAS in asphalt mixes is more than $2.8 billion. This keeps asphalt pavement mixture costs competitive and allows owners to achieve more roadway maintenance and construction activities within limited budgets. In 2014, WMA was about one-third of the total asphalt mixture market. WMA use increased by nearly 7 percent from 2013 to 2014, and about 577 percent since 2009. Plant foaming is used most often in producing WMA, with over 84 percent of the market. WMA additives accounted for about 16 percent of the market. KW - Asphalt pavements KW - Cost effectiveness KW - Reclaimed asphalt pavements KW - Recycled materials KW - Shingles KW - Surveys KW - Warm mix paving mixtures UR - http://www.asphaltpavement.org/PDFs/IS138/IS138-2014_RAP-RAS-WMA_Survey_Final.pdf UR - https://trid.trb.org/view/1375094 ER - TY - RPRT AN - 01580980 AU - Gold, Andrea AU - Chin, Kristie AU - Walton, C Michael AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Phase III Texas Technology Task Force Activities Report PY - 2015/11//Technical Report SP - 208p AB - The Texas Technology Task Force (TTTF) is a strategic initiative that supports the Texas Department of Transportation in navigating change and developing a common vision for the state’s transportation system. Composed of thought leaders from public agencies, industry, and research, the TTTF provides insight into portfolio development, impact analysis, and strategic planning. The Emerging Technology Portfolio includes the following six major categories that may be combined to serve a multimodal purpose: 1) Next Generation Vehicles & Energy, 2) Information & Communications, 3) Infrastructure & Construction, 4) Service-Based Platforms, 5) Materials & Additive Manufacturing, and 6) Other Technologies. Each technology is then analyzed along four dimensions: 1) Goals, 2) Barriers, 3) User-Groups, and 4) Modes. A primary focus of this phase of work was on developing technical papers on two core strategies, managing customer relationships with data and developing a communication plan. White papers were also developed for freight and logistics technologies, drones, and big data. These papers serve as background pieces for a Strategic Technology Business Plan. KW - Communications KW - Customers KW - Data analysis KW - Data collection KW - Drone aircraft KW - Logistics KW - Strategic planning KW - Technological innovations KW - Technology assessment KW - Texas KW - Transportation planning UR - http://library.ctr.utexas.edu/ctr-publications/0-6803-01-1.pdf UR - https://trid.trb.org/view/1374123 ER - TY - RPRT AN - 01580972 AU - Chin, Kristie AU - Gold, Andrea AU - Walton, C Michael AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Texas Technology Task Force White Papers, Volumes 1–5: How the Age of Technology Is Transforming Transportation Agencies PY - 2015/11 SP - 64p AB - The Texas Technology Task Force (TTTF) is a strategic initiative that supports the Texas Department of Transportation in navigating change and developing a common vision for the state’s transportation system. Composed of thought leaders from public agencies, industry, and research, the TTTF provides insight into portfolio development, impact analysis, and strategic planning. This document contains five TTTF White Papers: Volume 1 - Understanding the Customer of the Future; Volume 2 - Revolutionizing the Global Logistics Industry; Volume 3 - Identifying Opportunities and Challenges of UAVs; Volume 4 - Managing Customer Relationships Using Big Data ; and Volume 5 - Formulating a Communications Strategy. KW - Communications KW - Customers KW - Data analysis KW - Data collection KW - Drone aircraft KW - Freight transportation KW - Logistics KW - Strategic planning KW - Texas KW - Transportation planning UR - http://library.ctr.utexas.edu/ctr-publications/0-6803-01-p4.pdf UR - https://trid.trb.org/view/1374119 ER - TY - RPRT AN - 01580890 AU - Richard, Christian M AU - Morgan, Justin F AU - Bacon, L Paige AU - Graving, Justin S AU - Divekar, Gautam AU - Lichty, Monica G AU - Battelle AU - Federal Highway Administration TI - Multiple Sources of Safety Information from V2V and V2I: Redundancy, Decision Making, and Trust—Safety Message Design Report PY - 2015/11//Interim Report SP - 80p AB - This report is part of the Human Factors for Connected Vehicles (HFCV) research program, whose goal is to minimize driver workload by eliminating connected vehicle (CV) device-related distractions. The research described in this document is part of an effort to develop initial design guidance for vehicle-to-infrastructure (V2I) safety messages provided using driver-infrastructure interfaces and driver-vehicle interfaces. Existing HFCV research, in addition to research from related domains, was used to develop this preliminary design guidance. The target audiences for this information are CV system designers and other State transportation department personnel involved in the development and implementation of V2I applications that provide safety information. The design topics are divided into two sets. The first set is composed of general topics providing background information and covers issues that apply across multiple V2I applications. The second set includes topics focusing on specific V2I applications. The general objective of the guidance information is to assist in the coordination of V2I and vehicle-to-vehicle displays and messages to safely support driver information needs and decision making. This information may serve as a resource for the development of guidelines that address V2I system-related human factors design issues in future versions of NCHRP 600: Human Factors Guidelines for Road Systems. KW - Human factors engineering KW - Information display systems KW - Messages (Communications) KW - User interfaces (Computer science) KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications UR - http://www.fhwa.dot.gov/publications/research/safety/15007/15007.pdf UR - https://trid.trb.org/view/1375421 ER - TY - RPRT AN - 01594233 AU - Boston, Thomas D AU - Ross, Catherine L AU - Smith, Sarah McCord AU - Schmid, Jon AU - Georgia Institute of Technology AU - Georgia Department of Transportation AU - Federal Highway Administration TI - GDOT Local Beneficiary Analysis of TIA Project Expenditures (Establishment of Baseline Conditions and Expectations) PY - 2015/10/31/Final Report SP - 157p AB - Voters in three regions of Georgia approved the Transportation Investment Act in 2012, adding 1% to local sales taxes to fund voter-approved and discretionary projects. This report analyzes the economic impact of expenditures arising from the TIA from 2012-2014. A framework for measuring the benefits of TIA for current and future projects is developed. Discretionary funds allocated to local areas are identified as one of the most highly valued outcomes of the program. KW - Benefit cost analysis KW - Economic analysis KW - Georgia KW - Investments KW - Local taxation KW - Stakeholders UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/13-30.pdf UR - https://trid.trb.org/view/1398318 ER - TY - RPRT AN - 01587740 AU - Orton, Sarah AU - Salim, Hani AU - Elsisi, Alaaeldin AU - Pelikan, Andrew AU - Barrett, David AU - Imhoff, Cory AU - Kuntz, Gregory AU - Wombacher, Matt AU - University of Missouri, Columbia AU - HDR, Incorporated AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Evaluation of Finger Plate and Flat Plate Connection Design PY - 2015/10/31/Final Report SP - 297p AB - This project investigates the cause(s) of premature deterioration of Missouri Department of Transportation (MoDOT) finger plate and flat plate expansion devices under high traffic volumes and then uses that information to design new Load and Resistance Factor Design (LRFD) finger plate and flat plate designs that are intended to last 40 years or more with minimal maintenance. To fully evaluate the expansion devices, a literature review and survey of current expansion devices used by transportation departments across the United States was conducted. The failure of the finger plate expansion devices were found to be contributed primarily to fatigue failure of the weld between the finger plate and the support beam beneath it as well as vertical misalignment due to poor construction. The flat plate expansion device was found to perform inadequately if the bridge span experiences rotation causing a gap between the sliding flat plate and the support angle or if construction of the device is deficient. Experimental testing was conducted on the finger plate device on Eastbound Blanchette Bridge on Highway I-70 in St. Louis and the flat plate device on Route 350 passing over Highway I-435 in Kansas City. The results were also used to validate Finite Element Models (FEMs) of the current expansion device designs. Testing of the finger devices found that dynamic impact in the finger device is generally between 40% and 70% and could be as much as 160% and the effect of misalignment of the fingers can results in 30% additional stresses. Testing of the flat plate device revealed significant stresses build in the sliding plate due to the differential movements of the abutment and bridge span. A robust finger plate device was designed to accommodate bridges which require large expansion lengths on high large volume routes. In addition suggestions for improvements of the existing finger plate device design were made for use on routes with lower traffic volumes. Repair and replacement best practices and details were also developed as part of this project. KW - Best practices KW - Bridge design KW - Deterioration KW - Expansion joints KW - Field tests KW - Finite element method KW - Literature reviews KW - Load and resistance factor design KW - Missouri KW - Plates (Engineering) KW - Repairing KW - Surveys UR - http://library.modot.mo.gov/RDT/reports/TR201506/cmr16-008.pdf UR - https://trid.trb.org/view/1394988 ER - TY - RPRT AN - 01612164 AU - Ahn, Kyoungho AU - Park, Sangjun AU - Rakha, Hesham AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Federal Highway Administration AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Developing a Real-Time Energy and Environmental Monitoring System PY - 2015/10/30/Final Report SP - 26p AB - The objective of the research is to develop a framework for real-time emission modeling to improve eco-friendly intelligent transportation system (ITS) applications. The proposed framework can be utilized for real-time ITS applications such as eco-routing and applications for the environment: real-time information synthesis program. To develop a more efficient framework, a new interface to the motor vehicle emission simulator (MOVES) model is developed to enhance the computational performance. Additionally, a methodology using a probe vehicle equipped with onboard equipment is suggested for collecting operating mode distribution through the network to generate input for the MOVES model. Through virtual implementation using a simulation environment developed with the Python scripting language, this study demonstrates that the proposed framework generally works as designed. The study also investigates the effects of probe vehicle sampling size on estimation accuracy. KW - Computational efficiency KW - Emissions modeling KW - Environmental monitoring KW - Intelligent transportation systems KW - Motor Vehicle Emission Simulator (MOVES) KW - Pollutants KW - Probe vehicles KW - Real time information UR - http://www.mautc.psu.edu/docs/VT-2012-06.pdf UR - https://trid.trb.org/view/1424195 ER - TY - RPRT AN - 01604945 AU - Ishak, Sherif AU - Osman, Osama AU - Mousa, Saleh AU - Karblaieali, Sogand AU - Bakhit, Peter AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration AU - National Center for Intermodal Transportation for Economic Competitiveness AU - Research and Innovative Technology Administration TI - Development of an Optimal Ramp Metering Control Strategy for I-12 PY - 2015/10/30/Final Report SP - 109p AB - This study presents a comprehensive evaluation of various adaptive ramp metering strategies in order to identify the optimum algorithm that can help improve traffic conditions on I-12, Baton Rouge, Louisiana. The evaluated ramp metering strategies included the ALINEA local ramp metering control and mixed strategies case which included HERO coordinated and the local ALINEA control. The coordination was performed between three sets of two on-ramps, one on the eastbound and two on the westbound, while the other on-ramps were operating as ALINEA. The different strategies were compared to the current ramp metering strategy that was fixed-time. Geometric and traffic data were collected to build and calibrate a simulation model to be used to test the different ramp metering strategies. Comparative evaluation was then performed on the simulation results of the three strategies using three performance measures: travel time, speed, and vehicle hours traveled (VHT). The three measures were aggregated for the entire corridor and averaged for different sections on the corridor while each section was representing a ramp metering location. The evaluation was conducted separately for the eastbound and westbound directions. For the eastbound direction, the average travel time reduction was 2 seconds for ALINEA and 6 seconds for the mixed strategy case. For the travel speed, the average increase in speed was 0.2 mph for the ALINEA control and 0.4 mph for the mixed strategy. For the VHT, the average reduction was 2.5 veh.hrs for the ALINEA control and 6.5 veh.hrs for the mixed strategy case. On the other hand, for the westbound direction, the results showed more significant improvements. The average travel time reduction increased to 20 seconds for ALINEA control and 40 seconds for the mixed strategy case. For the travel speed, the average increase in speed was one mph for the ALINEA control and 2 mph for the mixed strategy. For the VHT, the average reduction was 195 veh.hrs for the ALINEA control and went up to 197 veh.hrs for the mixed strategy case. The statistical analysis on these results showed that while the improvements were not significant for the eastbound, they were significant for the westbound direction. Yet, most of the results were not considered practically significant. Therefore, more detailed section-by-section analysis was performed using the calculated performance measures for each section on the corridor. The section-by-section analysis showed that none of the eastbound sections experienced any significant improvements. Whereas, on the westbound direction, three sections experienced significant improvements in the different performance measures: Range-O’neal, O’neal-Millerville, and Millerville Sherwood. The travel time reductions on these sections were as high as 45 seconds and 30 seconds for ALINEA and the mixed strategies, respectively. The increase in speed was 9 mph and 13 mph for ALINEA and the mixed strategies, respectively. For the VHT, both strategies achieved reductions that reached 100 veh.hrs for the three sections. When the ALINEA and mixed strategies where compared to one another, the mixed strategy showed more significant improvements. In summary, the eastbound did not experience any significant improvements in the traffic conditions. This is expected since this direction is operating at free flow conditions with the fixed-time strategy. On the other hand, for the westbound directions, the mixed strategy improved the traffic conditions significantly compared to the other control strategies. Yet, the achieved improvements were not as significant as expected. This was caused by the spillbacks at the off-ramps resulting from the vehicles waiting at the red traffic signals on the surface streets. Therefore, the study recommended investigating the integrated corridor management between the ramp meters and the traffic signals on the surface streets. KW - Active traffic management KW - Algorithms KW - ALINEA (Computer program) KW - Baton Rouge (Louisiana) KW - On ramps KW - Ramp metering KW - Statistical analysis KW - Traffic speed KW - Travel time KW - Vehicle hours of travel UR - http://www.ncitec.msstate.edu/wp-content/uploads/2013-41FR.pdf UR - https://trid.trb.org/view/1416960 ER - TY - ABST AN - 01599153 TI - Construction of Efficient, Cost-Effective and Sustainable Maintenance Facilities AB - The main goal of this research project is to produce guidance that provides the Oregon Department of Transportation (ODOT) with options for constructing high performance maintenance facilities that will: increase operational functionality, reduce environmental impact, increase energy efficiency, and lower life cycle costs. To reach this goal, the following objectives are proposed: (1) Continuously update the literature review over the course of the project to provide support for the recommended guidance on producing efficient, cost-effective and sustainable maintenance facilities. (2) Conduct a modified Life Cycle Cost Analysis focusing on energy and materials for a base case (current maintenance facility slated for reconstruction) and for the recently constructed Sisters, OR maintenance facility. (3) Conduct a modified Life Cycle Assessment focusing on energy and materials for a base case (current maintenance facility slated for reconstruction) and the recently constructed Sisters, OR maintenance facility. (4) Develop a best practices guide incorporating results from Objectives 1-3 that will enable ODOT decision makers (e.g., design personnel, engineers, and facility managers) to specify the construction of new or reconstruction/remodeling of existing maintenance facilities that will lead to standards for improved efficiency, cost-effectiveness, and sustainability; focusing on energy and materials use across the facility life cycle. KW - Best practices KW - Cost effectiveness KW - Decision making KW - Highway maintenance KW - Life cycle analysis KW - Life cycle costing KW - Oregon KW - Sustainable development UR - https://trid.trb.org/view/1408151 ER - TY - RPRT AN - 01598875 AU - Cavalline, Tara L AU - Whelan, Matthew J AU - Tempest, Brett Q AU - Goyal, Raka AU - Ramsey, Joshua D AU - University of North Carolina, Charlotte AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Determination of Bridge Deterioration Models and Bridge User Costs for the NCDOT Bridge Management System PY - 2015/10/26/Final Report SP - 188p AB - The North Carolina Department of Transportation (NCDOT) currently oversees the design, construction, operation, maintenance, repair, rehabilitation, and replacement of more than 17,000 bridges. As funding to match the growing need for new infrastructure and for maintenance, repair, and rehabilitation (MR&R) of existing infrastructure becomes more difficult to obtain, maximizing the service life of existing bridges becomes increasingly critical. In support of data-driven planning, NCDOT’s bridge management system (BMS) stores inventory data, including bridge characteristics, inspection data, and rating information, and uses deterioration models and economic models to predict outcomes and to provide network-level and project-level decisions. The objectives of this project were to provide NCDOT with revised, updated deterioration models and user cost tables for use in the BMS software. Existing data in NCDOT’s BMS were reviewed and steps to address data anomalies were identified and implemented. Updated deterministic deterioration models were developed for the existing data on the family level, with components grouped into families using established a priori classifications. Additionally, a unique statistical regression methodology applying survival analysis techniques to better address characteristics of the historical condition rating data was developed and resulted in probabilistic deterioration models for bridge components and culverts that provide significantly improved predictive accuracy and precision over prior deterministic models. These models include transition probability matrices that account for the effects of design, geographic, and functional characteristics on deterioration rates over different condition ratings. These models were found to provide significantly improved prediction accuracy and precision over typical planning horizons used in network analysis. However, while this advanced model was found to best fit the historical condition rating data and provide unique insight on factors influencing deterioration over the life-cycle of each bridge component, it was also discovered that a simplified implementation of the probabilistic deterioration model was able to achieve similar performance without rigorously incorporating the effects of external factors on deterioration rates. To aid in implementation and technology transfer, a software application was developed to facilitate routine updating of both the deterministic and probabilistic deterioration models. Preliminary work to evaluate the relative impact of individual maintenance activities on element condition ratings was performed, including the development of histograms of condition rating changes from prior actions to aid in development of action effectiveness models. Inputs and methodologies utilized to compute user costs in NCDOT’s BMS were updated and enhanced using relevant, current resources that were locally or regionally sourced when possible. Specifically, the updates and enhancements to the user cost models address average daily traffic (ADT) growth rates, vehicle operating cost, vehicle distribution, vehicle weight distribution, vehicle height distribution, accident injury severity, accident cost, and an equation useful in forecasting the number of annual bridge-related crashes. Analysis performed to generate the bridge-related crash prediction equation resulted in the identification of seven bridge characteristics that are most associated with bridge-related crashes. A sensitivity analysis on user costs indicated that, in NCDOT’s BMS, user costs are most sensitive to accident costs. KW - Accident costs KW - Bridge management systems KW - Crashes KW - Deterioration KW - Mathematical models KW - North Carolina KW - Probabilistic models KW - User costs UR - https://connect.ncdot.gov/projects/planning/RNAProjDocs/2014-07FinalReport.pdf UR - https://trid.trb.org/view/1405296 ER - TY - ABST AN - 01578461 TI - Transportation Learning Network AB - Transportation Learning Network (TLN) will be dedicated to: (1) technology transfer, (2) innovative transportation practices, and (3) new processes, initiatives and technology. Through the proposed pooled fund, the member states plan to research and deliver needed technology transfer topics via distance-based and on-demand methods. KW - Distance learning KW - Innovation KW - Learning KW - Technology transfer UR - http://www.pooledfund.org/Details/Study/582 UR - https://trid.trb.org/view/1372530 ER - TY - ABST AN - 01578439 TI - Enhancement to the Intelligent Construction Data Management System (Veda) and Implementation AB - Using ICDM-Veda as a tool/platform, the objectives of this effort are to incorporate features and enhancements such as the following: (1) Analysis platforms; (2) Filtering, computations, modeling, etc.; (3) Management of database and project files; (4) Enhancements and additions to existing logic and coding to facilitate efficiency and added features; (5) Mapping; (6) Mapping performance, print feature; (7) Correlation analyses; (8) Correlations between different data sets (intelligent compaction, thermal profiling, ground penetrating radar (GPR), pavement smoothness, falling weight deflectometer (FWD), density, etc.); (9) Spot tests; (10) Management of conventional spot test data (import, filtering, mapping, correlations); (11) Data import and mapping; (12) Import data sets from ProVAL, ground penetrating radar, and delimited text data; (13) Contract administration; (14) Automated items needed to administer geo-spatial technologies during construction for quality control/quality assurance (QC/QA); - Data import/mapping, acceptance, basis of measurement and documentation of quantities; (15) Asset management; and (16) Mapping of final project QC/QA data collection for use as a supplement Pavement Management Systems. KW - Asset management KW - Construction projects KW - Correlation analysis KW - Data collection KW - Data files KW - Data management KW - Intelligent agents KW - Mapping KW - Pavement management systems UR - http://www.pooledfund.org/Details/Study/583 UR - https://trid.trb.org/view/1372529 ER - TY - ABST AN - 01578401 TI - 2016 through 2020 Biennial Asset Management Conference and Training on Implementation Strategies AB - This project will: (1) Provide communication and information sharing among member states. Discuss research needs and provide research ideas to the Transportation Research Board (TRB); (2) Provide a technology and knowledge exchange forum to enhance the practical knowledge of member states concerning asset management implementation; and (3) Enhance the working knowledge of the asset management community. KW - Asset management KW - Conferences KW - Implementation KW - Research KW - Strategic planning KW - Training UR - http://www.pooledfund.org/Details/Study/584 UR - https://trid.trb.org/view/1372528 ER - TY - ABST AN - 01578114 TI - Earthen Berm Noise Reduction Analysis AB - The Ohio Department of Transportation (ODOT) constructs approximately 12 miles of new concrete noise barriers each year. This can result in unforeseen costs during the construction of the barrier, and also assumes typical maintenance costs. ODOT would benefit from having another option for a noise barrier that can be frequently constructed with lower construction and maintenance costs. ODOT's Office of Environmental Services has found very little data and research about the benefit of earthen berms compared to concrete and fiberglass with regard to the abatement of noise, and is interested in determining the benefits of an earthen berm noise barrier. The primary objective of this research is to determine the acoustic benefit of various earthen berm heights compared to same height concrete barriers. This analysis should also address whether a shorter earthen berm provides the same acoustic benefit as a taller concrete barrier. Another objective is to determine the cost benefit to using earthen berms in lieu of the concrete barrier. KW - Acoustic properties KW - Benefit cost analysis KW - Berms KW - Earth walls KW - Noise barriers KW - Noise control UR - https://trid.trb.org/view/1371641 ER - TY - RPRT AN - 01587645 AU - McKenzie, Erica R AU - Zhang, Huichun AU - Van Aken, Benoit AU - Abboud, Bechara AU - Temple University AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Effective Use and Application of Winter Roadway Maintenance Material Enhancers PY - 2015/10/16/Final Report SP - 172p AB - A study was conducted to evaluate the product performance and potential environmental effects of five (5) winter maintenance additives: salt – reference (as brine or rock salt), AquaSalina, BEET HEET, GreenBlast, and Magic Minus Zero. Product performance was prioritized for the overall product evaluation as direct negative environmental impacts are expected to be minimal (based on project chemical analysis and toxicity testing) and to not exceed relevant water quality criteria; however, this may not apply to very small watersheds (minimal dilution) or watersheds that are known to have existing water quality issues. The top three performers, based on product performance, were as follows: 1) AquaSalina, 2) GreenBlast, 3) Magic Minus Zero. When product cost was included, the top three value products were: 1) Magic Minus Zero, 2) AquaSalina, and 3) GreenBlast. KW - Costs KW - Deicing chemicals KW - Environmental impacts KW - Evaluation KW - Laboratory tests KW - Salts KW - Toxicity KW - Water quality KW - Winter maintenance UR - http://www.dot7.state.pa.us/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Maintenance/Task_6.1_Final_Report.pdf UR - http://ntl.bts.gov/lib/56000/56900/56923/Task_6.1_Final_Report.pdf UR - https://trid.trb.org/view/1391942 ER - TY - RPRT AN - 01580074 AU - You, Zhanping AU - Yang, Xu AU - Hiller, Jacob AU - Watkins, David AU - Dong, Jianping AU - Michigan Technological University AU - Michigan Department of Transportation AU - Federal Highway Administration TI - Improvement of Michigan Climatic Files in Pavement ME Design PY - 2015/10/15/Final Report SP - 201p AB - Climatic inputs have a great influence on Mechanistic-Empirical (ME) design results of flexible and rigid pavements. Currently the state of Michigan has 24 climatic files embedded in Pavement ME Design (PMED), but several limitations have been identified. First, five of the climatic files cannot be directly utilized because of an entire month of missing data. These missing data should be filled properly. Second, the 24 weather stations in Michigan are not uniformly distributed geographically, with some regions poorly represented. It is desirable to add new weather stations for these gap regions. Third, existing climatic files for Michigan have not been updated since 2006. A longer climatic data length can better represent the long-term climatic conditions, so it is recommended that the data length of existing climatic files be extended. This study aims to improve the climatic files in Michigan for PMED. To achieve this goal, quantity and quality checks of the existing 24 climatic files were conducted to find out the potential missing data and erroneous data. Procedures for filling the missing data and correcting the erroneous data were proposed as well. The sensitivity of PMED design performance to weather station variation in Michigan, the five individual climatic variables, and the depth to ground water table was investigated. Two traffic levels (heavy and medium) and two pavement types (flexible and rigid) were used for the sensitivity analysis. Typical traffic load spectra, pavement structures and materials in Michigan were incorporated as well. Additional weather data from the Automated Surface Observation Systems (ASOS) and Michigan Road Weather Information System (RWIS) were investigated as potential sources to add new weather stations in gap regions and to extend the existing climatic files. Quantity and quality checks on both data sources were conducted to evaluate the feasibility of application in PMED. It was found the ASOS data and the existing climatic data are from the same historical data records. Fifteen additional weather stations were added to fill the gap regions using the ASOS data. In addition, all the existing climatic files have been extended from Feb. 2006 to Dec. 2014. Finally, climatic zones based on pavement design results and multiple climatic variables for Michigan were preliminarily investigated. Fifteen climate zones were established for Michigan based on pavement surface temperatures and distress predictions. KW - Data collection KW - Data quality KW - Flexible pavements KW - Mechanistic-empirical pavement design KW - Michigan KW - Rigid pavements KW - Sensitivity analysis KW - Weather and climate KW - Weather stations UR - http://www.michigan.gov/documents/mdot/RC1626_503841_7.pdf UR - https://trid.trb.org/view/1372768 ER - TY - RPRT AN - 01579159 AU - Mehta, Yusuf A AU - Ali, Ayman W AU - Rowan University AU - University Transportation Research Center AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Impact of Polymer Modification on Mechanical and Viscoelastic Properties of Binders and Hot Mix Asphalt PY - 2015/10/07/Final Report SP - 23p AB - This study was initiated with the aim of evaluating the relative impact of different cross-linking agents on the rheological and morphological properties of polymer modified asphalt binders (PMAs). To complete this objective, two cross-linking agents (an aromatic oil and silicon oxide) were selected for evaluations. The cross-linking agents were then added to a styrene-butadiene-styrene (SBS) polymer modified binder (virgin PG 70-22) at different dosages. The selected cross-linking dosages were 2 and 4% by weight of virgin binder. The SBS, virgin binder, and cross-linking agents were mixed together for 90 minutes using a high shear mixer. The morphology of the modified binder was then tested using a florescent microscope and the rheological properties were evaluated using the dynamic shear rheometer (DSR) to determine the dynamic shear modulus values at different temperatures (i.e., 70oC and 76oC) and the multiple stress creep recovery (MSCR) properties of these binders. Based on the results obtained, it was found out that the addition of the Aromatic Oil agent might result in increasing the potential for rutting, decreasing the potential for low temperature cracking, and helps in improving the interlocking between the polymer modifier and the neat binder. It can also be concluded that the addition of the silicon oxide cross-linking agent to PMAs might have positive impact on rutting resistance without any adverse effects on low temperature cracking. Also, the addition of silicon oxide did not affect the morphology of PMAs. Furthermore, the collected results showed that the MSCR testing procedure is more capable at characterizing the properties of PMAs than can the traditional DSR test. KW - Bituminous binders KW - Cracking KW - Evaluation KW - Hot mix asphalt KW - Mechanical properties KW - Mix design KW - Multiple Stress Creep Recovery KW - Polymer asphalt KW - Rutting KW - Shear modulus KW - Viscoelasticity UR - http://www.utrc2.org/sites/default/files/pubs/Polymer-Modification-Viscoelastic-Properties.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/1371708 ER - TY - ABST AN - 01577968 TI - MT1-EM - Development and Deployment Technologies HMA Project AB - Develop and deploy technologies and processes to accelerate construction and preservation by improving compaction on hot mix asphalt (HMA) projects. KW - Compaction KW - Construction KW - Development KW - Hot mix asphalt KW - Preservation KW - Technological innovations UR - https://trid.trb.org/view/1371317 ER - TY - ABST AN - 01599102 TI - Performance-Based Planning and Decision Making - Understanding Mode Choices AB - This project will research the key drivers of multi-modal transportation choice, as they relate to individual households, annual household travel, household budgets and price sensitivity. The research will explore travel survey (household and transit) and consumer expenditure data. The general research findings will support planning questions on these topics, and will bolster Oregon Department of Transportation (ODOT), region, and local analysis capabilities specifically by implementing a module that can be plugged into existing tools, specifically the Regional Strategic Planning Model (RSPM). This project focuses on incorporating non-auto modes into a mode choice module for the RSPM tool utilizing existing data sources. To leverage this effort, ODOT research section and the project team at Portland State University applied for additional research funding at National Institute for Transportation and Communities (NITC) to expand the scope to emerging modes (especially bike sharing, car sharing and shared automated vehicles). In June, 2015, NITC awarded a grant of $120,000 for the proposal. Given the novel nature of the related NITC project, it will design and collect stated preference experiments data, analyze travelers’ perceptions and preferences for those emerging modes from this primary data source, and eventually incorporate these emerging modes into the RSPM mode shift module. The NITC project will convene a separate Technical Advisory Committee (TAC) with members from the academia and transportation professionals. Members of the TAC for this ODOT SPR project will have opportunities to be informed and/or involved in the NITC project, and vice versa. KW - Consumer preferences KW - Intelligent vehicles KW - Mode choice KW - Multimodal transportation KW - Regional transportation KW - Strategic planning KW - Travel surveys KW - Vehicle sharing UR - https://trid.trb.org/view/1407821 ER - TY - ABST AN - 01577879 TI - 2014-117 (RSDP) Update MIRE Version 1.0 AB - No summary provided. KW - Asset management KW - Computer programs KW - Crash data KW - Data collection KW - Highway operations KW - Highway safety KW - Model Inventory of Roadway Elements UR - https://trid.trb.org/view/1371182 ER - TY - ABST AN - 01624295 TI - Research for AASHTO Standing Committee on Highways. Task 382. Longer Pavement Life from Increased In-Place Density of Asphalt Pavements AB - The objective of this research is to prepare a synthesis summarizing the current state of knowledge of in-place density of asphalt pavements as well as the current practices of agencies regarding how in-place density is measured and specified. KW - Asphalt pavements KW - Best practices KW - Density KW - Pavement performance KW - Service life KW - State of the practice UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3997 UR - https://trid.trb.org/view/1448381 ER - TY - ABST AN - 01577837 TI - SI.12-01.01: Transportation Performance Management (MAP-21 Requirements) AB - No summary provided. KW - Economic growth KW - Highway safety KW - Management KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Performance measurement UR - https://trid.trb.org/view/1370911 ER - TY - ABST AN - 01613020 TI - Steel Fiber Reinforced Rubberized Concrete in Cold Regions T2 - Steel Fiber Reinforced Rubberized Concrete in Cold Regions AB - The objectives of this project are as follows: (1) Create materials samples and test for rutting, comprehensive strength, friction and freeze thaw characteristics at University of Alaska, Anchorage (UAA); and (2) Dependent on successful test outcomes, coordinate with Department of Transportation & Public Facilities (DOT&PF) Materials staff and Design staff to include a sample cross section in a highway design project. This includes specification and construction coordination. KW - Alaska KW - Alaska Department of Transportation and Public Facilities KW - Compressive strength KW - Fiber reinforced concrete KW - Freeze thaw tests KW - Friction KW - Frigid regions KW - Highway design KW - Materials tests KW - Rubberized bitumen KW - Rutting KW - Specifications KW - Steel fibers KW - University of Alaska, Anchorage UR - https://trid.trb.org/view/1425954 ER - TY - ABST AN - 01599099 TI - Adjusting Asphalt Mixes for Increased Durability and Implementation of a Tester to Evaluate Fatigue Cracking of Asphalt Concrete AB - This research would have five major objectives: (i) compare the results of direct tension fatigue (DT), indirect tensile (IDT), semi-circular bending (SCB), and beam fatigue tests using various energy and fatigue life parameters to determine how well they agree; (ii) investigate the effectiveness of each test for identifying and impact of polymer modification, recycled asphalt content, compaction level, aggregate properties, and binder contents on mixture cracking performance; (iii) investigate the effectiveness of each test in predicting in-situ cracking performance; (iv) evaluate the tests for time, cost, efficiency, complexity, and practicality for use in district and contractor laboratories in Oregon; and (v) investigate the effects of aggregate properties, volumetrics, binder content, air void content and binder grade on durability to provide recommendations to the Contractor Mix Design Guidelines. KW - Asphalt concrete KW - Asphalt mixtures KW - Bending stress KW - Durability KW - Fatigue cracking KW - Materials tests KW - Mix design KW - Oregon KW - Tension tests UR - https://trid.trb.org/view/1407813 ER - TY - RPRT AN - 01593718 AU - Rosenbaugh, Scott K AU - Faller, Ronald K AU - Lechtenberg, Karla A AU - Holloway, James C AU - Mid-America Transportation Center AU - Midwest Roadside Safety Facility AU - Nebraska Department of Roads AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Development and Evaluation of Weak-Post W-Beam Guardrail in Mow Strips PY - 2015/10/01/Final Report SP - 251p AB - The objective of this study was to adapt and evaluate a weak-post, W-beam guardrail system for use within mow strips and other pavements. The weak-post guardrail system was originally designed as the Midwest Guardrail System (MGS) bridge rail and has also been adapted for use on culverts. It was envisioned that the weak-post design would absorb the impact forces and prevent damage to the mow strips, thereby minimizing maintenance and repair costs. Evaluation of the weak posts in mow strips began with three rounds of dynamic bogie testing. Round 1 of bogie testing showed that 4-in. (102-mm) thick concrete would sustain only minor spalling from impacts to the posts. However, the posts would push through 4-in. and 6-in. (102-mm and 152-mm) thick asphalt mow strips. During Round 2, 24-in. (610-mm) long, 4-in. x 4-in. (102-mm x 102-mm) sockets with 10-in. x 9-in (254-mm x 229-mm) shear plates were utilized to better distribute the impact load to the asphalt pavement and prevent damage. However, Round 3 of bogie testing consisted of dual-post impacts, and the asphalt suffered from shear block fracture between the two 24-in. (610-mm) sockets and the back edge of the mow strip. A dual-post test within a 4-in. (102-mm) thick concrete pad showed only minor spalling. A full-scale Manual for Assessing Safety Hardware (MASH) 3-11 test was conducted on the weak-post guardrail system installed within an asphalt mow strip. Due to the Round 3 testing results, the asphalt thickness was increased to 6 in. (152-mm), and the socket depth was increased to 30 in. (762-mm). The 2270P pickup was contained and safely redirected, and all MASH safety criteria were satisfied. Unfortunately, the asphalt fractured, and a 2½-in. (64-mm) wide crack ran from socket to socket throughout the impact region of the system. Therefore, the weak-post guardrail system was crashworthy, but would require repairs in its current configuration. The system could also be installed in a concrete mow strip to prevent pavement damage. KW - AASHTO Manual for Assessing Safety Hardware KW - Cracking KW - Crashworthiness KW - Evaluation KW - Guardrails KW - Impact tests KW - Midwest Guardrail System KW - Mow strips KW - Pavement distress KW - Posts KW - Spalling UR - http://www.transportation.nebraska.gov/mat-n-tests/pdfs-docs/ARLinks/FinalReportSuppl57.pdf UR - https://trid.trb.org/view/1399924 ER - TY - ABST AN - 01577829 TI - GEO-1: Hazard Mitigation and Adaptation Counter Measures for Existing and New Highway Slopes AB - No summary provided. KW - Countermeasures KW - Geotechnical engineering KW - Hazard mitigation KW - Slope stability KW - Slopes UR - https://trid.trb.org/view/1370870 ER - TY - ABST AN - 01577826 TI - HG-5: Development and Deployment of Mix Designs for High Performance Concrete in Mass Underground AB - No summary provided. KW - Development KW - High performance concrete KW - Mix design KW - Underground structures UR - https://trid.trb.org/view/1370867 ER - TY - ABST AN - 01575540 TI - Synthesis of Research on Load Capacity of Concrete Slabs Without Plans AB - Approximately 6,550 small span concrete slab brides exist in Ohio. Of these bridges, approximately 1,234 (19%) do not have any plans. Many of these structures, still in-service today, were built decades ago; some dating as far back as the 1930s. The vast majority of these bridges are on the local system as less than 20 can be found on state routes. Some counties have as many as 30 of these slab bridges with no plans while other counties find a significant portion of their inventory (approximately 31% or 133 bridges) comprised of these structures all without plans. While these structures are routinely inspected and given a general appraisal rating, a mechanism for load rating these structures is either unavailable or unknown by county engineers. As a result, county engineers rely on past performance and engineering judgment to determine the approximate load capacity of the structure. This likely leads to an overly conservative evaluation. Exacerbating this issue, recent developments in industries, such as oil and gas, have some counties experiencing sudden and significant increases in heavy truck traffic on these structures. These bridges were not built with the expectation of the size and quantity of this traffic. In order to optimize the usefulness of these bridges and ensure the safety of the traveling public, a simple, low-cost scientifically-based method for determining the load capacity of these structures is needed. The goal of this research is to identify a simple, low-cost, reliable method for county and city engineers to use to evaluate the load capacity of concrete slab bridges without plans. The objective of this research is to perform an in-depth synthesis study to identify the current state of practice and, if an established method is not identified, indicate the future steps necessary in order to achieve the stated goal. The results of this research will aid in optimizing the usefulness of these structure, provide increased confidence in the structure's performance and anticipated lifespan, and enhance the overall safety of the traveling public. As larger and heavier vehicles continue to expand their use of the local system, having greater confidence in the load capacity of these structures becomes a more pressing concern. This research will not only improve the understanding of the current condition of these structures, but assist local transportation officials in understanding their true capacity and limitations. KW - Bearing capacity KW - Concrete bridges KW - Heavy duty trucks KW - Measurement KW - Ohio KW - Safety KW - State of the practice UR - https://trid.trb.org/view/1367964 ER - TY - ABST AN - 01575534 TI - Update Regional Skew Characteristics of Annual Peak Flows Through StreamStats AB - Accurate flood-frequency characteristics are required to design safe bridges and culverts. Unfortunately, flood-frequency characteristics can be determined directly only at stream crossings located at or near streamflow-gaging stations with long periods of peak-flow record. Consequently, at most stream crossings, flood-frequency characteristics must be estimated. Those estimates typically have been determined from regional regression equations for streams that are unregulated and drain predominately rural areas. The last such set of regional regression equations developed for Ohio was based on peak-flow data collected through water year 2001. The goals of this research are to (1) evaluate and update regional estimates of skewness in peak-flow time series, (2) update flood-frequency estimates for Ohio streamflow gages based on the updated regional skew information and peak-flow data collected through water year 2014, (3) develop new regional regression equations relating selected basin characteristics to peak flows with annual exceedance probabilities ranging from 0.5 to 0.002, and (4) implement the regional regression equations in the U.S. Geological Survey's StreamStats application (http://streamstats.usgs.gov). KW - Bridge design KW - Culverts KW - Floods KW - Ohio KW - Regression analysis KW - Streams UR - http://worldcat.org/arcviewer/9/OHI/2014/10/28/H1414523602145/viewer/file1.pdf UR - https://trid.trb.org/view/1367941 ER - TY - RPRT AN - 01625807 AU - Krile, Robert AU - Todt, Fred AU - Schroeder, Jeremy AU - Battelle AU - Federal Highway Administration TI - Assessing Roadway Traffic Count Duration and Frequency Impacts on Annual Average Daily Traffic Estimation: Assessing Accuracy Issues Related to Short-Term Count Durations PY - 2015/10 SP - 45p AB - Annual Average Daily Traffic (AADT) for many roadways is estimated through a temporary count obtained over anywhere from a few hours to one week, and subsequently expanded to a full year using factors derived from permanent count stations with similar characteristics. Historic research has focused on determining the optimum duration for the short-term count to balance resource restrictions, which favor shorter count durations, against statistical accuracy, which favors longer count durations. This task quantifies the relative accuracy and precision associated with different durations. It also evaluates the impact of day of week and month of year for AADT estimation. Results are evaluated for different factoring methods, and different factor grouping methods. The Federal Highway Administration (FHWA) Travel Monitoring Analysis System (TMAS) volume data from 14 years consisting of hourly counts by day from nearly 43,000 continuous permanent volume traffic data sites/years in the United States comprised the reference dataset for this research. A subset of 320 of these were utilized which include complete data for all 24 hours of every day of the year. These sites collectively represented a wide range of AADT volumes, nine functional classes, 32 states, and years 2000 through 2012. This report is a final task report that summarizes accuracy and precision of AADT estimation for various short-term count durations, by day of week and month of year in which count was obtained, and includes the analysis methodology and summary statistics findings. KW - Accuracy KW - Annual average daily traffic KW - Continuous monitoring KW - Short term KW - Traffic counts KW - Traffic data KW - Traffic estimation UR - http://www.fhwa.dot.gov/policyinformation/travel_monitoring/pubs/aadt/aadt_task_3_final_report_nov_2015.pdf UR - https://trid.trb.org/view/1442739 ER - TY - RPRT AN - 01611985 AU - O.R. Colan AU - Federal Highway Administration TI - Notices and Offers by Electronic Methods: Process Streamlining PY - 2015/10//Final Report SP - 39p AB - This research provides the Federal Highway Administration (FHWA) with technical information necessary to determine how internet-based systems can be used to streamline the acquisition process, specifically in the delivery of notices and offers, which are integral to the right of way (ROW) process. Contents include: Costs to Develop, Deploy, Use and Support Electronic Delivery or Signature Methods; Presenting Written Offers to Acquire to Property Owners; Techniques Involving Use of Electronic Methods as an Aid to Acquiring ROW; and Proposed Model of Utilizing Electronic Delivery/Signature Verification Techniques. KW - Costs KW - Electronic data interchange KW - Information dissemination KW - Information systems KW - Internet KW - Property acquisition KW - Right of way (Land) UR - http://www.fhwa.dot.gov/real_estate/publications/e_methods/fhwahep16008.pdf UR - https://trid.trb.org/view/1423089 ER - TY - RPRT AN - 01608561 AU - Lee, Jusang AU - Hastak, Makarand AU - Ahn, Hyung Jun AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Crack Sealing and Filling: Best Practices SN - 9781622603831 PY - 2015/10//Final Report SP - 53p AB - This study investigated the current state of practice for crack sealing/filling. In addition, the Indiana Department of Transportation (INDOT) crack sealing/filling practice was experimentally evaluated for the effectiveness of crack sealing/filling, the effectiveness of routing, the performance of the different types of crack sealants and fillers, the validity of sealant performance grade system, and the crack sealing/filling equipment performance. The key findings from an extensive literature review and nationwide/statewide survey performed in 2012 are the following: 1) 65% of the responses indicated that the routing is required for the crack sealing/filling application; 2) ASTM D 6690 Type II was the most widely used sealant type and only Missouri and Indiana included emulsions in their specifications as crack sealing/filling materials; and 3) crack sealing/filling equipment availability and their maintenance were the biggest concerns. Based on the two‐year experimental investigation, the crack sealing/filling was determined to be effective in preventing the occurrence of pavement surface crack distress. The crack sealing/filling was concluded to be effective in maintaining crack integrity and resisting sealant and filler deformations due to the seasonal crack movement. The routing was not determined to be effective in terms of the pavement performances. However, Adhesive/Cohesive/Spalling (ACS) failure results showed that the routed sections significantly outperformed the non‐routed sections. In addition, the test results indicated that the ASTM 6690 Type II crack sealants performed relatively well in terms of pavement and crack performance. The correlation between the sealant performance grades and the pavement and crack performances with different types of sealants and fillers were poor and insignificant. The mixed results regarding the effectiveness of the routing were obtained from the literature review and the field evaluation. As a result, it was recommended from the SAC meeting that routing in the 2090 Activity be limited to a single transverse crack (reflective cracks) on asphalt concrete over concrete pavements. INDOT currently uses the ASTM Type II crack sealants, which showed an overall good pavement and crack performances in the evaluation. Therefore, the current INDOT crack sealant material selection process (ASTM Type II) is concluded to be adequate. The experimental results showed that the cracks on wet pavement treated with hot air lance (HAL) had significantly higher bonding between the materials and asphalt pavement surface than the cracks treated with the conventional air compressor. Therefore, the incorporation of a hot air lance in the wet condition is recommended to extend the operable time and seasonal availability for crack filling and sealing construction (2070 and 2090 Activities). KW - Best practices KW - Indiana Department of Transportation KW - Literature reviews KW - Pavement cracking KW - Pavement maintenance KW - Pavement performance KW - Sealing (Technology) KW - Sealing compounds KW - State of the practice KW - Surveys UR - http://dx.doi.org/10.5703/1288284316008 UR - https://trid.trb.org/view/1419100 ER - TY - RPRT AN - 01603586 AU - Belivanis, Konstantinos Victor AU - Han, Liwei AU - Sun, Cong AU - Helwig, Todd AU - Engelhardt, Michael AU - Tassoulas, John AU - Williamson, Eric AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Extending Use of Steel-Laminated Elastomeric Bearings to Higher Demand Applications PY - 2015/10 SP - 184p AB - Elastomeric bearings have historically been used on bridges with short to moderate spans. The resulting demand on the bearings is usually not very severe in terms of the necessary support reaction or the deformational requirements. The bearings have historically showed good behavior and as a result, there is a strong desire to use the bearings on higher demand applications with larger support reactions and more significant deformational requirements. Although longer span concrete bridges may be candidates for these higher demand applications, many steel girder systems such as tub girder systems are also good candidates for these applications. The necessary translational and rotational demands for these bridges are significant and the support reactions are much larger than bridges that have typically utilized elastomeric bearings. Texas Department of Transportation (TxDOT) has utilized the bearings on some steel tub girders and although many of these bearings have behaved well, isolated bearings have shown significant distress in a relatively short period of time. Although in recent years, TxDOT has successfully used elastomeric pads in steel bridge applications, no full size tests on the large bearings have been conducted to demonstrate the ability of the bearings to satisfy the long-term performance requirements. In the absence of these tests, it is not clear if manufactures have the ability to consistently produce bearings for high demand applications. The research outlined in this proposal consists of laboratory testing, field monitoring, and parametric computational modeling that will provide the supporting data so that elastomeric bearings can be confidently used in the wide range of bridge applications throughout the state of Texas. The use of elastomeric bearings in steel bridge applications will result in systems that are easier to fabricate, erect, and maintain while also improving the long-term bridge behavior. KW - Bridge bearings KW - Deformation KW - Elastomers KW - Field studies KW - Finite element method KW - Girder bridges KW - Laboratory tests KW - Steel bridges KW - Texas UR - http://library.ctr.utexas.edu/ctr-publications/0-6785-1.pdf UR - https://trid.trb.org/view/1410844 ER - TY - RPRT AN - 01599322 AU - Apronti, Dick T AU - Herpner, Jaime J AU - Ksaibati, Khaled AU - University of Wyoming, Laramie AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Wyoming Low-Volume Roads Traffic Volume Estimation PY - 2015/10//Final Report SP - 241p AB - Low-volume roads are excluded from regular traffic counts except on a need to know basis. But needs for traffic volume data on low-volume roads in road infrastructure management, safety, and air quality analysis have necessitated regular traffic volume estimates. This study developed traffic volume estimation models for low-volume roads in Wyoming. A review of existing estimation models was carried out. Two main model types were identified - regression models and Travel Demand Models (TDMs). The study developed the two model types and recommended the best model for implementation. Two regression models were developed, a linear and a logistic regression model. Each of the regression models was developed using data from 13 randomly selected counties and nine counties were used in model validation. The linear regression model had an R² of 64 percent and was verified to be a good predictor of traffic volumes across Wyoming. The logistic regression model validation indicated a prediction accuracy ranging from 78 to 89 percent. The TDM was developed using standard factors and trip rates in the National Cooperative Highway Research Program (NCHRP) Report 365. The TDM was implemented for four south eastern counties in Wyoming. The model was then validated and calibrated by comparing actual traffic volumes to those generated by the model. The calibrated model had a Percentage Root Mean Square Error and an R² values of 50 and 74 percent respectively. The report compared the three models with respect to cost-effectiveness, ease of use, and accuracy and recommended the TDM for implementation. The regression models were recommended for applications requiring quick traffic volume estimations and for which lower levels of accuracy are acceptable. KW - Accuracy KW - Calibration KW - Counties KW - Estimating KW - Low volume roads KW - Recommendations KW - Regression analysis KW - Traffic volume KW - Travel demand KW - Validation KW - Wyoming UR - http://ntl.bts.gov/lib/56000/56900/56920/RS06213_1604F.pdf UR - https://trid.trb.org/view/1407341 ER - TY - RPRT AN - 01596844 AU - Miles, Jeffrey D AU - Texas A&M Transportation Institute AU - Idaho Transportation Department AU - Federal Highway Administration TI - LED Luminaires for Roadway Sign Illumination PY - 2015/10//Final Report SP - 57p AB - The researcher collected data to assess the performance of different light emitting diode (LED) luminaires for use with overhead guide signs by Idaho Transportation Department (ITD). The performance testing included illuminance and luminance measurements when the units were new and then after being weathered for one year outside. The impact of temperature was evaluated, and a prototype mobile luminance system was developed to provide ITD with a field tool to assess sign performance. Each luminaire was also modeled to provide ITD with information on the potential differences between modeled photometric values versus real world values. When considering current guidance on guide sign lighting, previous research, and the data collected on this project, it is believed that each of the luminaires tested could be used by ITD based on photometric data. It is recommended that the mobile luminance system developed during this project be used to supplement modeling data for evaluating additional luminaires that are being considered for the qualified products list (QPL). The mobile luminance system should also be used for assessing sign maintenance needs. KW - Evaluation and assessment KW - Guide signs KW - Idaho KW - Light emitting diodes KW - Luminaires KW - Luminance KW - Performance measurement KW - Photometry KW - Prototypes KW - Temperature UR - http://itd.idaho.gov/highways/research/archived/reports/RP230FinalReport.pdf UR - https://trid.trb.org/view/1403012 ER - TY - RPRT AN - 01596692 AU - Breck, Andrew AU - Fijalkowski, Jared AU - McKenna, Brooke AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - PEL Benefits: Measuring the Benefits of Planning and Environmental Linkages PY - 2015/10 SP - 35p AB - The Federal Highway Administration (FHWA) commissioned this report to explore and document the benefits stemming from the incorporation of Planning and Environmental Linkage (PEL) strategies into State, regional, and local planning and project development processes. This report includes five case studies from across the country that detail five different implementations of PEL strategies and their attendant benefits. The case studies investigated two common PEL strategies: PEL studies and electronic screening tools. The most common benefits included facilitation of the environmental review process, cost and time savings, and a flexible evaluation of alternatives. KW - Benefits KW - Case studies KW - Environmental impacts KW - Implementation KW - National Environmental Policy Act KW - Transportation planning UR - https://www.environment.fhwa.dot.gov/integ/PEL_Benefits_report.pdf UR - http://ntl.bts.gov/lib/58000/58000/58011/PEL_Benefits_report.pdf UR - https://trid.trb.org/view/1402227 ER - TY - RPRT AN - 01594216 AU - Kitchener, Fred AU - Ragan, Ali AU - Garcia, Vince AU - Omay, Murat AU - Waisley, Michael AU - Battelle AU - McFarland Management, LLC AU - Federal Highway Administration TI - Wyoming Department of Transportation (WYDOT) Road Condition Reporting Application for Weather Responsive Traffic Management PY - 2015/10 SP - 65p AB - Federal Highway Administration’s (FHWA) Road Weather Management Program (RWMP) strives to promote the development and implementation of cutting-edge techniques for maintaining safety, mobility, and productivity of roadways during adverse weather conditions. A particular Weather Responsive Traffic Management (WRTM) strategy developed and described in this report involves mobile data collection and reporting system in Wyoming for road weather information during weather events. A concept of operations and an evaluation plan were developed and utilized in the project. The objectives of the system were to improve the efficiency of road condition reporting and actions taken in the Traffic Management Center (TMC), the timeliness of updated traveler information, and the situational awareness of field maintenance staff. This report documents the implementation and evaluation of the system. Overall, the evaluations indicate improved effectiveness and efficiency of road condition reporting and traffic management center activities during weather events. Furthermore, improvements in the TMC data management systems, frequency of road reports, and field information accuracy were also noted. The report contains the description, development, and implementation of the system; the evaluation approach and results; and conclusions, lessons learned, and recommendations based on the evaluation results. KW - Data collection KW - Highway traffic control KW - Road weather information systems KW - Road Weather Management Program KW - Wyoming UR - http://ntl.bts.gov/lib/56000/56800/56890/FHWA-JPO-16-266_v2.pdf UR - https://trid.trb.org/view/1400145 ER - TY - RPRT AN - 01593743 AU - Bauer, Jocelyn AU - Ange, Katharine AU - Twaddell, Hannah AU - Leidos AU - Renaissance Planning Group AU - ICF International AU - Federal Highway Administration TI - Advancing Transportation Systems Management and Operations Through Scenario Planning PY - 2015/10 SP - 76p AB - The intent of this primer is to inform planners, operators, and other transportation systems management and operations (TSMO) partners on the potential use of scenario planning to advance TSMO. It builds upon the long standing scenario planning guidance that continues to be advanced by the Federal Highway Administration's (FHWA’s) Office of Planning, Environment, and Realty. The primer includes an explanation of the “why” behind the use of scenario planning in transportation and presents hypothetical examples to prompt thinking about the “when” and the “how” scenario planning might be used for TSMO. This includes discussions about how to apply scenario planning at multiple geographic scales and in support of several TSMO-focused planning activities, such as developing work zone management or statewide freight mobility plans. While this primer does not provide detailed guidance on how to conduct scenario planning for a specific TSMO effort, it does offer a deeper understanding of scenario planning opportunities and a framework that readers can adapt to their specific needs and use as a guiding tool as they embark upon scenario planning to enhance their TSMO planning and programming decisions. KW - Forecasting KW - Transportation operations KW - Transportation planning KW - Transportation system management UR - http://www.ops.fhwa.dot.gov/publications/fhwahop16016/fhwahop16016.pdf UR - https://trid.trb.org/view/1398813 ER - TY - RPRT AN - 01593713 AU - Distlehorst, Jennifer AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Freezing and Thawing Testing of Field and Lab Concretes with the Same Aggregates PY - 2015/10//Final Report SP - 36p AB - Concrete and aggregates sampled on 20 field visits to Kansas Department of Transportation concrete paving projects constructed between 2010 and 2012 were tested to compare the KTMR-22 freeze-thaw durability of field-cast specimens with standard lab-cast specimens made with the same aggregates. No consistent differences were found between the field and lab specimen results, indicating that the results of the KTMR-22 (2012) Resistance of Concrete to Rapid Freezing and Thawing test are determined primarily by the durability of the aggregate used. Sampling concrete as delivered to the job site for freezing and thawing evaluation would provide assurance that the KTMR-22 test results reflect the performance of the aggregate used in the pavement. KW - Aggregates KW - Concrete pavements KW - Freeze thaw durability KW - Kansas KW - Laboratory tests KW - Samples UR - http://dmsweb.ksdot.org/AppNetProd/docpop/docpop.aspx?clienttype=html&docid=9496270 UR - https://trid.trb.org/view/1398951 ER - TY - RPRT AN - 01592040 AU - Perkins, Steve AU - Montana State University, Bozeman AU - Montana Department of Transportation AU - Federal Highway Administration TI - Survey of Micropile Use in Neighboring Western States PY - 2015/10//Final Report SP - 43p AB - Micropiles are small diameter piles that are constructed by drilling and grouting techniques. Micropiles are a foundation alternative that are cost-effective in a variety of conditions encountered in Montana Department of Transportation (MDT) projects, however a limited experience base has led to underutilization of a potentially beneficial foundation alternative. To explore a greater use of micropiles, a survey of nine neighboring western state transportation agencies on the use of engineered micropiles has been developed and conducted with the results compiled and presented in this report. Response to this survey indicated use of micropiles in situations for which they were intended. The use of micropiles was tied to the availability of qualified contractors. With the Pacific Northwest containing such contractors, use in this area has become common practice and satisfaction is high. In states where population density is lower and local micropile contractors are not available, micropiles have been used less frequently. Responses emphasized the importance of a well-qualified contractor and a well-qualified quality assurance/quality control (QA/QC) program. Responses also indicated the importance of comprehensive geotechnical data describing the subsurface conditions in which micropiles will be installed. For the agencies responding, the greatest use of micropiles was for new bridge foundations, followed by projects involving retrofitting existing bridge foundations. Micropiles appear to be versatile as evidenced by their use on a variety of projects involving structures other than bridge foundations. Responses indicated that micropiles have been used exclusively on projects for which other conventional deep foundation approaches would not work. The reasons for this were approximately split between site surface conditions and subsurface conditions. These responses supported the notion that micropiles are particularly suited for difficult ground conditions (i.e. presence of cobbles and boulders, intermediate geomaterials) and sites with restricted work areas having limited space and/or remote access and/or urban, noise and vibration sensitive sites. Load testing of micropiles is common and appears to be incorporated in all projects. None of the agencies responding indicated a “failure” or lack of capacity with project micropiles that have been load tested, which speaks to the success and high degree of satisfaction of the users. Contracting methods for micropile subcontractors appear to be typical and well established. All agencies have developed specifications and/or special provisions for this technology. Limitations associated with micropiles involve limited lateral capacity in areas of high seismic demand and the higher cost of installation as compared to conventional deep foundations. The latter limitation is not necessarily applicable in common situations where a conventional deep foundation cannot be used. KW - Bridge foundations KW - Contractors KW - Montana KW - Piles (Supports) KW - State of the practice KW - Surveys KW - Transportation departments UR - http://www.mdt.mt.gov/other/webdata/external/research/docs/research_proj/micropile/FINAL_REPORT.pdf UR - https://trid.trb.org/view/1398118 ER - TY - RPRT AN - 01590540 AU - Paudel, Ananda AU - Hirsch, Arthur AU - Colorado State University, Pueblo AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Potential Impacts of Solar Arrays on Highway Environment, Safety and Operations PY - 2015/10//Final Report SP - 93p AB - The advent of solar energy utilization in highway infrastructure around the country has been increasing in recent years. Right of Ways (ROWs) have several advantages for energy development such as the existing electrical infrastructure aligned with the major highways, a secured boundary, and easy maintenance access. It has been identified by various Departments of Transportation (DOTs) and the Federal Highway Administration (FHWA) that solar array deployment along the ROW is possible after adequate site evaluation and impact study. With higher solar insolation available, Colorado Department of Transportation (CDOT) can generate electricity from solar arrays on its ROWs across much of the State of Colorado. Political climate, public cooperation with energy providers, commitment of utility companies and potential impacts are some of the major concerns in successful solar array deployment. The potential impact of photo voltaic (PV) arrays on driver safety, highway operation and maintenance, and the environment are the focus of this research study. Changes in driver’s expectations, glare, maintenance practices due to snow drifting along the roadside, and local ecosystems are some of the impacts that are evaluated in this report. To understand the potential impacts on driver safety, environmental resources, and maintenance operations, case studies are presented from national and international projects. A base line study was performed pertaining to the current ROW’s physical characteristics, operational conditions, regulatory requirements and PV array design criteria. Factors associated risk impacts are analyzed qualitatively as well as quantitatively. Mitigation measures are recommended to minimize the undesirable impacts in the planning, design, construction, operation and maintenance of solar array. This document provides guidance for CDOT Management, Project Engineers, Operation and Maintenance personnel and energy generators who are interested in installing and maintaining PV arrays in the CDOT ROW. The following are the main objectives of this project: (1) Develop a general model of a solar highway focusing on user safety and maintenance activities; (2) Study and analyze the impact of highway solar array on driver’s safety; (3) Study and analyze the impact of highway solar array on road maintenance; (4) Evaluate and assess the impact of the highway solar array on the environment; (5) Identify and list the critical risk factors in solar array and array deployment and develop risk reduction strategies; (6) Provide CDOT with a guidance manual that will provide basic considerations and requirements to address CDOT environmental, safety, and operation and maintenance expectations; (7) Make design and safety guidance recommendations pertaining to highway PV array design, installation, operation and maintenance. KW - Case studies KW - Colorado KW - Environmental impacts KW - Highway maintenance KW - Highway operations KW - Highway safety KW - Recommendations KW - Right of way (Land) KW - Risk analysis KW - Solar collectors UR - https://www.codot.gov/programs/research/pdfs/2015-research-reports/solar-arrays/at_download/file UR - https://trid.trb.org/view/1396352 ER - TY - RPRT AN - 01590510 AU - Cottrell, Benjamin H AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Investigation of Truck Mounted Attenuator (TMA) Crashes in Work Zones in Virginia PY - 2015/10//Final Report SP - 45p AB - Truck mounted attenuators (TMAs) are deployed on shadow vehicles in work zones to mitigate the effects of errant vehicles that strike the shadow vehicle, either by smoothly decelerating the vehicle to a stop when hit head-on or by redirecting the errant vehicle. The purpose of this study was to investigate crashes involving TMAs in work zones in Virginia. The objectives of the study were (1) to review trends over the last 3 to 5 years in crashes involving TMAs including a measure of traffic exposure such as the frequency of work zones using TMAs; and (2) to identify the causal factors of crashes in work zones where TMAs are involved. An email survey of Virginia Department of Transportation (VDOT) and contractor staff was administered to obtain information on the opinions of field forces with regard to the use of TMAs in work zones and their safety in mobile and lane closure operations. Crashes involving TMAs from 2011-2014 in Virginia were compiled and analyzed. Based on the survey results, driver inattention/behavior, road geometrics/sight distance, mobile operations, and not following the Virginia Work Area Protection Manual are possible contributing factors for TMA crashes. TMA crashes increased from 2011-2014, and most of these crashes occurred on the interstate. A majority of TMA crashes occurred in VDOT’s Northern Virginia, Hampton Roads, and Richmond districts. A typical TMA crash involved a contractor TMA vehicle that was struck from the rear by a male driving a passenger vehicle. TMA crashes accounted for less than 1% of all work zone crashes in Virginia from 2011-2014. There is no clear-cut solution to resolving TMA crashes. Although they represent a small number of crashes compared to the overall number of work zones crashes, most of them affect at least two people: the motorist striking the TMA vehicle and the TMA operator. The study offers a number of recommendations to reduce the incidence of TMA-involved crashes. First, VDOT should require TMA operator training. Second, VDOT’s Traffic Engineering Division should share the information with regard to TMA crash experience with the VDOT regions, with particular emphasis on the regions with the highest number of crashes. In addition, VDOT’s Traffic Engineering Division should review the benefits of having the first TMA vehicle in a travel lane straddling the lane, as opposed to being fully in the lane, and the spacing of TMA vehicles near ramps during mobile operations. Finally, VDOT should consider working with the Virginia Department of Motor Vehicles and/or others on media and outreach campaigns for distracted driving and include mobile work zones for safer work zones. KW - Crash analysis KW - Crash causes KW - Recommendations KW - Surveys KW - Trend (Statistics) KW - Truck mounted attenuators KW - Virginia KW - Work zone safety UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/16-r7.pdf UR - https://trid.trb.org/view/1396173 ER - TY - RPRT AN - 01587763 AU - Saito, Mitsuru AU - Knecht, Casey S AU - Schultz, Grant G AU - Cook, Aaron A AU - Brigham Young University AU - Utah Department of Transportation AU - Federal Highway Administration TI - Crash Prediction Modeling for Curved Segments of Rural Two-Lane Two-Way Highways in Utah PY - 2015/10//Final Report SP - 83p AB - This report contains the results of the development of crash prediction models for curved segments of rural two-lane two-way highways in the state of Utah. The modeling effort included the calibration of the predictive model found in the Highway Safety Manual (HSM) as well as the development of Utah-specific models using negative binomial regression. The data for these models came from 1,495 randomly sampled curved segments in Utah, with crash data coming from years 2008-2012. For this research, two sample periods were used: a three-year period from 2010 to 2012 and a five-year period from 2008 to 2012. The calibration factor for the HSM predictive model was determined to be 1.50 for the three-year period and 1.60 for the five-year period. A negative binomial model was used to develop Utah-specific crash prediction models based on both the three-year and five-year sample periods. The independent variables used for negative binomial regression included the same set of variables used in the HSM predictive model along with other variables such as speed limit and truck traffic that were considered to have a significant effect on potential crash occurrence. The significant variables were found to be average annual daily traffic, segment length, total truck percentage, and curve radius. The main benefit of the Utah-specific crash prediction models is that they provide a reasonable level of accuracy for crash prediction yet only require four variables, thus requiring much less effort in data collection compared to using the HSM predictive model. KW - Calibration KW - Crash risk forecasting KW - Highway curves KW - Highway safety KW - Highway Safety Manual KW - Regression analysis KW - Rural highways KW - Two lane highways KW - Utah UR - http://www.udot.utah.gov/main/uconowner.gf?n=26397103967317288 UR - https://trid.trb.org/view/1394588 ER - TY - RPRT AN - 01587754 AU - Rouhani, Omid M AU - Gao, H Oliver AU - Geddes, R Richard AU - Cornell University AU - University Transportation Research Center AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Evaluating the Role of Private Investment in Infrastructure Assets PY - 2015/10//Final Report SP - 36p AB - Public Private Partnership (P3) projects are likely to fundamentally impact entire transportation systems. However, most studies are focused on system modeling rather than policy analysis, and few studies have examined the impacts of P3s on real-size transportation networks. Policy guidance for devising and administering P3 contracts to improve transportation system performance while maintaining profitability is lacking. Using the transportation network of Fresno, a middle-sized city in California as an example, this study considers alternative P3 approaches for profit maximization and system cost minimization at full urban transportation network scales. Based on system modeling results, the authors offer the following recommendations for policy makers to design and promote successful P3 projects in urban environments: (1) to promote a profitable and a socially beneficial system, toll rates should be set between profit-maximizing and system-optimal rates; (2) even though tolls (i.e., higher travel costs) on a few roads helps reduce travel demand they may, counter-intuitively, lead to higher total travel cost for the transportation system as a whole; (3) lower limit(s), in addition to upper limit(s), for tolls may be required to enforce system-optimal tolling and avoid undercutting; (4) a variable tolling scheme (i.e., temporally and spatially varying tolls) significantly reduces congestion and increases profits relative to flat tolls; and (5) public officials should provide a comprehensive plan regarding past, current, and future P3 projects along with detailed system-wide impact analysis of project implementation in order to promote a more sustainable transportation system. KW - Alternatives analysis KW - Costs KW - Financing KW - Fresno (California) KW - Policy KW - Public private partnerships KW - Sustainable development KW - Tolls KW - Urban areas UR - http://www.utrc2.org/sites/default/files/Final-Report-Evaluating-Role-of-Private-Investment.pdf UR - https://trid.trb.org/view/1394946 ER - TY - RPRT AN - 01587657 AU - Schultz, Grant G AU - Bassett, David R AU - Saito, Mitsuru AU - Reese, C Shane AU - Brigham Young University AU - Utah Department of Transportation AU - Federal Highway Administration TI - Use of Roadway Attributes in Hot Spot Identification and Analysis PY - 2015/10//Final Report SP - 157p AB - This research focuses on the addition of roadway attributes in the selection and analysis of "hot spots." This is in conjunction with the framework for highway safety mitigation in Utah with its six primary steps: network screening, diagnosis, countermeasure selection, economic appraisal, project prioritization, and effectiveness evaluation. The addition of roadway attributes was included as part of the network screening, diagnosis, and countermeasure selection, which are included in the methodology titled "Hot Spot Identification and Analysis" in Utah Department of Transportation (UDOT) Report No. UT-13.15. Included in this research was the documentation of the steps and process for data preparation and model use for the step of network screening and the creation of report forms for the steps of diagnosis and countermeasure selection. The addition of roadway attributes is required at numerous points in the process. Methods were developed to locate and evaluate the usefulness of available data. Procedures and systemization were created to convert raw data into new roadway attributes, such as grade and vertical sag/crest curve location. For the roadway attributes to be useful in selection and analysis, methods were developed to combine and associate the attributes to crashes on problem segments and problem spots. The methodology for "Hot Spot Identification and Analysis" was enhanced to include steps for inclusion and defining of the roadway attributes. These methods and procedures were used to help in the identification of safety hot spots to be analyzed and countermeasures selected. Examples of how the methods are to function are given with sites from Utah’s state roadway network. KW - Countermeasures KW - Crash analysis KW - Data analysis KW - Data collection KW - High risk locations KW - Highway design KW - Highway safety KW - Statistical analysis KW - Utah UR - http://www.udot.utah.gov/main/uconowner.gf?n=26393704446276758 UR - https://trid.trb.org/view/1392176 ER - TY - RPRT AN - 01586642 AU - Gibbons, Ronald B AU - Li, Yingfeng "Eric" AU - Meyer, Jason E AU - Virginia Tech Transportation Institute AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Assessment of the Performance of Light-Emitting Diode Roadway Lighting Technology PY - 2015/10//Final Report SP - 75p AB - This study, championed by the Virginia Department of Transportation (VDOT) Traffic Engineering Division, involved a thorough investigation of light-emitting diode (LED) roadway lighting technology by testing six types of roadway luminaires (including housing and all components enclosed) in a laboratory environment and on the field over a 2-year period. The results showed that LED luminaires exhibited superior lighting and related qualities compared to high-pressure sodium luminaires. Different photometric characteristics were found among LED luminaires of different designs, indicating a careful selection considering light distribution and illuminance level is necessary for individual lighting applications. During the first 2 years of operation, the average light loss for the LED luminaires was 6% based on laboratory testing. The study also found that implementing LED technology systematically will result in a return on investment between 3.25 and 5.76 for different scenarios over a 25-year period due to savings in maintenance and energy consumption. The study resulted in the VDOT LED Roadway Luminaire Specification document and developed recommendations relevant to VDOT’s implementation of LED technology KW - Benefit cost analysis KW - Evaluation and assessment KW - Field tests KW - Implementation KW - Laboratory tests KW - Light emitting diodes KW - Performance based specifications KW - Photometry KW - Recommendations KW - Return on investment KW - Street lighting KW - Virginia Department of Transportation UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/16-r6.pdf UR - https://trid.trb.org/view/1386607 ER - TY - RPRT AN - 01584396 AU - Deeter, Dean AU - Roelofs, Tina AU - Schroeder, Jeremy AU - Ullman, Gerald AU - Battelle AU - Federal Highway Administration TI - Guidance on Using Traffic Management Centers for Work Zone Management PY - 2015/10 SP - 102p AB - Many Departments of Transportation (DOTs) at the state, county, and local levels operate Traffic Management Centers (TMCs). Typically, a TMC is a center where operators utilize software systems to control field devices (e.g., Dynamic Message Signs (DMS), ramp meters) and to view data and video collected throughout the monitored area. In regards to work zones, TMCs are most commonly thought of during the active work zone phase, when the work zone is in operation and the TMC operators assist by disseminating information and managing the traffic through the work zone. However, there is potential for TMC resources to support all stages of the work zone, from the planning and design phase through active work zone operations and post-operation evaluation. This document presents guidance for DOTs to consider how TMC resources (staff, data, and tools) can be used to support all stages of a work zone, providing examples of where these resources are used today. This document is intended to be a resource for staff responsible for all stages of work zone planning and operations, as well as TMC managers and operators. A total of eight strategies are presented for utilizing TMC resources during the four stages of a work zone. Each strategy includes detailed descriptions and examples of use in practice. While strategies for using the TMC resources most common to all TMCs in aspects of work zone planning, operation and evaluation are described, a detailed table describing many TMC resources is provided to illustrate the many additional TMC resources that are possible. KW - Evaluation KW - Highway operations KW - State departments of transportation KW - State of the practice KW - Traffic control centers KW - Transportation planning KW - Work zones UR - http://www.ops.fhwa.dot.gov/publications/fhwahop15032/fhwahop15032.pdf UR - https://trid.trb.org/view/1378462 ER - TY - RPRT AN - 01583646 AU - Burns, Susan E AU - Troxel, Cameron F AU - Georgia Institute of Technology, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Life Cycle Cost Assessment And Performance Evaluation Of Sediment Control Technologies PY - 2015/10//Final Report SP - 187p AB - This study was performed for the Georgia Department of Transportation (GDOT) to better understand the environmental impacts associated with sediment control technology currently employed on transportation projects. In this study, a review of current and past methods for testing sediment control devices (SCDs), both in the field and in the laboratory, as well as procedures for conducting a life cycle assessment was performed. Life cycle analysis (LCA) is discussed in depth in this report to facilitate future LCA on this subject. Field and laboratory testing is executed to measure performance of five different SCDs for retention of sediment, metals, and nutrients. Results of the tests are combined with existing data for the production and disposal of metal, plastic, and timber and emission data for trucks and machinery to model the life cycle of each SCD. An environmental impact analysis was performed using GaBi 6.0 software and US Environmental Protection Agency (EPA) Tool for the Reduction and Assessment of Chemical and other environmental Impacts (TRACI) methodology. Results of the impact analysis indicate: (1) Straw bale installations significantly increase eutrophication potential in downstream water systems due to high levels of phosphate present in the straw bales; (2) Production of steel sections and wire mesh for support of low permittivity Type C silt fence result in large increases in global warming and acidification potential; (3) Performance of high permittivity Type A silt fence suggests that it is a good alternative to low permittivity silt fence in high volume and high sediment runoff conditions; and (4) The overall low global warming and acidification potentials of mulch berms, as well as their low aquatic toxicity levels, suggests that their use as an alternative to geotextile silt fence is favorable. KW - Berms KW - Environmental impacts KW - Erosion control KW - Field tests KW - Georgia KW - Geotextiles KW - Laboratory tests KW - Life cycle analysis KW - Performance measurement KW - Runoff KW - Sediments UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/10-24.pdf UR - http://ntl.bts.gov/lib/56000/56700/56764/10-24.pdf UR - https://trid.trb.org/view/1377476 ER - TY - RPRT AN - 01583607 AU - Williams, R Christopher AU - Peralta, Joana AU - Puga, Ka Lai Ng AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Development of Non-Petroleum-Based Binders for Use in Flexible Pavements – Phase II PY - 2015/10//Final Report SP - 132p AB - Bio-binders can be utilized as asphalt modifiers, extenders, and replacements for conventional asphalt in bituminous binders. From the rheology results of Phase I of this project, it was found that the bio-binders tested had good performance, similar to conventional asphalt, except at low temperatures. Phase II of this project addresses this shortcoming and evaluates the Superpave performance of laboratory mixes produced with the enhanced bio-binders. The main objective of this research was to develop a bio-binder capable of replacing conventional asphalt in flexible pavements by incorporating ground tire rubber (GTR) into bio-oil derived from fast pyrolysis of agriculture and forestry residues. The chemical compatibility of the new bio-binder with GTR was assessed, and the low-temperature performance of the bio-binders was enhanced by the use of GTR. The newly developed binder, which consisted of 80 percent conventional binder and 20 percent rubber-modified bio-oil (85 percent bio-oil with 15 percent GTR), was used to produce mixes at two different air void contents, 4 and 7 percent. The laboratory performance test results showed that the performance of the newly developed bio-binder mixes is as good as or better than conventional asphalt mixes for fatigue cracking, rutting resistance, moisture sensitivity, and low-temperature cracking. These results need to be validated in field projects in order to demonstrate adequate performance for this innovative and sustainable technology for flexible pavements. KW - Air voids KW - Asphalt pavements KW - Binder content KW - Binders KW - Cracking KW - Flexible pavements KW - Laboratory tests KW - Performance tests KW - Rubber KW - Rutting UR - http://publications.iowa.gov/id/eprint/20463 UR - http://ntl.bts.gov/lib/56000/56700/56714/IADOT_TR-650.pdf UR - https://trid.trb.org/view/1376125 ER - TY - RPRT AN - 01583550 AU - Gallagher, Susan AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - 2015 Montana Summer Transportation Institute PY - 2015/10//Final Report SP - 32p AB - The Western Transportation Institute (WTI) at Montana State University (MSU) hosted a Summer Transportation Institute (STI) from June 14 to June 26, 2015. The aim of the program is to introduce high school participants to career opportunities in transportation. The two-week residential program introduces participants to all modes of transportation, seeks to build creative problem-solving skills, and supports college and career planning activities. Students lived on the MSU campus while participating in a multidisciplinary academic curriculum, which included guest speaker presentations, hands-on laboratories, and field trips. Participants gained leadership skills while working on team design-build projects. During the evenings and weekend, STI students participated in educational, sports, and team-building activities. The 2015 STI program was comprised of fourteen rising tenth, eleventh, and twelfth grade students from 4 different counties in Montana and 3 additional states. KW - Education and training KW - High school students KW - Montana KW - Transportation careers KW - Vocational guidance UR - http://www.mdt.mt.gov/other/webdata/external/research/docs/research_proj/summer/FINAL_REPORT_15.pdf UR - http://ntl.bts.gov/lib/56000/56700/56774/FINAL_REPORT_15.pdf UR - https://trid.trb.org/view/1377352 ER - TY - RPRT AN - 01583513 AU - Yang, Jidong (James) AU - Kim, Sung-Hee AU - Zuo, Bashan AU - Kennesaw State University AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Evaluation of Vehicle Detection Technologies for Applications in Georgia PY - 2015/10//Final Report SP - 148p AB - Vehicle detection technologies have been rapidly evolved over the past decade due to the advancement of sensors and wireless communication technologies and the increasing deployment of traffic‐responsive and adaptive traffic control systems, which heavily rely on robust vehicle detection.  Given a variety of vehicle detection technologies available, each has its advantages and disadvantages and may or may not be appropriate for specific situations or contexts. This research study is conducted to identify the contexts appropriate for different detection technologies.  High‐resolution data were collected in the field from three test sites selected in Georgia.  Data mining techniques were employed to identify potential factors underlying variation in detection errors of different technologies and quantify their respective effects. The quantified effects were then used to construct technical performance measures in terms of accuracy and reliability, referred to as technical performance criteria.   An agency survey was also conducted in Georgia to assess nontechnical performance criteria, such as life cycle cost and ease of installation and maintenance. Both technical and nontechnical performance criteria were considered in evaluating vehicle detection technologies through a multicriteria framework.    Finally, practical constraints frequently encountered in Georgia were considered as part of respective application contexts.  Based on the results and findings, specific guidelines were developed to promote consistency in application of various detection technologies and to enhance efficiency and safety in traffic signal operations in Georgia. KW - Accuracy KW - Georgia KW - Highway traffic control KW - Reliability KW - Surveys KW - Technological innovations KW - Technology assessment KW - Traffic signal timing KW - Vehicle detectors UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/13-26.pdf UR - http://ntl.bts.gov/lib/56000/56700/56765/13-26.pdf UR - https://trid.trb.org/view/1377475 ER - TY - SER AN - 01581017 JO - TechBrief PB - Federal Highway Administration AU - Burris, Lisa AU - Kurtis, Kimberly AU - Morton, Tom TI - Novel Alternative Cementitious Materials for Development of the Next Generation of Sustainable Transportation Infrastructure PY - 2015/10 SP - 38p AB - Georgia Institute of Technology and collaborators from Oklahoma State University, Tourney Consulting, and the Army Corps of Engineers, for an Exploratory Advanced Research (EAR) Program project funded by the Federal Highway Administration’s (FHWA’s) Turner–Fairbank Highway Research Center, are performing a comprehensive and systematic investigation of novel alternative cementitious materials (ACMs) for applications in sustainable transportation infrastructure. These materials include calcium aluminate cement (CAC), calcium sulfoaluminate (CSA), calcium sulfoaluminate belite (CSAB), magnesium phosphate cement (MPC), and alkali-activated (AA) and carbonate-binder systems that provide potential advantages over traditional portland cement through reductions in embodied energy and greenhouse gases, as well as enhanced performance, which contributes to sustainability. The research includes evaluation of early-age and long-term material properties, in addition to multiscale durability investigations. The research team aims to provide guidance for recommended test methods and, where relevant, test limits for acceptance of ACMs for transportation infrastructure, including highway structures and rigid pavements, as well as preliminary specifications for use. KW - Alternatives analysis KW - Cement KW - Durability KW - Evaluation KW - Greenhouse gases KW - Infrastructure KW - Pavement performance KW - Sustainable development UR - http://www.fhwa.dot.gov/advancedresearch/pubs/16017/16017.pdf UR - https://trid.trb.org/view/1375420 ER - TY - RPRT AN - 01580984 AU - Richardson, David N AU - Missouri University of Science and Technology, Rolla AU - Missouri Department of Transportation AU - Center for Transportation Infrastructure and Safety/NUTC program AU - Federal Highway Administration TI - MoDOT Pavement Preservation Research Program. Volume I, Summary Report PY - 2015/10//Final Report SP - 51p AB - The following report documents a research project on pavement preservation performed by the Missouri University of Science and Technology (Missouri S&T) and the University of Missouri-Columbia (UMC) on behalf of the Missouri Department of Transportation (MoDOT). The report is in seven separate volumes consisting of a Summary Report followed by six detailed technical reports. To achieve the goal of reducing maintenance costs and improving minor road ratings, MoDOT has embarked upon a plan of formalizing its maintenance/preservation planning. To assist in developing the plan, MoDOT contracted with Missouri S&T and UMC to conduct a research project, entitled “MoDOT Pavement Preservation Research Program.” The product of this research would become a part of MoDOT’s overall Pavement Management System (PMS). The overall objective of the research was to provide a process that would allow MoDOT to do more selective planning, better engineering and more effective maintenance to minimize costs while maintaining adequate safety and performance of Missouri’s pavements. Six Guidance Documents were created which will act as guidelines for MoDOT’s Pavement Specialists and Pavement Engineers. The work was divided into six tasks, each with its own research (Task) team. The focus of the research was on preservation strategies applied to minor routes. KW - Guidelines KW - Missouri KW - Pavement maintenance KW - Pavement management systems KW - Preservation KW - Research UR - http://library.modot.mo.gov/RDT/reports/TRyy1141/cmr16-004v1.pdf UR - http://ntl.bts.gov/lib/56000/56600/56671/cmr16-004v1.pdf UR - https://trid.trb.org/view/1373321 ER - TY - SER AN - 01580979 JO - TechBrief PB - Federal Highway Administration AU - Tayabji, Shiraz TI - Precast Concrete Pavement Implementation by U.S. Highway Agencies PY - 2015/10 SP - 6p AB - Precast concrete pavement (PCP) technology is gaining wider acceptance in the U.S. for rapid repair and rehabilitation of concrete pavements as well as for reconstruction of heavily trafficked asphalt concrete intersections. Widespread use in the U.S. is fairly recent, with most projects in service less than about 14 years. The use of both jointed and prestressed PCP systems has advanced during the last decade due to a combination of work sponsored by the Federal Highway Administration (FHWA), projects constructed by highway agencies, and innovations by the construction industry. Currently, FHWA is working with 15 highway agencies to implement the use of PCP for pavement repair and rehabilitation. This Tech Brief summarizes PCP technology implementation by U.S. highway agencies. KW - Highway departments KW - Implementation KW - Pavement maintenance KW - Precast concrete pavements KW - Rehabilitation (Maintenance) KW - United States UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif16007.pdf UR - https://trid.trb.org/view/1373826 ER - TY - RPRT AN - 01580967 AU - Wallace, Candice AU - Martin, Andrew AU - Walton, Jennifer R AU - Kentucky Transportation Center AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Best Practices for the Implementation of the REAL ID Act PY - 2015/10//Final Report SP - 64p AB - The REAL ID Act specifies the minimum standards that must be used to produce and issue driver’s license and identification cards that are REAL ID compliant. Beginning in 2020, if a person does not possess a form of identification that meets REAL ID standards they will not be able to board an aircraft that is regulated by the Federal Aviation Administration. Currently, of the 56 states and jurisdictions required to implement the REAL ID Act, only 23 are in compliance. Although the Commonwealth of Kentucky (KY) has not yet implemented the REAL ID Act, an extension allowing Federal agencies to accept state driver’s licenses is currently in effect. This report summarizes the eight REAL ID requirements, discusses the results of a survey that asked compliant states about their implementation experiences, identifies different strategies for implementation, and proposes recommendations. This should begin with development of a state security plan and execution of a public information campaign about REAL ID. It is recommended that Kentucky require Division of Driver Licensing (DLL) field offices to handle REAL ID applications, offer an online renewal system, and create a centralized distribution of driver’s licenses and identification cards. Several KY Statutes will have to be amended to allow for changes in license renewal cycles, third party vendor distribution, and the resulting changes in license fees. KW - Best practices KW - Driver licenses KW - Driver licensing KW - Implementation KW - Kentucky KW - Policy, legislation and regulation KW - REAL ID KW - Recommendations KW - States KW - Surveys UR - http://www.ktc.uky.edu/files/2015/11/KTC_15_23_SPR15_511_1F.pdf UR - https://trid.trb.org/view/1373414 ER - TY - RPRT AN - 01580961 AU - Abdelaty, Ahmed AU - Jeong, H David AU - Smadi, Omar AU - Gransberg, Douglas D AU - Iowa State University, Ames AU - Iowa Highway Research Board AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Iowa Pavement Asset Management Decision-Making Framework PY - 2015/10//Final Report SP - 116p AB - Most local agencies in Iowa currently make their pavement treatment decisions based on their limited experience due primarily to lack of a systematic decision-making framework and a decision-aid tool. The lack of objective condition assessment data of agency pavements also contributes to this problem. This study developed a systematic pavement treatment selection framework for local agencies to assist them in selecting the most appropriate treatment and to help justify their maintenance and rehabilitation decisions. The framework is based on an extensive literature review of the various pavement treatment techniques in terms of their technical applicability and limitations, meaningful practices of neighboring states, and the results of a survey of local agencies. The treatment selection framework involves three different steps: pavement condition assessment, selection of technically feasible treatments using decision trees, and selection of the most appropriate treatment considering the return-on-investment (ROI) and other non-economic factors. An Excel-based spreadsheet tool that automates the treatment selection framework was also developed, along with a standalone user guide for the tool. The Pavement Treatment Selection Tool (PTST) for Local Agencies allows users to enter the severity and extent levels of existing distresses and then, recommends a set of technically feasible treatments. The tool also evaluates the ROI of each feasible treatment and, if necessary, it can also evaluate the non-economic value of each treatment option to help determine the most appropriate treatment for the pavement. It is expected that the framework and tool will help local agencies improve their pavement asset management practices significantly and make better economic and defensible decisions on pavement treatment selection. KW - Asset management KW - Condition surveys KW - Decision support systems KW - Iowa KW - Literature reviews KW - Pavement distress KW - Pavement maintenance KW - Rehabilitation (Maintenance) KW - Return on investment KW - Spreadsheets KW - Surveys UR - http://publications.iowa.gov/20731/14/IADOT_InTrans_TR_651_Abdelaty_Pavement_Treatment_Selection_Tool_2015_tool.xlsm UR - http://publications.iowa.gov/20731/15/IADOT_InTrans_TR_651_Abdelaty_User_Guide_Pavement_Treatment_Selection_Tool_for_Local_Agencies_2015.pdf UR - http://publications.iowa.gov/id/eprint/20731 UR - http://www.intrans.iastate.edu/research/documents/research-reports/pvmt_asset_mgmt_decision-making_framework_w_cvr.pdf UR - http://ntl.bts.gov/lib/56000/56700/56716/IADOT_TR-651.pdf UR - https://trid.trb.org/view/1374068 ER - TY - RPRT AN - 01580950 AU - Berry, Michael AU - Dalton, Kelsey AU - Murray, Flynn AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - Phase II: Feasibility of Reclaimed Asphalt Pavement as Aggregate in Portland Cement Concrete Pavements Field Demonstration PY - 2015/10//Final Report SP - 59p AB - This research was focused on evaluating the feasibility of using minimally processed reclaimed asphalt pavement (RAP) as aggregate replacement in concrete pavements. An initial phase of research demonstrated that concretes with up to 50 percent of the fine aggregates and 100 percent of the coarse aggregates replaced with RAP were suitable for concrete pavement. However, the field performance of these mixes was not evaluated. Further, these initial mixes contained a significant proportion of cement in order to achieve the desired performance criteria, hindering the economic benefit of using this recycled material in concrete. Therefore, the research discussed herein focused on: (1) evaluating the field performance of RAP concrete through a field demonstration project, and (2) reducing the amount of cement required in the RAP concrete by including water-reducing admixtures. As part of the field demonstration project, two RAP-concrete slabs were cast on a roadway near Lewistown, Montana, and monitored for damage, shrinkage, and curling over a two-year period. There were no logistical issues associated with the construction of the slabs, and no damage and only minor shrinkage/curling was observed. In regards to the mixture optimization, two modified mix designs with reduced cement contents were developed, and evaluated with a suite of mechanical and durability tests. Mechanical properties tested were compressive and tensile strength, elastic modulus, and shrinkage. Durability tests included abrasion, chloride permeability, freeze-thaw resistance, and scaling. These mixes performed well with respect to all tests, with the exception of the chloride permeability. Although both mixes performed well, the resulting mixes were lean and were difficult to get good consolidation. Moreover, the process for batching these mixes may be considered a hindrance, as it involved slump adjusting the mixes with the water-reducing admixture. This was required because the nature of the RAP aggregates made it difficult to adjust mixes for variations in moisture content. KW - Aggregates KW - Curling KW - Demonstration projects KW - Durability tests KW - Feasibility analysis KW - Mechanical properties KW - Mix design KW - Montana KW - Pavement performance KW - Portland cement concrete KW - Reclaimed asphalt pavements KW - Shrinkage UR - http://www.mdt.mt.gov/other/webdata/external/research/docs/research_proj/cement/Final_Report_Oct15.pdf UR - http://ntl.bts.gov/lib/56000/56700/56775/Final_Report_Oct15.pdf UR - https://trid.trb.org/view/1374065 ER - TY - RPRT AN - 01580915 AU - Pigman, Jerry G AU - Winchester, Graham AU - Swallom, Nathanial AU - Kentucky Transportation Center AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Commercial Truck Parking and Other Safety Issues PY - 2015/10//Final Report SP - 56p AB - Commercial truck parking is a safety issue, since trucks are involved in approximately 10% of all fatal accidents on interstates and parkways in Kentucky. Drivers experience schedule demands and long hours on the road, yet they cannot easily determine available parking locations. The objective of this study was to identify information related to parking demand, locations with documented or potential safety issues, and potential countermeasures. The literature review indicated substantial research has been done on commercial vehicle parking, and works have outlined the necessary facilities to accommodate trucks before drivers exceed their allowable hours of driving. Attention to commercial truck parking became a priority with the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), and this focus continued with the inclusion of Jason’s Law as part of the Moving Ahead for Progress in the 21st Century Act (MAP-21). Surveys were conducted to determine how frequently commercial vehicles used parking facilities on interstates in Kentucky. The surveys focused on the state’s two primary north-south interstates (I-65 and I-75). Data samples were also obtained from the other interstates in Kentucky (I-24, I-64, and I-71). Of the 4715 parking spaces surveyed during daytime observations, 2143 were in use, or 45 percent. Of 7,844 parking spaces surveyed during nighttime observations, 6803 were in use, or 87 percent. Crash data were analyzed for the period 2010-2013. Of 848 crashes that were either shoulder-related or fatigue-related, collision reports were reviewed. 239 crashes were related to commercial truck parking. Two-thirds of all crashes included in the analysis occurred on I-75, I-65, I-64, and I-71. Crash cluster locations appeared to be directly related to proximity and usage rate of parking facilities. To address truck parking demand and to improve safety, the following general recommendations were identified in the review of literature: 1) use public and private parking areas to increase capacity, 2) use Intelligent Transportation Systems (ITS) to improve use of parking facilities, 3) provide real-time information that informs truck drivers of parking facility locations with available spaces, 4) combine global positioning system (GPS) tracking with electronic communication to notify truckers of nearest parking, and 5) monitor parking usage rates to determine future needs. Part of the literature review included recommendations from truck drivers. Based on observations at sites on interstates in Kentucky, several locations would benefit from increasing the number of parking spaces, including a number of locations on I-64, I-65, I-71 and I-75. Any site that had 90 percent or more of its spaces used during the surveys could be a candidate for an expansion of existing parking spaces or for development of a new facility to accommodate more parking. KW - Commercial vehicles KW - Crash data KW - Interstate highways KW - Kentucky KW - Literature reviews KW - Parking KW - Parking demand KW - Parking facilities KW - Recommendations KW - Surveys KW - Truck drivers KW - Trucking safety KW - Trucks UR - http://www.ktc.uky.edu/files/2015/11/KTC_15_04_SPR14_478_1F.pdf UR - https://trid.trb.org/view/1373791 ER - TY - SER AN - 01580913 JO - TechBrief PB - Federal Highway Administration AU - Tayabji, Shiraz AU - Brink, Wouter TI - Load Transfer Systems for Jointed Precast Concrete Pavement PY - 2015/10 SP - 6p AB - Precast concrete pavement (PCP) technology is gaining wider acceptance in the U.S. for rapid repair and rehabilitation of concrete pavements, as well as for reconstruction of heavily trafficked asphalt concrete intersections. Available PCP systems include jointed PCP with reinforced or prestressed panels installed singly or in a continuous series, as well as PCP that typically incorporates thinner reinforced or prestressed panels installed and posttensioned in a continuous series, resulting in fewer joints. The use of both jointed PCP and posttensioned PCP systems has advanced during the last decade due to a combination of work sponsored by the Federal Highway Administration (FHWA), projects constructed by highway agencies, and innovations by the highway agencies and the construction industry. One area of innovations relates to improvements in the load transfer features used at PCP transverse joints. The load transfer features currently used at transverse joints in PCP systems are described in this Tech Brief. KW - Load transfer KW - Pavement joints KW - Posttensioning KW - Precast concrete pavements KW - Prestressed concrete pavements KW - Rehabilitation (Maintenance) KW - Transverse joints UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif16008.pdf UR - https://trid.trb.org/view/1374709 ER - TY - RPRT AN - 01580904 AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Improving the Usability of Research Reports (2015 Peer Exchange) PY - 2015/10//Final Report SP - 28p AB - From June 2 to 4, 2015, the Ohio Department of Transportation (ODOT) hosted a peer exchange to address best practices for improving the usability of research reports. The goal of the peer exchange was to develop actionable recommendations for improving final report quality and effectiveness, considering opportunities related to roles and responsibilities, documentation, project management, communication, and partnerships. This report documents the discussions, outcomes, and recommendations of the peer exchange panel members. It includes brief summaries of each agency’s research program along with the agency’s best practices and challenges with research report implementation. Key outcomes resulting from brainstorming sessions during the peer exchange are also presented along with agency takeaways and next steps for ODOT. KW - Best practices KW - Implementation KW - Ohio Department of Transportation KW - Peer exchange KW - Project management KW - Recommendations KW - Research reports KW - State departments of transportation UR - http://cdm16007.contentdm.oclc.org/cdm/ref/collection/p267401ccp2/id/12979 UR - https://trid.trb.org/view/1374060 ER - TY - RPRT AN - 01580881 AU - White, Megan AU - Zhu, Junfeng AU - Blandford, Benjamin AU - Grossardt, Ted AU - Kentucky Transportation Center AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Identifying Significant Environmental Features Using Feature Recognition PY - 2015/10 SP - 37p AB - The Department of Environmental Analysis at the Kentucky Transportation Cabinet has expressed an interest in feature-recognition capability because it may help analysts identify environmentally sensitive features in the landscape, including those relating to historic preservation, archaeology, endangered species habitat, and geology. LIDAR Analyst and Feature Analyst are a pair of geoprocessing software packages that have been developed by Textron Systems. Using this software, users can use LIDAR data to identify finely-scaled user-specified features. The software’s automated feature extraction saves time that might otherwise be spent manually analyzing images and digitizing features. This report explores the capabilities and accuracy of this software by using LIDAR data to identify sinkholes throughout a small area in Kentucky. This report also discusses an alternative LIDAR-based geoprocessing methodology developed by the Kentucky Geological Society. The method relies on ArcGIS and Python scripting to identify sinkholes. The feasibility and applicability of these methodologies are compared, the workflow for each method is outlined, and the capabilities and limitations of each are noted. Sample results—the identification of sinkholes—from each methodology are presented. The research team found the batch processing capability built into LIDAR and Feature Analyst adequate and beneficial for smaller projects, such as projects that prioritize the extraction of buildings, trees, and forest regions. KW - Accuracy KW - Alternatives analysis KW - Data analysis KW - Feasibility analysis KW - Information processing KW - Kentucky KW - Laser radar KW - Sinkholes KW - Software KW - Topography UR - http://www.ktc.uky.edu/files/2015/10/KTC_15_18_SPR15_502_1F.pdf UR - https://trid.trb.org/view/1373771 ER - TY - RPRT AN - 01580075 AU - Latimer, Ed AU - Bansberg, Richard AU - Hershberger, Scott AU - Price, Theresa AU - Thorstenson, Don AU - Ryder, Phil AU - AMEC Environmental & Infrastructure AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Development of ADOT Application Rate Guidelines for Winter Storm Management of Chemical Additives through an Ambient Monitoring System PY - 2015/10 SP - 120p AB - The Arizona Department of Transportation (ADOT) is responsible for keeping state and federally owned/operated transportation corridors safe and operational during winter months when snow and ice accumulate on these roads. A common practice is the application of anti‐icing and deicing chemicals, primarily sodium chloride (salt). ADOT’s Winter Storm Management Operations Manual (WSMOM) presents guidelines for the application of anti‐icing and deicing chemical based on specific storm events and roadway conditions. Sodium and chloride can be dispersed to areas adjacent to roadways though melting snow and ice and by vehicle splash and spray. Upon reaching vegetation and soil, these compounds can negatively impact the environment. To evaluate the relationship between salt applications and potential impacts to soil and vegetation, data from winter storm management activities (frequency of application, quantity of salt applied, and adherence to ADOT WSMOM guidelines) were compared to sodium and chloride concentrations in soil and vegetation samples collected at varying distances from the roadway. Data collection and review included 16 sites along State Route 260 and U.S. Routes 180 and 191, all in ADOT’s Globe District. Analyses of soil and vegetation samples show that sodium concentrations are greatest nearest the roadway and decrease with increasing distance from the roadway. There is no evidence that sodium concentrations in the soil exceed levels considered tolerable for vegetation, nor is there a significant seasonal difference between fall readings and spring readings of sodium and chloride concentrations in soil and vegetation. Additionally, sodium concentrations in soil samples did not appear to have a statistically significant impact on the level of sodium in vegetation samples. Therefore, it cannot be concluded that sodium concentrations in soil are directly impacting sodium concentration in vegetation near the roadway. There is no evidence to support that ADOT should deviate from its current chemical application rate guidelines. KW - Anti-icing KW - Arizona KW - Arizona Department of Transportation KW - Deicing chemicals KW - Environmental impacts KW - Guidelines KW - Roadside flora KW - Sodium chloride KW - Soils KW - Winter maintenance UR - https://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ691.pdf UR - https://trid.trb.org/view/1372950 ER - TY - RPRT AN - 01580061 AU - Appiah, Justice AU - Cottrell, Benjamin H AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - A Benefit-Cost Analysis Tool for Assessing Guardrail Needs for Two-Lane Rural Roads in Virginia PY - 2015/10//Final Report SP - 46p AB - Guardrail is installed along the roadside to shield hazards such as steep slopes and bridge piers from vehicles. Although the Virginia Department of Transportation’s Road Design Manual provides guidance for determining where to install guardrail on new facilities, there is no consistent approach available for evaluating guardrail needs on existing roads that explicitly considers costs and benefits. This study developed such an approach, focusing on low volume, two-lane rural roadways in Virginia. The Roadside Safety Analysis Program (RSAP)—developed under National Cooperative Highway Research Program (NCHRP) Project 22-27 and currently the most sophisticated tool available for conducting cost-effectiveness analysis of roadside safety treatment options—was used to determine expected crash frequencies, severities, and costs for several combinations of hazard scenarios; guardrail treatment options; and relevant roadway, roadside, and traffic characteristics. The results of the RSAP analysis were used to develop a predictive model that relates the input variables to the output response (benefit/cost ratio). The model is implemented in a simple spreadsheet for the quick and efficient evaluation of proposed guardrail treatment options without the need for full-blown RSAP analysis. Application of the spreadsheet tool is demonstrated through example problems. A comparison of the tool’s modeling results with results obtained from RSAP is presented. The comparative results show that benefit/cost ratio estimates provided by the tool are in good agreement with those provided by RSAP. These results indicate that the simplified tool meets the requirements to serve as a surrogate for RSAP analysis and is therefore recommended for benefit/cost evaluations of proposed guardrail treatment options for low volume, two-lane rural roadways in Virginia. KW - Benefit cost analysis KW - Guardrails KW - Low volume roads KW - Needs assessment KW - Roadside Safety Analysis Program KW - Rural areas KW - Spreadsheets KW - Two lane highways KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/16-r5.pdf UR - https://trid.trb.org/view/1372609 ER - TY - SER AN - 01579640 JO - TechBrief PB - Federal Highway Administration TI - Assessing Pavement Surface Splash and Spray Impact on Road Users PY - 2015/10 SP - 5p AB - The effects of vehicle splash and spray are well known to motorists who have driven in wet weather conditions. Research suggests that splash and spray contribute to a small but measureable portion of road traffic accidents and are sources of considerable nuisance to motorists. Furthermore, splash and spray from highway pavements can also carry a number of pollutants and contaminants. When deposited, these contaminants can be detrimental to plant life and accelerate the corrosion of roadway appurtenances. This TechBrief describes the development of an assessment tool to characterize the propensity of highway sections to generate splash and spray during rainfall and the impact of splash and spray on road users. KW - Assessments KW - Drivers KW - Highway safety KW - Rain KW - Splashing KW - Surface course (Pavements) UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/15062/15062.pdf UR - https://trid.trb.org/view/1371983 ER - TY - RPRT AN - 01579609 AU - Schmalzer, Peter AU - Karamihas, Steven AU - Meyer, Hans AU - Senn, Kevin AU - Puccinelli, Jason AU - Nichols Consulting Engineers AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Performance Evaluation of Arizona’s LTPP SPS-2 Project: Strategic Study of Structural Factors for Rigid Pavements PY - 2015/10//Final Report SP - 222p AB - As part of the Long Term Pavement Performance (LTPP) Program, Arizona Department of Transportation (ADOT) constructed 21 Specific Pavement Studies 2 (SPS-2) test sections on Interstate 10 near Buckeye, Arizona, to study a variety of structural sections in new portland cement concrete construction. Opened to traffic in 1994, this project is actively being monitored at regular intervals. Surface distress, profile, and deflection data collected throughout the life of the pavement were used to evaluate the performance of various rigid pavement design features, layer configurations, and thickness. This report documents the analyses conducted as well as practical findings and lessons learned that will be of interest to ADOT. KW - Arizona KW - Deflection KW - Evaluation KW - Long Term Pavement Performance (LTPP) Program KW - Pavement design KW - Pavement distress KW - Pavement performance KW - Portland cement concrete KW - Rigid pavements KW - Test sections UR - https://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ396(2).pdf UR - https://trid.trb.org/view/1371984 ER - TY - RPRT AN - 01579216 AU - Donaldson, Bridget M AU - Kweon, Young-Jun AU - Lloyd, Lewis N AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - An Evaluation of Roadside Activity and Behavior of Deer and Black Bear to Determine Mitigation Strategies for Animal-Vehicle Collisions PY - 2015/10//Final Report SP - 43p AB - Virginia is consistently among the top 10 states with the highest number of deer-vehicle collisions (DVCs), with more than 56,000 DVCs per year since 2007. The Virginia Department of Transportation has targeted a section of I-64 on and near Afton Mountain for safety and mobility improvements because of a high number of crashes and traffic stoppages. DVCs are a primary driver safety concern in the area, and vehicle collisions with black bears are also relatively frequent. Mitigation strategies are needed to address this issue. The purpose of this study was to evaluate white-tailed deer activity and behavior along (1) an interstate roadside adjacent to unfenced isolated underpasses used by deer and (2) a stream corridor / highway intersection with no viable underpass for deer. Although not a primary focus, black bear and other wildlife activity was also evaluated. Two years of camera data and animal carcass removal data were analyzed to gain a better understanding of deer and black bear activity and behavior relative to the two road and landscape features. Cameras were installed at a large bridge underpass and a box culvert (both used by deer to cross beneath the highway) and along the adjoining 0.5-mile roadside on both sides of the underpasses. Despite frequent use of the underpasses by deer (1,187 per year), there was high deer activity along the adjacent roadside (1,182 per year). A statistically significant relationship was found between roadside deer activity and DVCs (i.e., as deer activity increased, DVCs increased), and this relationship was strongest in October and November. Although highway crossing attempts comprised a low proportion of deer behavioral responses (n = 100 crossing attempts), crossing attempts resulted in 7.5 DVCs per year on the 1-mile highway segments adjacent to each unfenced underpass. Deer along the roadside exhibited relatively low responsiveness (or vigilance) to the interstate; predominant behaviors included walking along the roadside and feeding. At the stream corridor / highway intersection, cameras were installed at the intersection and extended along the adjoining 0.25-mile roadside on both sides of the intersection. Bear were more active along the roadside near the stream corridor than at the underpass sites. The stream corridor and associated topography were found to concentrate deer movement toward a relatively short section of highway; deer activity was statistically higher nearest the stream corridor / highway intersection and decreased farther away from this intersection. DVCs were statistically correlated with roadside deer activity and were significantly higher during October and November than during the other months of the year. Study recommendations include (1) the installation of fencing along the roadside adjacent to existing large underpasses, and (2) an animal advisory message on the dynamic message signs along I-64 in the Afton Mountain area. Messages should be displayed from dusk through dawn from October through November (to correspond with periods of higher deer activity and DVCs). Fencing both sides of just one underpass is expected to result in a savings in costs associated with DVCs of $501,473 over its service life. A planned post-mitigation study may find that these low-cost forms of mitigation could have a substantial impact on drivers and wildlife, particularly if implemented on a larger scale. KW - Animal behavior KW - Cameras KW - Crashes KW - Deer KW - Interstate highways KW - Months KW - Recommendations KW - Roadside KW - Roadside fauna KW - Statistical analysis KW - Streams KW - Underpasses KW - Virginia KW - Wildlife UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/16-r4.pdf UR - https://trid.trb.org/view/1371706 ER - TY - RPRT AN - 01583639 AU - Putjenter, Joseph G AU - Bielenberg, Robert W AU - Faller, Ronald K AU - Reid, John D AU - Midwest Roadside Safety Facility AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Conceptual Development of an Impact-Attenuation System for Intersecting Roadways PY - 2015/09/30/Final Report SP - 554p AB - Longitudinal barriers are commonly used to shield hazards, including stiff bridge rail ends and slopes. In some locations, a secondary roadway intersects the primary roadway within the guardrail’s length-of-need (LON). Some intersections may have as little as 15 ft (4.6 m) between the intersection and beginning of the bridge railing, which require short-radius guardrail systems. One short-radius guardrail system has passed several crash tests under American Association of State Highway and Transportation Officials (AASHTO) Manual for Assessing Safety Hardware (MASH) standards. Site conditions provided by the Nebraska Department of Roads were used to determine the constraints for a new safety treatment for intersecting roadways and include intersection radii, bridge railing offset distances, and clear zone distances. An examination of the site conditions determined that the bridge railing end should be treated as a hazard, as defined in the AASHTO Roadside Design Guide. The hazard would begin at the bridge railing end with a width extending to the clear zone. Several design concepts were developed to treat these situations with a preference on using existing technologies that could be adapted for this hazard scenario. Fifteen concepts were brainstormed, with three considered for further analysis and evaluation. These concepts included net attenuation/end terminal, inertial barrel array/end terminal, and a bullnose with a secondary energy absorber inside of it. All three systems were capable of stopping a vehicle in the space available, but only the net attenuation/end terminal concept was considered likely to accommodate the site conditions using a moderate slope behind the system. Four dynamic bogie tests and two static tests were performed on potential net attenuators to evaluate their use as energy absorbers in the preferred design concept. Recommendations for further development of the net attenuation system were provided. KW - AASHTO Manual for Assessing Safety Hardware KW - Bridge railings KW - Crash cushions KW - Design KW - Guardrail terminals KW - Highway safety KW - Impact tests KW - Intersections KW - Nebraska KW - Recommendations UR - http://www.transportation.nebraska.gov/mat-n-tests/research/Design/FinalReportM332.pdf UR - http://ntl.bts.gov/lib/56000/56700/56708/FinalReportM332.pdf UR - https://trid.trb.org/view/1377093 ER - TY - ABST AN - 01577738 TI - CM-9: Pavement Preservation and Construction Techniques AB - No summary provided. KW - Construction KW - Pavement maintenance KW - Pavements KW - Paving KW - Preservation UR - https://trid.trb.org/view/1370800 ER - TY - ABST AN - 01577737 TI - CM-4: AASHTO-ARTBA-AGC Joint Committee Initiatives to Accelerate Construction AB - No summary provided. KW - Acceleration (Mechanics) KW - American Association of State Highway and Transportation Officials KW - American Road & Transportation Builders Association KW - Construction UR - https://trid.trb.org/view/1370799 ER - TY - ABST AN - 01577726 TI - MT-8: Guidance on Testing and Approving New Materials AB - No summary provided. KW - Implementation KW - Materials KW - Pavements KW - Test procedures KW - Testing UR - https://trid.trb.org/view/1370768 ER - TY - ABST AN - 01576064 TI - Evaluation of Non-SBS Modified Binders using the Multiple Stress Creep Recovery Test AB - The objectives of this research are to characterize the elastic response of Non-Styrene Butadiene Styrene (SBS) modified binders used in the Louisiana Department of Transportation and Development (LADOTD) asphalt mixtures using the Multiple Stress Creep Recovery (MSCR); to continue collecting Force Ductility with DSR phase angle or MSCR recover criteria; and to perform cost-benefit analysis to display the benefits of switching from the PG Plus test to the MSCR. KW - Benefit cost analysis KW - Binders KW - Creep properties KW - Evaluation and assessment KW - Louisiana Department of Transportation and Development KW - Multiple Stress Creep Recovery KW - Styrene butadiene styrene UR - https://trid.trb.org/view/1370085 ER - TY - RPRT AN - 01583508 AU - Weiland, Nicholas A AU - Stolle, Cody S AU - Reid, John D AU - Faller, Ronald K AU - Bielenberg, Robert W AU - Lechtenberg, Karla A AU - Midwest Roadside Safety Facility AU - Nebraska Department of Roads AU - Federal Highway Administration TI - MGS Dynamic Deflections and Working Widths at Lower Speeds PY - 2015/09/29/Final Report SP - 57p AB - The Midwest Guardrail System (MGS) has been full-scale crash tested in many configurations, including installations adjacent to slopes, with different types of wood posts, with and without blockouts, for culvert and bridge applications, and at high flare rates. Although the performance of the MGS and the dynamic deflection and working width of the barrier have been examined, little is known about the dynamic deflection and working width of the MGS when impacted at lower speeds. The MGS is a relatively low-cost barrier, and the Test Level 3 (TL-3) version could be installed for TL-2 and TL-1 applications. The barrier is expected to capture or redirect errant vehicles impacting at speeds less than or equal to those used for crash testing according to TL-3 of the Manual for Assessing Safety Hardware (MASH). Accurate dynamic deflections and working widths of the MGS when impacted at lower speeds are critical for the safe placement of guardrail to reduce the likelihood of vehicle impact with a shielded hazard in the Zone of Intrusion (ZOI) for use on level terrain and in combination with curbs. LS-DYNA computer simulation models of a 2007 Chevrolet Silverado impacting both a tangent MGS and MGS in combination with a curb at a 6-ft 3-in. (1.9-m) post spacing (i.e., standard post spacing) were calibrated against previous crash tests. Then, the model was simulated with two lower speeds and at five impact locations with a conservative soil model to determine the maximum dynamic deflection and working width of the system at TL-1 and TL-2 impact conditions of MASH. KW - AASHTO Manual for Assessing Safety Hardware KW - Deflection KW - Guardrails KW - Highway safety KW - Impact tests KW - LS-DYNA (Computer program) KW - Midwest Guardrail System KW - Simulation KW - Speed KW - Width UR - http://www.transportation.nebraska.gov/mat-n-tests/pdfs-docs/ARLinks/TRP-03-314-15.pdf UR - http://ntl.bts.gov/lib/56000/56700/56745/TRP-03-314-15.pdf UR - https://trid.trb.org/view/1377091 ER - TY - ABST AN - 01598815 TI - Research for the AASHTO Standing Committee on Planning. Task 135. Addressing Margins of Error in Small Areas of Data Delivered through the American Fact Finder or the Census Transportation Planning Products Program AB - As the Census Bureau has moved to the American Community Survey the sample size surveyed has shrunk dramatically when compared to the now discontinued Long Form. After five years of data collection, small area data are delivered either through American Fact Finder or the Census Transportation Planning Products Program (CTPP). When working with small, but sometime larger areas, margins of error (MOE) that are a large proportion of the estimate, and that may in some cases exceed the estimate itself, may be encountered. The American Community Survey (ACS) data is now the only source of large national data on Journey to Work and the huge amount of commensurate demographic data that accompanies it. The ACS and CTPP are routinely used by planners at all levels of government to develop long range plans, validate and calibrate traffic models, and provide information to decision makers to deploy transportation dollars. Inappropriate handling of the inherent vagaries of the data can negatively impact the quality of information used for decision-making. Guidance on how best to address these issues is needed. The objective of this research is to provide guidance on how to appropriately handle large MOEs that is tailored to the application of the data, e.g. long range planning or calibrating a travel demand model. The guidance should also address how to communicate MOE when data are represented visually, e.g. in heat maps or pie charts, and when the use of ACS data is spread too thinly to constitute an appropriate use of the data. The National Cooperative Highway Research Program (NCHRP) is seeking the insights of proposers on how best to achieve the research objective. Proposers should develop and include in their proposal a detailed research plan for accomplishing the project objective that can realistically be accomplished within the constraints of available funds and contract time. Proposals must present the proposers' current thinking in sufficient detail to demonstrate their understanding of the issues and the soundness of their approach to meet the research objective. The research plan should be divided into tasks, and the work proposed in each task must be described in detail. The research plan should include a description of proposed deliverables for each task or group of tasks along with a detailed project schedule. A technical memorandum should be delivered following the completion of each major task. The research plan should include two web-enabled conference calls with the project panel: (1) a project kick-off conference call within 45 days of contract execution, and (2) a conference call mid-way through the project. Final deliverables should include (1) a final report that meets the project objectives and (2) a PowerPoint presentation with speaker notes that provides an overview of the research and its conclusions. KW - Census KW - Data analysis KW - Data collection KW - Errors KW - Surveys KW - Transportation planning KW - Travel demand UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4078 UR - https://trid.trb.org/view/1406510 ER - TY - RPRT AN - 01580922 AU - Flury, Markus AU - Mullane, Jessica M AU - Chahal, Maninder K AU - Cogger, Craig G AU - Washington State University, Puyallup AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Experimental Evaluation of Compost Leachates PY - 2015/09/25 SP - 159p AB - Compost is often used in rain gardens, roadsides, and bioretention systems, not only because of its beneficial properties on soil quality, but also because compost improves water infiltration and retains stormwater contaminants. However, when compost is freshly applied, materials from compost can leach out when rain or stormwater seep through compost or compost-amended bioretention media. The goal of this research project was to experimentally evaluate and characterize leachates from compost. The authors quantified and characterized the leachate composition of compost following intermittent, simulated storm events. The authors used municipal compost of different ages and different source materials. Compost was filled into columns and then irrigated with deionized water and stormwater. Stormwater was spiked with copper to increase copper concentrations. Six-month, 24-hour rain storms were applied every two weeks for a total of up to 18 rain storms. Outflow was analyzed for pH, electrical conductivity (EC), particulate concentration, surface tension, dissolved organic carbon (DOC), nitrogen, phosphorus, and copper. Particulate and dissolved organic matter was further characterized for molecular structure by Nuclear Magnetic Resonance (NMR) and Fourier-Transformed Infrared (FTIR) Spectroscopy. The results showed that concentrations of dissolved and particulate organic carbon and electrical conductivity in the leachate where high at the onset of each storm, but decreased as the storm progressed. However, each new storm released another peak of constituents. Leaching from mature compost was less a function of age and type, but more a function of number and frequency of storms and leaching history. Concentrations of nitrogen, phosphorus, and copper were high in the initial few storms, and then decreased. Only a small fraction (3%) of the copper present in the compost leached out, but nonetheless, the copper concentrations in the leachate remained above the regulatory waste discharge standards. NMR and FTIR analyses revealed that dissolved organic carbon consisted mainly of aliphatic and aromatic components typical of fulvic and humic acids. The results show that municipal compost can serve as a sustained source of leaching of nutrients and metals, regardless of compost age and source. However, the copper concentrations observed in the experiment are likely not toxic due to the presence of elevated DOC, as DOC readily forms complexes with dissolved copper thereby reducing its toxicity to aquatic organisms. The DOC plays a dual role in terms of copper fate and transport: DOC can enhance leaching of copper by forming aqueous complexes, but at the same time, reduces toxicity of copper because copper-DOC complexes are less bioavailable. KW - Compost KW - Copper KW - Electrical conductivity KW - Evaluation KW - Leachate KW - Nitrates KW - Particulates KW - Phosphorus KW - Runoff KW - Simulation UR - http://www.wsdot.wa.gov/research/reports/fullreports/848.1.pdf UR - https://trid.trb.org/view/1373320 ER - TY - ABST AN - 01576040 TI - Dedolomitization and Alkali Reactions in Ohio-Sourced Dolostone Aggregates AB - The data collected from this project could provide petrographical and chemical evidence of dedolomitization of Ohio's dolostone aggregate sources over regular intervals of time using different methods, and will contribute to the Ohio Department of Transportation's (ODOT's) new concrete freeze thaw test parameters. The goal of this project is to employ state-of-the-art scientific/analytical methods for sample characterization and analysis including using Polarized Light Microscopy (PLM), Scanning Electron Microscopy (SEM) with Energy Dispersive X-ray microanalysis (SEM?EDS), and X-ray Powder Diffraction (XRD) to identify the presence of dedolomitization in Ohio-sourced dolostone aggregates and concretes produced using these aggregates. This project will be overseen by Dr. John R. Farver of Bowling Green State University. KW - Aggregates KW - Alkali aggregate reactions KW - Concrete KW - Dolomite KW - Freeze thaw durability KW - Ohio KW - State of the art UR - https://trid.trb.org/view/1369964 ER - TY - ABST AN - 01573240 TI - Best Practices of Road User Maintenance Agreements Amongst Local Government Agencies in Ohio AB - Road User Maintenance Agreements (RUMAs) are legal agreements between local governments and for-profit organizations outlining the responsibility for road construction and repairs resulting from excessive damage to local infrastructure caused by those organizations' activities. These RUMAs can also stipulate travel routes for heavy equipment haulers in order to ensure safety and help minimize damage to roadways as well as specify testing methods and rating criteria organizations are required to follow. The recent boom in the oil and gas industry in eastern Ohio has brought the use of RUMAs to the forefront. In 2012, Ohio passed Senate Bill 315 which requires well operators to enter into RUMAs or demonstrate a good-faith effort to do so. ODOT in collaboration with the Ohio Department of Natural Resources, the County Engineer's Association of Ohio, and various local transportation officials created a RUMA template to assist local governments in developing RUMAs, but is not a mandated/standard document. Many counties and townships have taken this template and modified it to meet their specific purposes. As a result, a plethora of RUMA versions are in existence within Ohio. As industries such as oil and gas, wind power, coal, and timber expand or relocate production in Ohio, the utilization of RUMAs varies. The variations in requirements, language, and execution of Ohio RUMAs can lead to confusion not only among local governments, but also with the organizations/industries attempting to enter into these agreements. The issue is further complicated as some local governments may be using RUMAs in situations where they are not necessarily appropriate. A fair amount of research has been conducted nationally on the subject of RUMAs; however, it is not necessarily easily manageable or accessible to local transportation officials. A focused synthesis study to identify the current best practices for RUMAs is needed. The goal of this research is to conduct a synthesis of current practices related to the development and execution of RUMAs. The objective of this research is to identify current best practices and provide recommendations for RUMA development to assist Ohio's local transportation officials. The results of this research will highlight the practices that have produced the best return on investment in a clear and concise manner. This will provide inexperienced agencies with a better understanding on how to approach these agreements while more experienced agencies will have exposure to different philosophies and applications. Not only will local governments benefit from this research, but the industries/organizations that typically enter into these agreements may also benefit. This research can provide them with a better understanding of what local governments are trying to accomplish with RUMAs. A thorough review of the findings may also help industries to anticipate what may be required by the RUMAs used in specific counties, thereby helping them to estimate potential costs and efforts for the their expanded development into a particular region. KW - Best practices KW - Heavy duty trucking KW - Highway maintenance KW - Industries KW - Legal documents KW - Local government UR - http://worldcat.org/oclc/921157109/viewonline UR - https://trid.trb.org/view/1365957 ER - TY - RPRT AN - 01610883 AU - Korfmacher, Karl AU - Mathews, Alyssa AU - Van Munster, Katelijn AU - Rochester Institute of Technology AU - University Transportation Research Center AU - Federal Highway Administration AU - Office of the Assistant Secretary for Research and Technology TI - Modeling Emissions and Environmental Impacts of Transportation Activities Associated with High Volume Horizontal Hydraulic Fracturing Operations in the Marcellus Shale Formation PY - 2015/09/18/Final Report SP - 60p AB - The researchers' initial University Transportation Research Center (UTRC) research project identified routes and road segments with predicted high volumes of truck traffic related to natural gas extraction in the Marcellus Shale region. Results also generated annual estimates of pollution emissions per route and road segment related to these transportation activities. The road segment results identified areas of potentially elevated pollution emissions due to incremental truck traffic resulting from natural gas development. The current UTRC project uses these “hot spot” data as source inputs for the AERMOD pollution dispersion model to begin the assessment of potential health impacts on local populations due to increased truck traffic. Total truck traffic estimates from the Pennsylvania Department of Transportation (PADOT) were also used to generate emission estimates and also input into AERMOD as a comparison dispersion analysis to help assess the relative impact of the natural gas truck activity. This report outlines the developed pollution dispersion methodology and provides results for 2011. Results indicate that the maximum average daily truck induced emission concentrations for PM10 are 2.845 μg/m³ for the PADOT roads and 0.082 μg/m³ for the Geospatial Intermodal Freight Transport (GIFT) roads, the differences primarily due to overall truck counts. Subtracting the output files from the 2007 rate simulations from the 2008 rate simulations, if MY 2007 emission standards had been in place, pollution concentrations would have been reduced anywhere from 0.0625 - 0.00002 μg/m³ in the GIFT network analysis, and PADOT network reductions would have ranged from 2.1917 – 0.1165 μg/m³. Overall, however, model results suggest truck emissions are a small part of the average daily particulate matter (PM) pollution, as determined by limited Pennsylvania Department of Environmental Protection (PADEP) monitoring station data. In 2011, the average daily PM10 emission concentrations ranged from 7.37 to 25.12 μg/m³, and 5.97 to 14.50 μg/m³ for PM2.5. Results are considered to underestimate the true emission concentrations, however, due to temporal limitations of the truck count and total PM10 emissions (both are annual values distributed evenly throughout the year as a model requirement). Despite the lower than expected concentrations, model results do highlight areas within the Marcellus Shale region that are predicted to have higher relative emission concentrations as a result of increased truck traffic related to hydraulic fracturing activities. These show where roads with higher truck counts may be impacting environmental and human health and may be used to help site monitoring stations. Using the AERMOD emission contour intervals to select 2010 US Census block data, model results suggest that over 1.2 million people are exposed at some level to elevated PM pollution due to trucks supporting gas extraction, although the vast majority of the population experiences low level exposure. KW - AERMOD (Computer model) KW - Environmental impacts KW - Health KW - Hydraulic fracturing KW - Marcellus Shale KW - Methodology KW - Particulates KW - Pollutants KW - Truck traffic UR - http://www.utrc2.org/sites/default/files/Final-Report-Modeling-Emissions-and-Environmental-Impacts-Of-Transportation.pdf UR - https://trid.trb.org/view/1422152 ER - TY - ABST AN - 01575994 TI - Communications Worker Credentialing Requirements AB - The Recommendations of the Independent Panel Reviewing the Impact of Hurricane Katrina on Communications Networks (FCC EB Docket 06-119) recommended the establishment of communications worker credentials to identify authorized personnel responsible for the repair and maintenance of critical systems. Among those recommendations is the establishment of: (1) Credentialing requirements and procedures for communications workers and repair personnel; (2) Development and inclusion in state Emergency Preparedness Plans of post disaster coordination areas for communications infrastructure provider personnel and equipment; (3) Identification and prioritization of key communications infrastructure; and, (4) Facilitation of utility maintenance and commercial power restoration. The proposed research will synthesize the progress made in meeting these broad goals through a review of available state plans, publications, and, operating procedures. Product: A Guide for Developing Communications Worker Credentialing Criteria. KW - Communications KW - Coordination KW - Disaster preparedness KW - Disasters and emergency operations KW - Infrastructure KW - Maintenance personnel KW - Networks KW - Public utilities UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3597 UR - https://trid.trb.org/view/1369346 ER - TY - ABST AN - 01572344 TI - Developing Crash Modification Factors for Corridor Access Management AB - "Part D--Introduction and Applications Guidance" of the Highway Safety Manual (HSM) presents information regarding the effects of various safety treatments (i.e., countermeasures) on the roadway network. The information presented in Part D is used to estimate the effect of a specific countermeasure on safety. These effects are then used to develop a crash modification factor (CMF) for the specific countermeasure. In addition to the CMFs developed and recorded in the HSM, the Federal Highway Administration (FHWA) has also funded the CMF Clearinghouse to provide a venue for transportation professionals to identify the most appropriate countermeasures for their safety needs. The HSM notes that corridor access management is one of the most critical elements in roadway planning and design and that access management is effective in helping to manage roadway access, while simultaneously preserving the safety, capacity, and speed on the surrounding roadway network. This helps to address the problems associated with congestion, capacity loss, and safety on the nation's roadways. Corridor access management is also identified as one of nine general proven safety countermeasures as part of the FHWA's proven safety countermeasures initiative. Even though corridor access management is considered to be effective in helping to manage the roadways across the nation and to preserve safety, Part D of the HSM includes only three CMFs associated with corridor access management, specifically the potential crash effects of reducing access point density. The CMF Clearinghouse helps add to the number of CMFs related to corridor access management where as of January 2014 there were more than 250 CMFs related in some way to corridor access management. These CMFs cover a wide range of topics and associated benefits related to corridor access management. Although the CMF Clearinghouse provides a large number of CMFs related to corridor access management, this large number in many ways complicates the benefit to the practitioner in trying to determine how best to apply CMFs to specific situations. There is a need to better understand the existing CMFs related to corridor access management by identifying ways to group and organize the CMFs with respect to various aspects of roadway type, geography, and other identifying conditions or features. In addition, corridor access management improvements generally include a combination of factors, which necessitates the documentation and determination of the cumulative/interactive effects of corridor access management features and the tradeoffs associated with various corridor access management features. NCHRP Project 17-63, "Guidance for the Development and Application of Crash Modification Factors," is setting the foundation for this process in a general sense, but this needs to be built upon for corridor access management-specific CMFs. The available CMFs are also concentrated on corridor improvements that may be made during design for reconstruction. Frequently, however, practitioners are confronted with questions about how adding or removing a particular access point will impact roadway safety. Providing micro-level CMFs would greatly aid highway operations and permitting personnel with making and documenting access decisions. This information would also be useful to municipal planning personnel in reviewing proposed access points as part of site plan approval for new development/redevelopment. Finally, there is also a need to develop corridor access-management related CMFs for all modes (e.g., bicycle, freight, pedestrian) and for specific conflict types and severity. This would benefit all agencies that regularly assess corridor access management and would ultimately improve the application of corridor access management across the nation. The objectives of this research are to identify ways to group and organize corridor access management related CMFs with respect to various aspects of roadway geometry, geography, land use context, and other identifying conditions or features; document cumulative/interactive effects of corridor access management features and the tradeoffs associated with various corridor access management features; provide micro-level CMFs tied to corridor improvements that may be made during design for reconstruction to aid highway operations and permitting personnel with making and documenting access decisions; develop corridor access management-related CMFs for all modes (e.g., bicycle, freight, pedestrian) and for specific conflict types and severity; and quantify safety performance of access management features both in terms of predictive methods (Safety Performance Functions) and CMFs. Corridor access management has been identified as one of the proven safety countermeasures for corridor management outlined by the FHWA. The research outlined in this statement will provide practitioners and decision makers with tools to evaluate impacts of corridor access management alternatives to help them select the best alternatives. Additionally, the research will aid practitioners and decision makers with ways to better document safety benefits of corridor access management in order to help them justify access management decisions to stakeholders. Currently, highway access design and operation decisions are made every day using guidance from the HSM and the available CMFs. When these decisions involve multiple corridor access management techniques or individual driveways, practitioners and decision makers are faced with uncertainty about how to apply current CMFs. This research will provide guidance in applying CMFs for multiple related corridor access management techniques and applying CMFs to decisions about individual access points. The research results will increase the accuracy and efficiency of design and operations decisions affecting millions of access points each year. While this research will help to improve best practices related to the use of CMFs, the ultimate payoff from the research will be to improve roadway safety. Products of this research will result in application guidance for the use of corridor access management-related CMFs from the HSM and the CMF Clearinghouse as well as additional CMFs for inclusion in the CMF Clearinghouse. KW - Access control (Transportation) KW - Countermeasures KW - Crash modification factors KW - Geometric design KW - Highway corridors KW - Highway design KW - Highway operations KW - Highway Safety Manual UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4050 UR - https://trid.trb.org/view/1364283 ER - TY - ABST AN - 01572342 TI - Improving Processes for Characterizing Corrosion Potential of Soils and Fill Materials AB - Electrochemical properties of soils and aggregates such as resistivity (conductivity), pH, salt (chlorides, sulfates, phosphates), and organics contents are used to characterize the potential for corrosion of buried/embedded metal elements that may include piles, drains, culverts, or soil reinforcements. These elements are often incorporated into transportation-related construction projects within earth embankments, bridge foundations, abutments, and approaches. Electrochemical properties are evaluated using current American Association of State Highway and Transportation Officials (AASHTO) test standards, adopted in the early 1990s, that were based upon preexisting test procedures applied to agronomy. These methods do not consider the vastly different characteristics of materials used in transportation-related construction, nor do they distinguish issues inherent to particular applications. For example, moisture contents of mechanically stabilized earth (MSE) fills during service cannot exceed the saturation limit, and often coarse sand, gravel, and aggregate types of fills are used, which current test standards fail to consider. Construction practices and the knowledge of underground corrosion have evolved since the 1990s, such that the limitations of the current AAHSTO test standards must be recognized and suitable alternatives need to be evaluated and implemented. There are many projects for which this issue generates considerable conflict, and often results in use of more expensive sources of backfill. The needless use of more expensive sources of backfill from greater distances is not a wise use of available resources, does not contribute to proper asset management, and is inconsistent with sustainable design and construction practices. Research is needed to address limitations of current AASHTO-specified test methods. These limitations are related to (1) particle sizes that may be included in the test specimen (must pass a #10 sieve), (2) identifying the proper end-point for the test, and (3) the small size of the specimen included in the measurement. These attributes limit the appropriateness of the test results to finer soil types, and do not consider practical limits on water contents that may be experienced in the field. The research will evaluate alternative test methods that may be more appropriate for particular applications (e.g., MSE walls) and will consider a wider range of fill types. Protocols for assessing corrosion potential for different applications, and recommendations for updating the current AASHTO standards for the design and construction of bridges will be developed based on the evaluation of test alternatives. The research will address needed revisions and clarifications to existing standards, and the need to adopt new test methods. Results from this study will be a resource for highway and bridge engineers and contractors who need to evaluate the corrosiveness of soils and fill materials for construction, and will be of great interest to the AASHTO Subcommittees on Materials and on Bridges and Structures who review standards for material testing and design and construction of transportation facilities. The objective of this research is to review existing test procedures and evaluate alternatives that may enhance or extend the abilities to characterize the corrosiveness of earthen materials for a wider range of conditions and considering different applications compared to the current protocol. Specific tasks include to (1) identify alternative test methods for measuring the resistivity of soil/aggregate. Review and recommend existing procedures for testing coarse aggregate that apply to materials that do not have a significant amount of material passing a #10 sieve; (2) document differences in test procedures including sample preparation, methods of measurement, and potential interferences. Indicate the range of application for each test in terms of soil types and function (e.g., culverts, piles, MSE, etc.). Assess the occurrences of materials with minimum resistivity at the slurry state, and the relevance (or irrelevance) of this to in-service conditions; (3) recommend alternative test techniques that apply to coarse sands, gravels and aggregates and evaluate the test methods by comparing results obtained with different test methods including AASHTO T 288. Document relationships between measurements, expected correlations, trends, and other means that may be useful to crosscheck and verify the veracity of laboratory measurements. Verify results of the laboratory study with field measurements of corrosion from sites where the corrosion potentials of the fills have been assessed using laboratory test methods; (4) propose alternative tests that may be useful to replace, improve, modify, or enhance current AASHTO test standards; (5) recommend an updated protocol to assess corrosion potential of different materials and for various applications. The protocol may cite several test standards for measurement of resistivity, or other electrochemical properties, and provide guidance on when the different tests should be applied. For example, establish a boundary to describe coarse soil and aggregates and the different tests that apply to coarser and finer materials. Sample size will also vary with respect to the coarseness of the material (i.e., maximum size); and (6) recommend updates to the current AASHTO standards that may include new test standards and protocols for design and construction. Outcomes from this research include updated protocols for evaluating the corrosiveness of soils and fill materials, which will distinguish between specific applications, e.g., MSE wall systems as opposed to culverts and steel piles. KW - Backfilling KW - Bridge foundations KW - Corrosion KW - Electrochemical processes KW - Embankments KW - Mechanically stabilized earth KW - Moisture content KW - Test procedures UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4064 UR - https://trid.trb.org/view/1364281 ER - TY - ABST AN - 01598814 TI - Research for the AASHTO Standing Committee on Planning. Task 136. License Plate Reader Technology: Privacy Risk Analysis and Case Studies AB - Technological advances have enabled new methods of collecting transportation data. Interest in automated license plate reading (LPR) technologies is increasing because of the wide range of applications to which they can be applied. LPR is an image-processing technology used to identify vehicles by their license plates. LPR systems use cameras, computer hardware, and software to capture an image of a license plate, recognize its characters by converting them into readable text, and check the license plate against designated databases for identification. Typically, LPR systems are used for enforcement and data collection applications including parking lot management, origin-destination studies, traffic flow studies, high occupancy vehicle analysis, weigh-in-motion systems, among others. LPR-based technologies can be instrumental for capturing origin-destination (O-D) flows. The need to understand O-D flows is important for developing transportation solutions and has planning, design, and operations implications. The growing use of LPR has led to privacy concerns over how the data are used and who has access to it. Concerns range from worry about “Big Brother” and government tracking the movement of citizens to the storage, access and security. Some of this data could potently enable others to reconstruct individuals’ movements across space and time. If travel patterns within the larger database are unique, other, external information can link license plate data back to specific individuals. This can conflict with an individual’s expectation of locational privacy. Although U.S. courts have not associated a reasonable privacy expectation with a license plate, the collection and use of license plate data through LPR systems does raise concerns about privacy. While the information on a license plate itself may not be private, the use of collateral information raises privacy concerns. Some states have passed legislation that governs how LPR technology can be used by law enforcement agencies. There has been relatively little activity related to regulating how transportation agencies can or should use the information that is produced by this technology. While there are variations among state privacy laws, there are commonalities such as the requirement that state agencies collecting personal information must be authorized by law to collect such information, or that collection of such information must be necessary for the agency to perform its duties. Transportation agencies are looking for newer technologies and non-traditional sources of data that can support performance monitoring and transportation decision-making. Until the privacy implications of various major use cases are understood, however, it will be difficult to determine both the potential benefits and the obstacles associated with the use of this technology. The private sector and law enforcement may be sources of best practices for keeping data anonymous, developing adequate sample sizes, determining how long data are retained, and how to productively engage with privacy advocates as well as other issues. Research is needed to provide a basic analytic foundation for states evaluating the use of LPR technology by transportation agencies and to identify the potential transportation-related uses of LPR data in transportation and their associated privacy risks and challenges. KW - Automatic license plate readers KW - Case studies KW - Data collection KW - Origin and destination KW - Privacy KW - United States UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4079 UR - https://trid.trb.org/view/1406509 ER - TY - ABST AN - 01579932 TI - Historic Winter Weather Assessment For Snow Fence Design using a Numerical Weather Model AB - The objectives of this study are to a) develop new wind and winter precipitation tables for snow fence design using the Weather Research and Forecasting (WRF) model; b) compare the existing Ron Tabler tables to the new data to see if there have been significant changes in what the Wyoming Department of Transportation (WYDOT) has been using; and c) determine the appropriate time frame and frequency for continuous data updating. KW - Data collection KW - Precipitation (Meteorology) KW - Snow KW - Snow fences KW - Wind KW - Winter KW - Wyoming UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/RS06215%20Winter%20Weather%20Assessment.pdf UR - https://trid.trb.org/view/1372960 ER - TY - ABST AN - 01575810 TI - Research for AASHTO Standing Committee on Highways. Task 387. Maintenance Actions to Address Fatigue Cracking in Steel Bridge Structures AB - As of December 2013, there were 607,751 bridges in the U.S. national bridge inventory, and 181,095 of those bridges have steel superstructures. Fatigue cracking in steel bridge members is an issue that must be addressed in all structure maintenance programs. If a fatigue crack is allowed to grow and reach a critical length, fracture may occur with the possibility of structural failure of the member. Fatigue cracks may be caused by both in-plane and out-of-plane effects. The vulnerability of a steel bridge superstructure to further damage depends on the loading conditions and crack locations. Immediate replacement of superstructure components with fatigue cracks is often not possible due to funding priorities, access, traffic, and environmental issues. Repair of fatigue cracking has been performed on numerous bridges. Substantial research effort has previously been devoted to understanding the sources of fatigue-prone details and developing engineering solutions to prevent such cracking through enhanced design and construction practices. However, a significant portion of the existing bridge inventory comprises steel structures and systems that contain fatigue-cracked or fatigue-prone elements. Bridge Preservation and Bridge Maintenance Engineers and Practitioners would benefit from a summary of current transportation agency and industry practices and procedures used to repair fatigue cracks in existing steel bridges, and the effectiveness of the various repair methods in mitigating further growth of existing fatigue cracks. This project would support the performance management and research strategic focus areas of the American Association of State Highway and Transportation Officials (AASHTO) Subcommittee on Maintenance Bridge Technical Working Group. The objective of this project is to develop proposed AASHTO guidelines for maintenance actions to address fatigue cracking in steel bridges. The proposed guidelines should cover as a minimum: repair procedures and detailing, and include maintenance and preservation actions to mitigate further growth of existing fatigue cracks in steel bridges. Task 1. Conduct a literature review of relevant domestic and international research, guidelines, and current practices to determine the current state of knowledge on (1) fatigue cracking mechanisms in steel bridges and (2) strategies employed for repair and maintenance actions. This information shall be assembled from published and unpublished reports, contacts with academia, transportation agencies, and industry organizations. The results of this task should be summarized in a tabular form showing the detail, the repair technique, and the success. The survey should include the design stress range at the detail, the type of steel, and service life at the time of the repair. Task 2. Conduct a survey of bridge owners and other stakeholders to collect data related to the research objective. Follow-up with participants as needed. The survey plan, including questions and participants, shall be submitted to the National Cooperative Highway Research Program (NCHRP) for review and approval prior to distribution. Task 3. Synthesize existing repair procedures documenting the repair practice, success of the repairs, and post repair inspection. Prepare an outline of the proposed guidelines, including discussion of the contents and intent. Task 4. Develop a draft of proposed AASHTO guidelines with commentary for maintenance actions to address fatigue cracking in steel bridges according to the approved outline. Submit the draft of the proposed guidelines no later than 3 months after the Task 3 approval. The guidelines should provide detailed repair procedures including post repair inspection recommendations. Task 5. Revise the draft of recommended AASHTO guidelines submitted in Task 4 according to the NCHRP project panel comments. Task 6. Present the recommended guidelines in AASHTO standard interim-revision format to the AASHTO Subcommittee on Bridges and Structures (Technical Committees: T-14 Structural Steel Design and T-18 Bridge Management, Evaluation, and Rehabilitation) and the AASHTO Subcommittee on Maintenance (Bridge Technical Working Group). Task 7. Submit a final report describing the entire research effort with the proposed guidelines. Following receipt of the draft final report, the remaining 2 months shall be for NCHRP review and comment and for research agency preparation of the revised final report. KW - Fatigue cracking KW - Guidelines KW - Maintenance KW - Preservation KW - State of the practice KW - Steel bridges UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4001 UR - https://trid.trb.org/view/1368472 ER - TY - ABST AN - 01575811 TI - Research for AASHTO Standing Committee on Highways. Task 388. Guidelines for Design and Construction of Temporary Bridges AB - Temporary bridges are often desired to maintain traffic during bridge reconstruction projects and are also utilized on an emergency basis to accommodate structures that are taken out of service by unforeseen circumstances such as nature or vehicular collisions. From a national perspective, the design and construction criteria for temporary bridges are an inconsistent practice among agencies. Some agencies have special provisions covering this work, while other agencies have no such provisions. Design of temporary bridges in accordance with the current American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Design Specification or alternative specifications may result in potential over/under design for the following areas: (1) Satisfying the Fatigue Limit State, and specifying details with infinite fatigue life, or a specified number of cycles; (2) Satisfying the Extreme Event Limit State for seismic, wind, stream, and vessel impacts, where the bridge is not anticipated to be in service for a particular event recurrence interval; (3) Satisfying exterior beam, deck overhang, and parapet loading criteria; (4) Satisfying bridge width, striping, and end treatment criteria; Long term creep or prestressing losses in concrete elements; (5) Design of foundations for contraction scour, local scour and long term scour, and required hydraulic opening for a given design flood event; (6) Live Load requirements, including special and routinely permitted vehicle classes; (7) Inspection frequency and coding requirements subject to National Bridge Inventory (NBI) compliance; (8) Load rating requirements; and (9) Limited traffic for temporary bridges where certain vehicles are restricted from use. It is also desirable to provide definitions and requirements to address the anticipated service durations for “temporary” and “interim” bridges - given that these durations may vary considerably, and may require the need for different structural and safety performance. The need to define requirements regarding single-use temporary bridges/components versus multiple deployment temporary bridges/components also exists. Obtaining a national perspective of the current design and construction requirements used by agencies for the procurement of temporary bridges may lead to the development of a more consistent and unified set of performance based criteria. To achieve this goal, focused analytical studies of existing temporary bridge specifications along with comparisons to AASHTO LRFD Bridge Design Specifications, 17th Edition Standard Specifications, and the AASHTO Guide Design Specifications for Bridge Temporary Works will need to be performed. The objective of this research is to develop proposed AASHTO guidelines for design and construction of temporary bridges. The proposed guidelines should provide more consistency in the reliability and performance of temporary bridges, and offer agencies with economically feasible options that will eliminate the concerns of under/over designed temporary structures. Project tasks are as follows: Task 1. Conduct a literature review of relevant domestic and international research, specifications from agencies or manufacturers. This information shall be assembled from published and unpublished reports, contacts with academia, transportation agencies, industry organizations, and joint manufactures. Task 2. Investigate the applicability of various AASHTO bridge design specifications for temporary bridges such as: (1) AASHTO LRFD Bridge Design Specification; (2) AASHTO 17th Edition Standard Specifications for Bridge Design; (3) AASHTO Guide Design Specifications for Bridge Temporary Works; and (4) AASHTO Manual for Bridge Evaluation. Task 3. Synthesize Tasks 1 and 2 and prepare an outline of the proposed guidelines, including discussion of the contents and intent. Task 4. Develop design and construction requirements, identify materials and create definitions for the classes of temporary bridges based on anticipated service duration. Task 5. Develop a draft of proposed AASHTO guidelines with commentary for design and construction of temporary bridges according to the approved outline. Submit the draft of the proposed guidelines no later than 4 months after the Task 3 approval. Task 6. Revise the draft of recommended AASHTO guidelines submitted in Task 5 according to the National Cooperative Highway Research Program (NCHRP) project panel comments. Task 7. Present the recommended guidelines in AASHTO standard interim-revision format to the AASHTO Subcommittee on Bridges and Structures, Technical Committees: T-4 Construction. Task 8. Submit a final report describing the entire research effort with the proposed guidelines. Following receipt of the draft final report, the remaining 2 months shall be for NCHRP review and comment and for research agency preparation of the revised final report. KW - American Association of State Highway and Transportation Officials KW - Bridge construction KW - Bridge design KW - Guidelines KW - Load and resistance factor design KW - Load factor KW - Reconstruction KW - Specifications KW - Temporary structures UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4002 UR - https://trid.trb.org/view/1368471 ER - TY - ABST AN - 01599152 TI - Use of Additional Lighting for Traffic Control and Speed Reduction in Work Zones AB - The overall goal of the research study is to assist Oregon Department of Transportation (ODOT) with enhancing the safety in its work zones and reducing the exposure of its employees to safety risks. To meet this goal, the proposed research study aims to: (1) determine whether additional lighting added at strategic locations throughout a work zone can benefit work zone safety for both motorists and drivers; and (2) develop recommended practices for strategic use of lighting systems in work zones to help control and reduce vehicle speeds. KW - Lighting KW - Oregon KW - Oregon Department of Transportation KW - Speed limits KW - Street lighting KW - Work zone safety KW - Work zones UR - https://trid.trb.org/view/1408120 ER - TY - ABST AN - 01577154 TI - Estimating External Travel Using Purchased Third-Party Data AB - Roadside origin and destination (O-D) surveys have historically been conducted by the Department or its consultants. These surveys require staff to stop all traffic on each surveyed road and therefore can be costly and bothersome to motorists. Furthermore, the Department prefers not to stop traffic on Interstate Routes (IR) for these surveys. Surveys were conducted at over 700 locations from 1995-1997 at a cost of around $7M for the purpose of travel demand model (TDM) estimation. Between 1997 and 2002, surveys were conducted at 10 cities to determine the need for bypasses or other transportation improvements. In 2008, surveys were conducted around Allen County to expand the TDM study area. In 2009, the Department studied the use of Automatic License Plate Recognition (ALPR) cameras to capture the through traffic on IR 75 through Allen County. However, the ALPR cameras are only able to collect the traffic that is traveling the entire IR through the study area as only 4 cameras are owned by the Department. Third-party OD datasets have recently become commercially available for transportation planning purposes. These datasets are produced from various types of data and can be purchased from Inrix, Airsage, American Transportation Research Institute (ATRI) and others. This research project will determine whether third-party datasets are able to replace roadside O-D surveys. Datasets will be obtained for the Lima-Allen County Regional Planning Commission (LACRPC) model area from at least three vendors and will be compared to the 2008 Cordon Survey and 2009 ALPR study for Allen County. Trip purposes will be imputed from the datasets as best as possible if they are not already commercially available. O-D matrices (both Internal-External (I-E) and External-External (E-E)), time of day (TOD) patterns and trip purposes will be compared. Resident vs. non-resident may also be compared. KW - Allen County (Indiana) KW - Automatic license plate readers KW - Data collection KW - Data files KW - Origin and destination KW - Periods of the day KW - Surveys KW - Traffic data KW - Travel demand KW - Trip purpose UR - http://worldcat.org/oclc/921157109/viewonline UR - https://trid.trb.org/view/1370432 ER - TY - ABST AN - 01599101 TI - Eyes in the Sky: Bridge Inspections with Unmanned Aerial Vehicles AB - The overall goal of this research is to determine the capabilities and limitations of performing structural inspections with unmanned aerial vehicles (UAVs). In addition to investigating bridges, the research team will also evaluate the performance of UAVs in inspecting wireless communication towers. Similar to bridges, communication towers also need to be routinely inspected, requiring extensive climbing, bucket trucks, and ropes and harnesses. Because the inspection of bridges and communication towers present similar safety concerns, and because UAVs could potentially reduce their inspection dangers and costs, both types of structures will be investigated. KW - Bridges KW - Drone aircraft KW - Inspection KW - Structural analysis KW - Structural health monitoring KW - Towers KW - Wireless communication systems UR - https://trid.trb.org/view/1407818 ER - TY - ABST AN - 01594533 TI - No Boundaries Roadway Maintenance Practices AB - Through this pooled fund project, the Ohio Department of Transportation will work with other State Departments of Transportation (DOTs) to facilitate the implementation of promising non-snow and ice maintenance innovations and technologies. This project provides a forum for State DOTs to share their maintenance innovations with each other, support technology transfer activities and develop marketing and deployment plans for the implementation of selected innovations. Resources will be provided for implementing the innovations that includes travel, training and other technology transfer activities. This project is a continuation of the previous project initiated and led by the Missouri DOT TPF-5(239). In addition, it will capture and build on the momentum created by the Maintenance Peer Network. It is anticipated that this consortium will become the national forum for state involvement in the technical exchange needed for collaboration and new initiatives, and be a forum for advancing the application and benefit of research technologies. In addition, the project will create a searchable database or warehouse where innovations and research done relating to highway maintenance can be found and showcased. State participation in this process will be through the pooled fund. Federal Highway Administration (FHWA), industry and others will be invited to participate in the project discussions and activities. Workshops will continue to be provided for the states participating in the pooled fund project. This project will help DOTs to save time and money by not investing in the same research that has already been performed by other State DOTs. Hence rather than having each DOT identify and implement research separately, DOTs can work collectively through this pooled fund project. The Ohio DOT will serve as the lead state for the execution of the pooled fund project described in this proposal. The Ohio DOT will handle all administrative duties associated with the project. KW - Cooperation KW - Databases KW - Highway maintenance KW - Information dissemination KW - Ohio Department of Transportation KW - State departments of transportation KW - Technology transfer KW - Winter maintenance UR - http://www.pooledfund.org/Details/Study/579 UR - https://trid.trb.org/view/1401706 ER - TY - ABST AN - 01573238 TI - Reduction of Bridge Deck Cracking through Alternative Material Usage AB - During previous and ongoing research into cracking behavior, epoxy coated bars (ECB) have been identified as contributing to the problem of wider cracks although it may not be the cause. However, the problems caused by ECB can be solved by adding either polypropylene fiber or basalt fiber Minibar to concrete, or by using alternative coatings/coated bars. The goal of this research is to reduce the extent and severity of cracking in bridge decks through alternative material usage. The project will provide a basis for the Department to deal with potential system degradation in structural slab bridges, and minimization of cracking in new structural slab bridges, thereby reducing the life cycle cost and increasing the longevity of such bridges. This is a 24 month project conducted by Dr. Anil Patnaik of the University of Akron in collaboration with Euclid Chemical Company and BASF Corporation. KW - Bridge decks KW - Bridges KW - Cracking KW - Epoxy coatings KW - Fibers KW - Life cycle costing KW - Reinforced concrete UR - https://trid.trb.org/view/1366013 ER - TY - RPRT AN - 01620012 AU - Federal Highway Administration TI - The Long-Term Pavement Performance Program PY - 2015/09 SP - 334p AB - The goal of the Long-Term Pavement Performance (LTPP) program is to increase pavement life by investigation of various designs of pavement structures and rehabilitated pavement structures, using different materials and under different loads, environments, subgrade soil, and maintenance practices. To make the best use of the LTPP data, some understanding of the history of the program and the decisions that shaped it is needed. Many people and organizations have participated in this extraordinary data collection, analysis, and product development effort. Program decisions have evolved over time to implement what has been learned and to adopt advances in technology. This report was prepared to document the history of the LTPP program as a foundation for future work, to review lessons learned, and to consider how future pavement managers, researchers, and engineers can benefit further from the program. The report is organized in three parts: (1) Building and Managing the LTPP Program;(2) Developing the Studies and the Pavement Performance Database; and (3) Creating Products, Learning From the Past, and Preparing for the Future. KW - Data analysis KW - Data collection KW - Data quality KW - Databases KW - History KW - Long Term Pavement Performance (LTPP) Program KW - Pavement performance UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/15049/15049.pdf UR - https://trid.trb.org/view/1440490 ER - TY - RPRT AN - 01613835 AU - Daniel, Jo Sias AU - Bennert, Tom AU - Kim, Y Richard AU - Mogawer, Walaa AU - Congalton, Ashton AU - Elwardany, Michael AU - Mensching, David AU - Sabouri, Mohammadreza AU - University of New Hampshire, Durham AU - Rutgers University, Piscataway AU - North Carolina State University, Raleigh AU - University of Massachusetts, Dartmouth AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - Evaluation of Plant Produced RAP Mixtures in the Northeast: Phase II Report PY - 2015/09 SP - 71p AB - The objectives of this research project were to: (1) evaluate the performance in terms of low temperature cracking, fatigue cracking, and moisture sensitivity of plant produced reclaimed asphalt pavement (RAP) mixtures in the laboratory and field; (2) establish guidelines on when it is necessary to bump binder grades with RAP mixtures; and (3) provide further understanding of the blending that occurs between RAP and virgin binder in plant-produced mixtures. Phase I included testing on 18 plant-produced mixtures with RAP contents from 0% to 40% by total weight of mixture, Phase II of the project included testing on 10 plant-produced mixtures with RAP contents of 0% to 40%, Phase III was a controlled laboratory study of 9 mixtures, and there was an additional task that evaluated two sets of mixtures stored in a silo for various time periods. The findings from each phase are summarized in separate reports. In Phase II, extensive material characterization was performed on New Hampshire mixture specimens that were fabricated from raw materials, compacted from plant mix with and without reheating, and field cores. The performance grade and |G*| master curves of tank binders and binder extracted and recovered from the mixtures were determined. Mixture testing included dynamic modulus, uniaxial fatigue, beam fatigue, overlay tester, thermal stress restrained specimen test, indirect tensile strength, and flow number. Testing was also conducted on Virginia mixtures and included dynamic modulus, fatigue, and low temperature testing. Where possible, mixture testing was conducted on plant compacted and reheated specimens for comparison. KW - Asphalt mixtures KW - Bituminous binders KW - Blending KW - Cracking KW - Evaluation KW - Mechanical properties KW - Mix design KW - New Hampshire KW - Northeastern United States KW - Reclaimed asphalt pavements KW - Virginia UR - http://www.pooledfund.org/Document/Download/6154 UR - https://trid.trb.org/view/1424367 ER - TY - RPRT AN - 01613808 AU - Christie, Blake AU - Hardesty, Dawn AU - Hatcher, Greg AU - Mercer, Michael AU - Noblis, Incorporated AU - Department of Transportation AU - Department of Transportation AU - Federal Highway Administration AU - Federal Transit Administration TI - Integrated Corridor Management: Implementation Guide and Lessons Learned (Final Report Version 2.0) PY - 2015/09//Final Report Version 2.0 SP - 152p AB - This implementation guide is intended for use by adopters of integrated corridor management (ICM) approaches and strategies to address congestion and travel time reliability issues within specific travel corridors. It introduces the topic of ICM and identifies the type of information system, the integrated corridor management system (ICMS) that is used to support transportation network managers and operators in applying ICM. The guide discusses typical issues (lessons learned) that arose during the U.S. Department of Transportation’s (U.S. DOT’s) research initiative, where the U.S. DOT partnered with eight transportation agencies in large metropolitan areas (known as “Pioneer Sites”) to research effective means of implementing ICM approaches in their major travel corridors. Each of the Pioneer Sites used a systems engineering approach to define the needs for ICM within their corridor and the needs and requirements for an ICMS to support ICM. Two of the original eight Pioneer Sites were selected to serve as Pioneer Demonstration Sites, where an actual ICMS was built, operated, maintained and evaluated to assess how effective ICM strategies were in improving the flow of traffic within the corridor. The guide offers suggestions for each stage of an implementation effort for an ICMS, to assist other agencies in benefitting from the research done to date and from the experiences of the Pioneer Sites. In addition to the material covered in the guide itself, there are extensive references to other documents and source material that can assist ICM adopters in successfully applying these concepts for their regions. Please note that this Version 2.0 of the ICM Implementation Guide and Lessons Learned supersedes Version 1.0 of the ICM Implementation Guide and Lessons Learned published in February of 2012. At the time the version 1.0 guide was written, the Dallas and San Diego ICM Pioneer Sites were still in the system definition and design stages of the project lifecycle. This version 2.0 update of the guide provides additional lessons learned and examples through the full implementation of the Dallas and San Diego ICM Pioneer Site projects. KW - Demonstration projects KW - Implementation KW - Information systems KW - Integrated corridor management KW - Metropolitan areas KW - Reliability KW - Systems engineering KW - Traffic congestion KW - Transportation corridors KW - Travel time UR - http://ntl.bts.gov/lib/59000/59600/59604/FHWA-JPO-16-280.pdf UR - https://trid.trb.org/view/1425494 ER - TY - SER AN - 01608587 JO - Asset Management Financial Report Series PB - Federal Highway Administration AU - Saadatmand, Nastaran AU - Gaj, Stephen AU - Proctor, Gordon AU - Varma, Shobna TI - Integrating Financial Plans into the Planning, Programming, and Budgeting Processes PY - 2015/09 IS - Report 4 SP - 64p AB - This fourth report in a five-part series addresses the role of the asset management financial plan in the larger Federal planning, programming and State budgeting processes. The financial plan will not stand in isolation. It will be introduced into an already mature Federal-aid planning and programming process involving the States, metropolitan planning organizations (MPOs), elected officials, the public, and local communities. Also, the State budgeting process continues to be as strong, if not a stronger, influence on investment decision-making than the Federal planning process. To be most effective, the asset management financial plan will need to complement the agency’s budgeting process which involves the governor and legislature. Contents include: Florida Department of Transportation's (DOT's) Linkage of Asset Performance and Financial Planning; Minnesota's Investment Plan's Impact on Metropolitan Planning; Washington State DOT Asset Management Analysis in the Planning, Budgeting Processes; Reno MPO Pavement Management Process; Southeast Michigan Council of Governments Asset Management Efforts; Bay Area Metropolitan Transportation Commission (MTC) Pavement Management Process; and California Statewide Local Asset Assessment. KW - Asset management KW - Budgeting KW - Financing KW - Metropolitan planning organizations KW - Pavement management systems KW - State departments of transportation KW - States KW - Transportation planning UR - http://www.fhwa.dot.gov/asset/plans/financial/hif16001.pdf UR - https://trid.trb.org/view/1416911 ER - TY - RPRT AN - 01608529 AU - Gay, Kevin AU - Kniss, Valarie AU - Volpe National Transportation Systems Center AU - Department of Transportation AU - Federal Highway Administration TI - Safety Pilot Model Deployment: Lessons Learned and Recommendations for Future Connected Vehicle Activities PY - 2015/09//Final Report SP - 111p AB - The Connected Vehicle Safety Pilot was a research program that demonstrated the readiness of Dedicated Short-Range Communication (DSRC)-based connected vehicle safety applications for nationwide deployment. The vision of the Connected Vehicle Safety Pilot Program was to test connected vehicle safety applications, based on vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communications systems using DSRC technology, in real-world driving scenarios in order to determine their effectiveness at reducing crashes and to ensure that the devices were safe and did not unnecessarily distract motorists or cause unintended consequences. The Connected Vehicle Safety Pilot was part of a major scientific research program run jointly by the U.S. Department of Transportation (USDOT) and its research and development partners in private industry. This research initiative was a multi-modal effort led by the Intelligent Transportation Systems Joint Program Office (ITS JPO) and the National Highway Traffic Safety Administration (NHTSA), with research support from several agencies, including Federal Highway Administration (FHWA), Federal Motor Carrier Safety Administration (FMCSA), and Federal Transit Administration (FTA). This one-year, real-world deployment was launched in August 2012 in Ann Arbor, Michigan. The deployment utilized connected vehicle technology in over 2,800 vehicles and at 29 infrastructure sites at a total cost of over $50 million dollars in order to test the effectiveness of the connected vehicle crash avoidance systems. Overall, the Safety Pilot Program was a major success and has led the USDOT to initiate rulemaking that would propose to create a new Federal Motor Vehicle Safety Standard (FMVSS) to require V2V communication capability for all light vehicles and to create minimum performance requirements for V2V devices and messages. Given the magnitude of this program and the positive outcomes generated, the Volpe National Transportation Systems Center conducted a study sponsored by the ITS JPO to gather observations and insights from the Safety Pilot Model Deployment. This report represents an analysis of activities across all stages of the Safety Pilot Model Deployment including scoping, acquisitions, planning, execution, and evaluation. The analysis aimed to identify specific accomplishments, effective activities and strategies, activities or areas needing additional effort, unintended outcomes, and any limitations and obstacles encountered throughout the Model Deployment. It also assessed the roles of organizations and the interactions among these organizations in the project. Findings were used to develop recommendations for use in future deployments of connected vehicle technology. Information for this analysis was gathered from a combination of over 70 participant interviews and a review of program documentation. It is anticipated that findings from this study will be valuable to future USDOT research programs and early adopters of connected vehicle technology. KW - Analysis KW - Crash avoidance systems KW - Dedicated short range communications KW - Implementation KW - Mobile communication systems KW - Multimodal transportation KW - Organizations KW - Pilot studies KW - Recommendations KW - Vehicle safety UR - http://ntl.bts.gov/lib/59000/59300/59361/FHWA-JPO-16-363.pdf UR - https://trid.trb.org/view/1417890 ER - TY - RPRT AN - 01605713 AU - American Traffic Safety Services Association AU - Federal Highway Administration TI - Portable Positive Protection: A Guide for Short Duration and Short Term Work Zones PY - 2015/09 SP - 16p AB - Transportation agencies, contractors, researchers, and private vendors are actively looking for new methods and devices to help make construction and maintenance work zones safer while maximizing mobility. Short-term and short-duration work zones are no exception, especially as fewer devices can be used in a practical way than in long-term work zones due to the limited installation time available. Practitioners commonly cite the challenge of using traditional devices for protection, as installation costs are high relative to the project and it may take longer to install the devices than perform the planned activities. This situation creates the need for more portable positive protection devices in lieu of traditional devices (such as temporary concrete barrier) that are commonly used on long-term projects, but can’t be repositioned easily. This document looks at why portable positive protection should be used and examines types of portable positive devices currently available such as: Balsi Beams, steel barriers, and protective vehicles. It also includes ten suggested steps to take when planning to use portable positive protection. KW - Implementation KW - Portable equipment KW - Temporary barriers KW - Vehicles KW - Work zone safety KW - Work zones UR - https://www.workzonesafety.org/files/documents/training/fhwa_wz_grant/atssa_portable_positive_protection.pdf UR - https://trid.trb.org/view/1414358 ER - TY - RPRT AN - 01603543 AU - Cai, Hubo AU - Yuan, Chenxi AU - McClure, Timothy B AU - Dunston, Phillip S AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - A Synthesis Study on Collecting, Managing, and Sharing Road Construction Asset Data SN - 9781622603732 PY - 2015/09//Final Report SP - 73p AB - Accurate and complete construction records and as‐built data are the key prerequisites to the effective management of transportation infrastructure assets throughout their life cycle. The construction phase is the best time to collect such data. Assets such as underground drainage and culverts are visible and physically accessible only during construction. For assets such as guardrails, signals, and pavement, it is safer and more efficient to collect data during construction than after construction when the road segment is open to traffic.   The purpose of this project was to conduct a synthesis study to 1) assess the current status at Indiana Department of Transportation (INDOT) regarding the collection of asset data during the construction phase and the use of such data in the operation and maintenance (O&M) phase, and 2) develop a framework for INDOT to leverage the construction inspection and documentation process to collect data for assets. Data needs during O&M were identified through rounds of meetings with relevant INDOT business units. The current practice in construction documentation was investigated in detail. A survey of state highway agencies (SHAs) was conducted to assess the state‐of‐the‐practice. A practical framework was developed to leverage the construction inspection and documentation practice to collect asset data that are needed in O&M. The framework uses specific pay items—construction activities that result in physical structures—as the bridge to connect plan assets (i.e. physical structures specified in the design documents) to their corresponding counterparts in the asset management systems. The framework is composed of 1) a data needs component for determining the information requirements from the O&M perspective, 2) a construction documentation module, and 3) a mapping mechanism to link data items to be collected during the construction documentation to data items in the asset management systems. The mapping mechanism was tested and validated using four priority asset classes—underdrains, guardrails, attenuators, and small culverts—from an INDOT construction project. The testing results show that the newly developed framework is viable and solid to collect asset data during the construction phase for O&M use in the future, without adding extra workload to construction crews. The framework can reduce/eliminate the duplicate data collection efforts at INDOT, leading to savings and efficiency gains in the long term. KW - Asset management KW - Data collection KW - Indiana Department of Transportation KW - Inspection KW - Road construction KW - State departments of transportation KW - State of the practice KW - Surveys UR - http://dx.doi.org/10.5703/1288284316005 UR - https://trid.trb.org/view/1410365 ER - TY - RPRT AN - 01597261 AU - O’Rourke, Laurence AU - Beshers, Eric AU - Stock, Daniel AU - Leidos AU - ICF International AU - Federal Highway Administration TI - Measuring the Impacts of Freight Transportation Improvements on the Economy and Competitiveness PY - 2015/09 SP - 96p AB - This document provides a review of approaches, methods, and tools that can be used to evaluate how freight improvements contribute to economic competitiveness and the cost of goods. The information within is intended to serve as a point of reference to assist practitioners, particularly state and regional transportation decision makers, in considering how freight improvements contribute to the economy. The document provides an overview of the methods used in this area that is not overly technical and is designed to be accessible to a range of practitioners in different disciplines, including engineers, planners, and policymakers. It is expected that this document will be of interest to members of State departments of transportation (DOTs), metropolitan planning organizations (MPOs), Federal agencies, and other stakeholders interested in freight transportation and economic development. KW - Competition KW - Economic development KW - Economic impacts KW - Freight transportation KW - Improvements KW - United States UR - http://www.ops.fhwa.dot.gov/publications/fhwahop15034/fhwahop15034.pdf UR - https://trid.trb.org/view/1401541 ER -