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 - RPRT AN - 01554344 AU - Lee, J D AU - Ward, N AU - Boer, E AU - Brown, T L AU - Balk, S A AU - Ahmad, O AU - University of Iowa, Iowa City AU - Federal Highway Administration TI - Exploratory Advanced Research: Making Driving Simulators More Useful for Behavioral Research – Simulator Characteristics Comparison and Model-based Transformation PY - 2013/10//Final Report SP - 118p AB - A central issue in making simulators useful for highway and traffic engineers concerns how well driver behavior in the simulator corresponds to driver behavior in the real world. Simulator fidelity plays a central role in matching behavior in the simulator to behavior on the road. Simulator fidelity often refers to the features and appearance of the simulator. The degree to which behavior in the simulator matches behavior on the road defines behavioral fidelity. This project characterized the physical fidelity and behavioral fidelity of four simulators. These four simulators represent a broad range of fidelity and cost. Data collected from these four simulators begin to address the question of how simulators can support highway and traffic engineers. Overall, the results show that simulators with high physical fidelity demonstrate high behavioral fidelity and are likely to provide good estimates of mean speeds in typical engineering applications such as roundabouts and roadway treatments designed to moderate drivers’ speed. A detailed analysis of both physical fidelity and behavioral fidelity suggests the need to carefully assess the match between simulator features and the properties of the roadway design issue. A model-based transformation was developed to relate data collected in the simulators to data collected on the road. Future research should examine physical fidelity in more detail and its relationship to behavioral fidelity across a broader range of driving behavior parameters. KW - Accuracy KW - Behavior KW - Data analysis KW - Driver performance KW - Driving simulators KW - Performance measurement KW - Roundabouts UR - http://www.nads-sc.uiowa.edu/publicationStorage/20131399331159.N2013-016_Making%20driving%20simul.pdf UR - https://trid.trb.org/view/1342591 ER - TY - RPRT AN - 01535770 AU - Fertig, Ryan AU - Jones, Angela AU - Kimble, Margaret AU - Hacker, Darby AU - Toker, Saadet AU - Tanner, Jennifer Eisenhauer AU - University of Wyoming, Laramie AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Evaluation of ASR Potential in Wyoming Aggregates PY - 2013/10//Final Report SP - 172p AB - A comprehensive study was performed to evaluate the alkali-silica reactivity (ASR) reactivity of eight Wyoming aggregates. State-of-the-art and standardized test methods were performed and results were used to evaluate these aggregate sources. Of the eight aggregates: four are reactive; two are moderately reactive and two are nonreactive. The Concrete Prism Test (CPT) and large scale field blocks provided the most accurate data. KW - Aggregates KW - Alkali aggregate reactions KW - Alkali silica reactions KW - Concrete KW - Durability KW - Evaluation KW - Wyoming UR - http://ntl.bts.gov/lib/51000/51800/51850/FHWA_1304F_RS09206_Evaluation_of_ASR_Potential_in_Wyoming_Aggregates.pdf UR - https://trid.trb.org/view/1317679 ER - TY - RPRT AN - 01531906 AU - Schooley, Benjamin L AU - Horan, Thomas A AU - Murad, Abdullah AU - Abed, Yousef AU - Claremont Graduate University AU - Idaho Transportation Department AU - Federal Highway Administration TI - Improving Emergency Response to Motor Vehicle Crashes: The Role of Multi-media Information PY - 2013/10//Final Report SP - 48p AB - The motivation for this study is to reduce the adverse impacts of trauma caused by motor vehicle crash (MVC), including rural regions, where crashes account for a high percentage of trauma injury and death. One key aspect of reducing adverse effects of MVCs is to improve emergency medical services (EMS)—that is, to increase the efficiency and effectiveness of emergency and transportation services to respond, clear the scene of the crash, provide patient care, and take a patient to the correct hospital. The study centered on a 6-month demonstration of a multi-media (voice, video, pictures, data) EMS application (“CrashHelp”) in the greater Boise area. For the pilot test period, 1,513 CrashHelp reports, 306 digital images, and 1,121 voice recordings were sent by 81 paramedics to 8 hospital emergency departments (EDs). EMS and ED staff generally thought the system was easy to use, captured useful information, and could play a role in enhanced clinical decision-making. The voluntary nature of the pilot program did result is some inconsistency of use over time and this limited the extent to which the information was utilized. In summary, when the system was used it was found to be helpful. Therefore, future efforts should focus on protocols and procedures that would allow for easy integration of multi-media information in the workflow of crash response and subsequent hospital care. KW - Boise (Idaho) KW - Decision making KW - Emergency medical services KW - Hospital emergency rooms KW - Multimedia KW - Rural areas KW - Traffic crashes KW - Web applications UR - http://itd.idaho.gov/highways/research/archived/reports/RP220CrashHelpFinal11222013.pdf UR - https://trid.trb.org/view/1316824 ER - TY - RPRT AN - 01530881 AU - Shinstine, Debbie S AU - Ksaibati, Khaled AU - University of Wyoming, Laramie AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Indian Reservation Safety Improvement Program: A Methodology and Case Study PY - 2013/10//Final Report SP - 217p AB - The need to reduce fatal and injury crashes on Tribal lands has been recognized for years. The U.S. has realized a decline in fatal crashes over the past several years but fatal crashes continue to increase on Tribal lands. Little progress has been made in improving safety on Tribal lands. Limited resources and lack of coordination across jurisdictions has made it difficult for Native American communities to address their roadway safety concerns. The rural nature of many of their roadways and lack of crash data has also made it difficult for Tribes to implement an effective safety improvement program. A methodology that is able to address these challenges is presented in this report to assist Tribes in reducing fatal and injury crashes. The proposed methodology has been implemented successfully in the Wind River Indian Reservation. Key to the success of such a process is collaboration among safety stakeholders, namely the State departments of transportation, Tribal leadership, Local Technical Assistance Program (LTAP), Tribal Technical Assistance Program (TTAP), Bureau of Indian Affairs (BIA), and local and Tribal law enforcement. KW - Case studies KW - Countermeasures KW - Crash rates KW - Highway safety KW - Indian reservations KW - Methodology KW - Rural highways KW - Stakeholders KW - Wind River Indian Reservation UR - http://ntl.bts.gov/lib/51000/51800/51853/FHWA_1307F_RS09211.pdf UR - https://trid.trb.org/view/1315569 ER - TY - RPRT AN - 01529433 AU - Boyles, Stephen D AU - University of Texas, Austin AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Statewide Mesoscopic Simulation for Wyoming PY - 2013/10//Final Report SP - 265p AB - This study developed a mesoscopic simulator which is capable of representing both city-level and statewide roadway networks. The key feature of such models are the integration of (1) a traffic flow model which is efficient enough to scale to large regions, while realistic enough to represent traffic dynamics, including queue growth and dissipation and intersection control; and (2) a user behavior model in which drivers choose routes based on minimizing travel times. Integrating these models is nontrivial, because route choices depend on route travel times, but route travel times are determined from route choices through the traffic flow model. An iterative approach is used to seek a consistent solution to this problem, using the cell transmission model as the traffic flow model. These features have been implemented in a software program, for which source code and tutorials have been provided as appendices to this report. Additional modules are provided for generating graphical views of networks, performing warrant analysis based on Manual on Uniform Traffic Control Devices (MUTCD) procedures (either to assist with network creation, or as a post-processing step), and a spreadsheet interface to the program itself. Ready-to-use networks have been provided representing the city of Casper and the state of Wyoming. KW - Dynamic traffic assignment KW - Mesoscopic traffic flow KW - Route choice KW - Software KW - Traffic simulation KW - Travel time KW - Wyoming UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/Completed%20Projects%20for%202009/FHWA%201305F%20RS06210%20Statewide%20Mesoscopic%20Traffic%20Simulation%20for%20Wyoming.pdf UR - http://ntl.bts.gov/lib/51000/51800/51851/FHWA_1305F_RS06210.pdf UR - https://trid.trb.org/view/1312041 ER - TY - RPRT AN - 01529320 AU - Guensler, Randall AU - Elango, Vetri AU - Guin, Angshuman AU - Hunter, Michael AU - Laval, Jorge AU - Araque, Santiago AU - Colberg, Kate AU - Castrillon, Felipe AU - D'Ambrosio, Kate AU - Duarte, David AU - Khoeini, Sara AU - Peesapati, Lakshmi AU - Sheikh, Adnan AU - Smith, Katie AU - Toth, Christopher AU - Zinner, Stephanie AU - Georgia Institute of Technology, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Atlanta I-85 HOV-to-HOT Conversion: Analysis of Vehicle and Person Throughput PY - 2013/10//Final Report SP - 142p AB - This report summarizes the vehicle and person throughput analysis for the High Occupancy Vehicle (HOV) to High Occupancy Toll (HOT) Lane conversion in Atlanta, Georgia, undertaken by the Georgia Institute of Technology research team. The team tracked changes in observed vehicle throughput on the corridor and collected average vehicle occupancy (persons/vehicle) data to assess changes in person throughput. Traffic volumes were collected by vehicle detection systems (VDS) systems on the Georgia NaviGAtor system and the team implemented a large scale quarterly data collection effort for vehicle occupancy across all travel lanes. Between the baseline year (2011) and HOT implementation year (2012), significant changes were noted in both the vehicle and person throughput on the corridor at Center Way. Vehicle throughput on the I-85 HOT corridor decreased by about 6.6% (2698 vehicles) during the morning peak period, but only by about 2.9% (1148 vehicles) during the afternoon peak period. Average vehicle occupancy (persons/vehicle) also decreased during the same period. Reduced vehicle throughput and decrease in observed vehicle occupancy had a synergistic impact on estimated corridor person throughput, which declined significantly at a much faster rate than vehicle throughput. While traffic volumes declined by 6.6%, person throughput concurrently declined by about 9.9% (4868 individuals). While traffic volumes declined by approximately 2.9% in the afternoon peak period, person throughput concurrently declined by about 6.3% (3123 individuals). The data reveal that the majority of two-person carpools have been diverted from the HOV lane into the general purpose lanes after HOT lane implementation. Based upon vehicle throughput and occupancy distributions, the largest reduction in vehicle throughput in both the morning and afternoon peak periods came from a reduction in carpools (HOV2 and HOV3+ vehicles). Carpool mode share declined by more than 30% in the AM peak and by 25% in the PM peak, and average managed lane vehicle occupancy decreased from approximately 2.0 persons/vehicle to approximately 1.2 persons/vehicle. KW - Atlanta (Georgia) KW - Carpools KW - High occupancy toll lanes KW - High occupancy vehicle lanes KW - Highway corridors KW - Implementation KW - Managed lanes KW - Periods of the day KW - Traffic volume KW - Vehicle occupancy UR - https://smartech.gatech.edu/bitstream/handle/1853/51624/022720141307_hov-to-hot_I-85_throughput_analysis_final_report_033114.pdf?sequence=1 UR - https://trid.trb.org/view/1311884 ER - TY - RPRT AN - 01523803 AU - National Center for Safe Routes to School AU - Federal Highway Administration TI - Trends in Walking and Bicycling to School from 2007 to 2012 PY - 2013/10 SP - 43p AB - This report describes a series of analyses involving parent survey data collected by schools throughout the United States starting in the year 2007 and through 2012. After linking parent survey data with school-level information from the National Center for Education Statistics, more than 525,000 parent surveys from nearly 4,700 schools located within all states and the District of Columbia were included in the analyses. To examine student travel patterns and parental perceptions of active school travel over time, multinomial logit models which clustered responses by school were estimated. These models estimated the probability of choosing school travel modes as a function of school-level and household-level predictor variables. School-level variables included school income and the Census-defined locale in which a school was located. Household-level variables included students’ sex and grade in school, distance the student lived from school, parents’ level of education, whether the student asked parents for permission to walk or bicycle between home and school, how much fun parents perceived walking and bicycling to be for their child, how healthy walking and bicycling was for their child, and how much their child’s school supported walking and bicycling to/from school. KW - Bicycling KW - Data analysis KW - Mode choice KW - Multinomial logits KW - Parents KW - Safe Routes to School (Program) KW - School children KW - School trips KW - Surveys KW - Travel patterns KW - Trend (Statistics) KW - United States KW - Walking UR - http://www.saferoutesinfo.org/sites/default/files/Trends_in_Walking_and_Bicycling_to_School_from_2007_to_2012_FINAL.pdf UR - https://trid.trb.org/view/1307256 ER - TY - RPRT AN - 01522336 AU - Huber, Tom AU - Luecke, Kevin AU - Hintze, Michael AU - Coffman, Virginia AU - Toole, Jennifer AU - VanOosten, Matt AU - Vanasse Hangen Brustlin, Incorporated AU - Federal Highway Administration TI - A Guide for Maintaining Pedestrian Facilities for Enhanced Safety PY - 2013/10 SP - 158p AB - This document provides guidance for maintaining pedestrian facilities with the primary goal of increasing safety and mobility. The Guide addresses the needs for pedestrian facility maintenance; common maintenance issues; inspection, accessibility, and compliance; maintenance measurers; funding; and construction techniques to reduce future maintenance. KW - Construction and maintenance KW - Crosswalks KW - Financing KW - Inspection KW - Maintenance management KW - Maintenance practices KW - Pedestrian areas KW - Pedestrian safety KW - Sidewalks KW - Walkways UR - http://safety.fhwa.dot.gov/ped_bike/tools_solve/fhwasa13037/fhwasa13037.pdf UR - http://ntl.bts.gov/lib/51000/51900/51943/fhwasa13037.pdf UR - https://trid.trb.org/view/1304842 ER - TY - RPRT AN - 01516620 AU - McCullouch, Bob AU - Partridge, Barry AU - Noureldin, Samy AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Snow and Ice Performance Standards PY - 2013/10//Final Report SP - 47p AB - Performance Standards are used extensively at Indiana Department of Transportation (INDOT) to establish and measure performance in many different operations. One area that extensively uses standards is in Maintenance Operations. Currently INDOT has defined three Level of Service (LOS) standards for winter operations. These standards describe pavement conditions during winter weather events and are subjective in nature. A more quantifiable standard would improve the evaluation of winter operations. This project produced a performance standard based on vehicle speeds during a storm impact period. The period is defined as the time between the beginning and end of a winter storm. The performance standard is modeled after the INDOT mobility standard and applies to interstate routes. It is easily implementable and can be used to identify ineffective snow and ice removal efforts and provides real time feedback. KW - Indiana Department of Transportation KW - Interstate highways KW - Level of service KW - Maintenance practices KW - Quality of work KW - Snow and ice control KW - Speed KW - Winter maintenance UR - http://dx.doi.org/10.5703/1288284315223 UR - https://trid.trb.org/view/1291085 ER - TY - RPRT AN - 01506243 AU - Owens, Russell AU - Windover, Paul AU - New West Technologies, LLC AU - New York State Energy Research and Development Authority AU - New York State Department of Transportation AU - Federal Highway Administration TI - Vessel Electrification Feasibility Study for the New York State Canals PY - 2013/10//Final Report SP - 92p AB - The objective of this study was to determine the technical and economic feasibility of repowering a diesel-fueled New York State Canal Corporation (NYSCC) work boat with a diesel hybrid-electric or full-electric powertrain. The project team instrumented a NYSCC dredge tender to capture in-use data to determine the vessel’s duty cycle. A comprehensive evaluation of commercially-available hybrid-electric and full-electric marine powertrains was performed. The results revealed that only one full-electric system met NYSCC’s performance and cost targets. A cost-effective electric powertrain system is expected to handle approximately 95% of the dredge tender’s typical duties. The remaining high energy use cases that are not met will be handled by NYSCC dispatching a diesel boat. An evaluation of the available electric recharging infrastructure on shore and using excess power from mobile work platform generators was also performed. The investigation revealed that shore power was available at many, but not all, locations where the boat frequently visits. The project concluded that hybrid-electric and full-electric powertrains are a potentially viable technology option for NYSCC to consider to reduce its operating costs, carbon footprint, and energy use. Thus, NYSCC and New West Technologies proposed a Phase II field demonstration project to New York State Energy Research and Development Authority (NYSERDA) and New York State Department of Transportation (NYSDOT) to install a full-electric powertrain and perform a long-term field demonstration project to validate the electrically-powered boat’s performance. The Phase II project was awarded and is expected to be completed in early 2014. KW - Canals KW - Economic analysis KW - Electric vehicle charging KW - Electric vehicles KW - Feasibility analysis KW - Hybrid vehicles KW - New York (State) KW - Power trains KW - Work boats UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-11-10%20Final%20Report_11-13-13.pdf UR - https://trid.trb.org/view/1290263 ER - TY - RPRT AN - 01504354 AU - Daly, William H AU - Negulescu, Ioan AU - Balamurugan, Sreelatha S AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation AU - Federal Highway Administration TI - Implementation of GPC Characterization of Asphalt Binders at Louisiana Materials Laboratory PY - 2013/10//Final Report SP - 114p AB - This research implemented a procedure for using gel permeation chromatography (GPC) as an analytical tool to define the percentage amounts of polymer modifiers, which are soluble in eluting GPC solvents, in polymer-modified asphalt cements. It also addressed quantification of both GPC solvent soluble and insoluble crumb rubber present in crumb rubber modified binders. Attention was also paid to using GPC for assessment of the extent of oxidative rolling thin-film oven (RTFO) and pressure aging vessel (PAV) aging of a series of asphalt binders as well as forensic analysis of pavement failures. The project was sub-divided into two phases including (I) purchasing, installing and calibrating a GPC instrument at the Department of Transportation and Development (DOTD) Materials Laboratory and writing detailed procedures for conducting binder analysis to determine the percent polymer content in polymer modified binders and (II) developing an efficient extraction process capable of recovering binder from asphalt cement cores. Phase I included the GPC analysis of different polymers and binders, and a quantitative estimation of polymers, asphaltenes, and maltenes present in the analyzed binders. At DOTD, a large number of binders from various asphalt sources and polymer additives have been analyzed. Over 180 samples of PG 64-, PG 67-, PG 70-22m and PG 76-22m grades were subjected to GPC analysis and the polymer percentage was calculated and compiled. Phase II extended the development of a procedure to define the percent amounts GPC solvent insoluble crumb rubber present in CRM binders. It included a comparison between the extraction of soluble CRM species with a blend of toluene-ethanol (85:15 volumetric ratio) and bromopropane at room or moderate temperatures. Since similar results have been obtained, due to the fact that bromopropane is more expensive than toluene and ethanol, the toluene/ethanol mixture appears to be a better option, especially for large scale extractions. An American Association of State Highway and Transportation Officials (AASHTO) standard test method for the quantification of polymer content in polymer modified asphalt cements by GPC has been proposed. KW - Asphalt pavements KW - Binders KW - Crumb rubber KW - Gel permeation chromatography KW - Louisiana KW - Polymer asphalt KW - Solvents UR - http://www.ltrc.lsu.edu/pdf/2013/FR_505.pdf UR - https://trid.trb.org/view/1284791 ER - TY - RPRT AN - 01501986 AU - King, William AU - Kabir, Sharear AU - Cooper, Samuel B AU - Abadie, Christopher AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation AU - Federal Highway Administration TI - Evaluation of Open Graded Friction Course (OGFC) Mixtures PY - 2013/10//Final Report SP - 72p AB - Louisiana Department of Transportation and Development (LADOTD) began the development of Open-Graded Friction Course (OGFC) mixtures in the late 1960s and early 1970s. In the early 1980s, a moratorium was imposed on the use of OGFC mixtures due to some early failure issues and a number of OGFC pavements experiencing end of life failure. However, significant improvements have been noticed in OGFC mixture performance and service life since a new-generation of OGFC mixture was promoted in the U.S. in late 1990s. Inspired by the success of some other state agencies, LADOTD modified the earlier mix design and constructed four new OGFC sections during the last decade to evaluate pavement performance and safety benefits. This paper includes a comprehensive evaluation of Louisiana OGFC mixtures on the basis of their laboratory and field performance. Laboratory work entailed material and mixture design in addition to performing numerous laboratory tests namely permeability, draindown, tensile strength ratio, and loaded wheel test. Field evaluation involved visual inspection, pavement condition survey, skid resistance, and traffic safety. With very few exceptions in the laboratory, the selected OGFC mixtures showed the potential to meet current LADOTD specifications as well as various performance standards established by previous studies. The field analysis indicates that the OGFC test sections showed improved rutting, cracking, and skid performance when compared to typical Superpave roadway sections. It is anticipated that this performance evaluation will support the ongoing use of OGFC mixtures in the state of Louisiana. Additionally, it provides an opportunity to continually improve the current OGFC specification and mix design procedures adopted by LADOTD. KW - Friction course KW - Mix design KW - Pavement performance KW - Permeability KW - Rutting KW - Service life KW - Skid resistance KW - Tensile strength UR - http://www.ltrc.lsu.edu/pdf/2013/FR_513.pdf UR - https://trid.trb.org/view/1278424 ER - TY - RPRT AN - 01501945 AU - Ishak, Sherif AU - Codjoe, Julius AU - Osman, Osama AU - Russell, Marlene AU - Rodriguez, Jose AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation AU - Federal Highway Administration TI - Measuring the Effectiveness of Ramp Metering Strategies on I-12 PY - 2013/10//Final Report SP - 233p AB - Ramp metering is one of the successful traffic control strategies in the area of active traffic and demand management. This study evaluates the effectiveness of a fixed time ramp metering control on the day to day operation of traffic over two segments of I-12, seven miles apart, in Baton Rouge, LA. Traffic data were collected and analyzed using MIST (Management Information System for Transportation) detectors at one segment, and DCMS (Data Collection and Management Service) detectors at the other segment. The assessments undertaken include a comparative speed analysis, travel time savings analysis, level of service analysis, and speed contours analysis of the conditions before and after deployment of the ramp metering. For the MIST segment, the statistical analysis showed that for the eastbound evening (PM) peak period, 47% of the time there were significant speed increases of 7 mph, but 12% of the time there were significant speed decreases of 17 mph. For the westbound morning (AM) peak period, significant speed increase of 5 mph were observed 43% of the time while significant speed decrease of 7 mph were observed 29% of the time. The speed contours analysis supported these findings with more areas of congestion observed in the westbound AM peak period than was observed in the eastbound PM peak period. The travel time analysis showed mixed results of reduced and increased travel times depending on which weekday was being analyzed. The level of service results suggests an overall deterioration of traffic conditions for both peak periods. For the DCMS segment, however, there was an average decrease in speed from 61.91 to 58.37 mph for the eastbound PM and 53.78 to 49.06 mph for the westbound AM peak periods. The speed contours showed increased areas of congestion for both peak time periods, and analysis of travel time savings showed overall increases in travel times for both peak periods. The level of service results supported the findings, showing worsened level of service (LOS) distributions for both peak periods. It should be noted, however, that the analysis for the DCMS segment did not account for the effect of the on-going construction work between O’Neal Lane interchange and Walker/La. 447 interchange, which started as early as 2009. It is possible that the presence of the construction zone may have impacted the traffic conditions and obscured the benefits of ramp meters. This is because the construction work schedule overlapped with the analysis time period. For both segments, it was not possible to isolate the effect of incidents on traffic conditions when measuring the performance of ramp meters since incident logs were not available at the time the analysis was done. While the fixed time operation of the ramp metering system on I-12 was effective to some extent on one of the western segment of I-12, the study recommended further investigation to determine if other ramp metering strategies would be more effective. This includes both local and coordinated demand responsive ramp metering systems. Furthermore, due to the confounding effect of the work zone in the eastern segment of I-12 and the current fixed time ramp metering system, the study recommended further comparative analysis by turning the ramp meters on and off for a few days to determine the effect on traffic conditions. This practice was followed in other studies such as the one in Minnesota. KW - Baton Rouge (Louisiana) KW - Level of service KW - Minnesota KW - Physical distribution KW - Ramp metering KW - Speed data KW - Traffic congestion KW - Traffic control KW - Traffic data KW - Travel time UR - http://www.ltrc.lsu.edu/pdf/2013/FR_507.pdf UR - https://trid.trb.org/view/1278425 ER - TY - SER AN - 01500073 JO - TechBrief PB - Federal Highway Administration TI - Development of Non-Proprietary Ultra-High Performance Concrete for Use in the Highway Bridge Sector PY - 2013/10 SP - 8p AB - This document is a technical summary of the unpublished Federal Highway Administration (FHWA) report, "Development of Non-Proprietary Ultra-High Performance Concrete for Use in the Highway Bridge Sector." The long-term goals of this study are to facilitate the use of ultra-high performance concrete (UHPC) among U.S. suppliers and contractors, accelerate its application in U.S. construction, and promote a more resilient and sustainable future U.S. infrastructure. In pursuit of these goals, the objective of this research was to develop a non-proprietary cost effective UHPC characterized by compressive strength exceeding 20 ksi (138 MPa), pre- and post-cracking tensile strength above 0.72 ksi (5 MPa), and sufficient durability properties. The mix designs were optimized in their efficiency considering workability, mechanical performance, and cost effectiveness. In support of cost effectiveness, locally available materials were used from selected areas in the United States. The results of the research effort are summarized herein, and mix designs are suggested for the following three regions: the Northeast area in the vicinity of New York, Connecticut, and New Jersey; the upper Midwest area in the vicinity of Iowa, Minnesota, and Michigan; and the Northwest area in the vicinity of Washington and Oregon. KW - Compressive strength KW - Cost effectiveness KW - Durability KW - High performance concrete KW - Highway bridges KW - Midwestern States KW - Mix design KW - Northeastern States KW - Northwestern States KW - Tensile strength KW - Ultra high performance concrete KW - United States KW - Workability UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/bridge/13100/13100.pdf UR - https://trid.trb.org/view/1278030 ER - TY - RPRT AN - 01500065 AU - Scopatz, Bob AU - Lefler, Nancy AU - Eccles, Kim AU - Vanasse Hangen Brustlin, Incorporated AU - Federal Highway Administration TI - Assessment of the Geographic Information Systems’ (GIS) Needs and Obstacles in Traffic Safety PY - 2013/10//Final Report SP - 50p AB - A geographic information system (GIS) is a system designed to capture, store, manipulate, analyze, manage, and present all types of geographical data visually. The objective of this project was to assess GIS practices, needs and obstacles, and opportunities in traffic safety programs and recommend ways to improve the state-of-the-practice in GIS use for highway safety analysis and decisionmaking at the State and local level. The project included a literature review and summary of relevant peer exchanges along with a Marketing, Communications, and Outreach Plan. These resources have been summarized in this final report to help guide future Federal Highway Administration (FHWA) efforts to best support the needs of State and local agencies as they develop and improve their GIS programs for safety. Key findings are that States are not generally using the full capabilities of modern GIS software to support advanced safety data analysis (such as the techniques suggested in the Highway Safety Manual), but that most States are looking forward to enhancing their GIS and making use of advanced techniques in the future. States are aware of the Moving Ahead for Progress in the 21st Century Act (MAP-21) requirements for statewide basemaps and a linear reference system that includes all public roadways, but cite administrative and technical barriers to success. The report includes recommendations for FWHA to help agencies overcome these challenges including tools, marketing and training, and research to fill gaps in knowledge. KW - Geographic information systems KW - Highway safety KW - Linear reference system KW - Moving Ahead for Progress in the 21st Century Act KW - State of the practice KW - Traffic data KW - Traffic safety UR - http://www.fhwa.dot.gov/publications/research/safety/13096/13096.pdf UR - https://trid.trb.org/view/1278031 ER - TY - RPRT AN - 01500064 AU - Richard, Christian M AU - Lichty, Monica G AU - Battelle Seattle Research Center AU - Federal Highway Administration TI - Driver Expectations When Navigating Complex Interchanges PY - 2013/10//Final Report SP - 206p AB - The purpose of this project was to develop a method for determining driver expectations at interchanges and to use that method to determine how these expectations affect driver behavior at interchanges that vary in level of complexity, including provision of initial recommendations for navigation signage to aid complex interchange design. Interchange navigation presents a range of challenges that are different from those associated with driving on continuous roads, and driver errors at interchanges are often more difficult to correct since drivers transfer to a grade-separated freeway, highway, or roadway, which provides limited access points for their return to the original roadway. Clear navigation signage is needed to guide drivers and minimize errors. Although there has been previous research performed on signage in general, research specifically on driver expectations and interchange signage has been limited. Moreover, there is little consensus on a single best way to design signs for interchanges, and available data present an incomplete picture of guidance relevant to sign design. This project involved multiple tasks to study driver expectations, including: (1) a literature review of prior work on driver navigation problems and driver expectations at interchanges, (2) a series of focus groups to collect qualitative information about driver expectations, (3) a task analysis of different interchange navigation scenarios, and (4) an experimental study to collect data on driver performance given various complex interchange signage alternatives. This project yielded several overall conclusions related to driver expectations at interchanges. The focus groups indicated that most drivers have problems at complex, unfamiliar interchanges, and they become stressed when they do not receive the information they expect, if they are surprised, or if required to execute multiple lane changes in a short distance. The task analysis indicated that multiple concurrent driving tasks may be common in complex interchanges and could lead to higher workload. Finally, the empirical data collection activities showed, among other findings, that perceptual factors associated with the spatial layout of signs have a significant impact on driver interpretation of guidance information. The problems that drivers experience, and their responses to those challenges, potentially have implications for safety and capacity at complex interchanges. KW - Behavior KW - Driver expectations KW - Driver workload KW - Drivers KW - Driving KW - Interchanges KW - Traffic signs UR - http://www.fhwa.dot.gov/publications/research/safety/13048/13048.pdf UR - https://trid.trb.org/view/1278032 ER - TY - RPRT AN - 01499963 AU - Beason, W Lynn AU - Brackin, Michael S AU - Bligh, Roger P AU - Menges, Wanda L AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development and Testing of a Non-Pinned Low-Profile End Treatment PY - 2013/10//Test Report SP - 96p AB - The Low-Profile barrier was crash tested in the 1990s to assure that a previously developed Low-Profile barrier end treatment complied with Test Level 2 (TL-2) criteria for terminals and redirective crash cushions as presented in National Cooperative Highway Research Program (NCHRP) Report 350. Together, the sloped end treatment and the low-profile barrier provide an innovative barrier system acceptable for use on most local and collector roads, and many work zones, depending upon applicable guidelines. The primary advantage of the low-profile barrier system is that the 20-inch height of the system is less than the traditional concrete barrier height of 32 inches. The reduced height provides enhanced driver visibility in highway work zones and other appropriate locations. The Federal Highway Administration (FHWA) deemed acceptable the complete Low-Profile barrier system, including the sloped end treatment, for use in situations consistent with NCHRP Report 350 TL-2 applications in 2009. The original Low-Profile end treatment was designed and tested under the assumption that it would be attached to the pavement or subgrade using vertical steel pins spaced at equal intervals along the centerline of the end treatment. The purpose of the steel pins was to control the lateral deflection of the end treatment during impact. While the steel pins do an excellent job of controlling the lateral deflection of the end treatment during impact, the introduction of holes into the pavement or subgrade may not be desirable in many applications. The purpose of this research is to determine if a non-pinned Low-Profile end treatment can comply with applicable crash test standards. The unpinned Low-Profile end treatment performed acceptably for Manual for Assessing Safety Hardware (MASH) Tests 2-34 and 2-35. KW - AASHTO Manual for Assessing Safety Hardware KW - Barriers (Roads) KW - Design KW - End treatment KW - Guardrails KW - Height KW - Impact tests KW - Pins UR - http://tti.tamu.edu/documents/9-1002-12-7.pdf UR - https://trid.trb.org/view/1278251 ER - TY - RPRT AN - 01499712 AU - Lesnicki, Krzysztof J AU - Kim, Jin-Yeon AU - Kurtis, Kimberly E AU - Jacobs, Laurence J AU - Georgia Institute of Technology AU - Federal Highway Administration TI - Accelerated Determination of ASR Susceptibility During Concrete Prism Testing Through Nonlinear Resonance Acoustic Spectroscopy PY - 2013/10//Interim Report SP - 80p AB - Accurate, reliable, and timely laboratory assessment of concrete mixtures—aggregates combined with cementitious materials—is a critical component in ensuring the durability of concrete infrastructure from the adverse effects of the alkali-silica reaction (ASR). Currently, the “Concrete Prism Test” (American Society for Testing and Materials (ASTM) C1293) is the most reliable standard test method for assessing the suitability of materials and materials combinations for resistance to damage by ASR. However, the main drawback of this method is the 1- to 2-year duration required for the test. This research study evaluates a new nonlinear acoustic technique for characterization of ASR damage in standard concrete prism specimens. Nonlinear impact resonance acoustic spectroscopy offers a fast and reliable measurement of the material nonlinearity. Microstructural changes that occur as a result of ASR cause an increase in the measured nonlinearity, which can be used as a measure of the amount of ASR-induced damage. This study evaluates 10 concrete mix designs with varying ASR reactivity. Both standard expansion tests and nonlinearity measurements are performed on the specimens. This report presents the results of those tests to illustrate the utility of the new method as a complementary technique for damage assessment of laboratory concrete prisms specimens. KW - Admixtures KW - Alkali silica reactions KW - Durability tests KW - Infrastructure KW - Mix design KW - Spectroscopic analysis KW - Ultrasonic tests UR - http://ntl.bts.gov/lib/50000/50800/50867/13085.pdf UR - http://ntl.bts.gov/lib/50000/50800/50867/13085.pdf UR - https://trid.trb.org/view/1267333 ER - TY - RPRT AN - 01499701 AU - Nordback, Krista AU - Marshall, Wesley E AU - Janson, Bruce N AU - University of Colorado, Denver AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Development of Estimation Methodology for Bicycle and Pedestrian Volumes Based on Existing Counts PY - 2013/10//Final Report SP - 157p AB - The Colorado Department of Transportation (CDOT) adopted the Bicycle and Pedestrian Policy directive in 2009 stating that "...the needs of bicyclists and pedestrians shall be included in the planning, design, and operation of transportation facilities, as a matter of routine..." While well intentioned, this policy directive remained difficult to fulfill without sufficiently accurate estimates of bicycle and pedestrian volume on CDOT facilities. This research project enables CDOT to answer the question of whether or not these road users are being adequately accommodated by establishing Colorado-specific methodologies for estimating bicycle and pedestrian volumes via a limited sample of existing counts. Because it is not economically realistic to collect continuous count data throughout the entire CDOT system, there is a need to establish procedures for handling bicycle and pedestrian data and calculations as well as methods for estimating annual bicycle and pedestrian use from short-term counts. This work will facilitate improved use of CDOT’s existing investments in collecting continuous and short-term bicycle and pedestrian count data. It will also enable CDOT to better understand the needs of bicyclists and pedestrians as well as best allocate limited resources in order to properly meet those needs. Using the factoring method presented in this report, CDOT can automate the estimation of annual average daily bicyclists (AADB) and annual average daily bicyclists and pedestrians (AADBP), just as is currently done for motor vehicle traffic. Since the method is essentially the same and the grouping of the sites can be automated, this should not require significant staff time. By publishing the non-motorized traffic counts and AADB and AADBP estimates on its website, CDOT can share this processed data with local agencies throughout the state. KW - Bicycle counts KW - Colorado KW - Cyclists KW - Data collection KW - Estimating KW - Methodology KW - Pedestrian counts KW - Pedestrians UR - http://www.coloradodot.info/programs/research/pdfs/2013/bikecounts.pdf/at_download/file UR - https://trid.trb.org/view/1267338 ER - TY - RPRT AN - 01499681 AU - Hewes, Joshua T AU - Northern Arizona University, Flagstaff AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Analysis of the State of the Art of Precast Concrete Bridge Substructure Systems PY - 2013/10//Final Report SP - 132p AB - Precasting of bridge substructure components holds potential for accelerating the construction of bridges, reducing impacts to the traveling public on routes adjacent to construction sites, improving bridge durability and hence service life, and reducing the environmental impacts that are associated with cast-in-place construction operations. Use of concrete substructures has been limited in the United States; only recently have state departments of transportation (DOTs) developed and implemented technologies that speed construction through the use of prefabricated columns, cap beams, and footings. In this research, the author gathered relevant information on the use of precast substructures by state DOTs, and analyzed existing technologies for appropriateness of use on typical bridges within Arizona. Drawing from the collected literature, the author makes recommendations for implementing precast substructures. KW - Arizona KW - Bridge construction KW - Bridge members KW - Bridge substructures KW - Implementation KW - Precast concrete KW - Prefabricated bridges KW - Recommendations KW - State departments of transportation KW - State of the art UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ687.pdf UR - https://trid.trb.org/view/1276928 ER - TY - RPRT AN - 01499663 AU - Watkins, Kari E AU - Wong, James AU - Roell, Maria AU - Georgia Institute of Technology AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Technology Scan of Future Traveler Information Systems and Applications in Georgia PY - 2013/10//Final Report SP - 138p AB - Statewide traveler information provided in Georgia through its NaviGAtor/5-1-1 system is primarily based on Intelligent Transportation Systems (ITS) related to freeway traffic management. The purpose of this study is to evaluate traveler information in Georgia and to provide recommendations on potential conceptual alternatives to the existing NaviGAtor system that could improve its effectiveness. The evaluation applies several different methodologies including website comparisons, a survey of NaviGAtor users, a feedback system and a futures workshop which applies a visioning process to the current state of the NaviGAtor system. Four proposed alternatives address information delivery to customers and methods through which data can be fed into the broader system. The final recommendation is a hybrid of those alternatives that suggests that the agency: (1) enters into third-party data agreements to cost effectively increase coverage of travel speeds; (2) pursues an open data approach that invites broader participation by web developers to improve information dissemination; and (3) incorporates static and real-time information from the Metropolitan Atlanta Regional Transit Authority (MARTA) and Hartsfield-Jackson International Airport. This research will be of interest to those researchers and practitioners involved in managing traveler information programs, especially those contemplating changes to existing traditional ITS systems. KW - Advanced traveler information systems KW - Alternatives analysis KW - Georgia KW - Information dissemination KW - Intelligent transportation systems KW - Real time information KW - Recommendations KW - Surveys KW - Websites (Information retrieval) KW - Workshops UR - http://www.dot.ga.gov/BuildSmart/research/Documents/11-25.pdf UR - https://trid.trb.org/view/1267734 ER - TY - RPRT AN - 01499650 AU - Bushell, Max A AU - Poole, Bryan W AU - Zegeer, Charles V AU - Rodriguez, Daniel A AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - Costs for Pedestrian and Bicyclist Infrastructure Improvements: A Resource for Researchers, Engineers, Planners, and the General Public PY - 2013/10 SP - 46p AB - Costs for pedestrian and bicycle safety infrastructure often vary greatly from city to city and state to state. This document (and associated database) is intended to provide meaningful estimates of infrastructure costs by collecting up-to-date cost information for pedestrian and bicycle treatments from states and cities across the country. Using this information, researchers, engineers, planners, and the general public can better understand the cost of pedestrian and bicycle treatments in their communities and make informed decisions about which infrastructure enhancements are best suited for implementation. By collecting countrywide cost information, this database should contain useful information for any state or city, even if costs from that particular state or city are not included for a given treatment. The tables provided in this document provide general estimates and cost ranges for 77 pedestrian and bicycle facilities using more than 1,700 cost observations, and are presented with a median and average price, the minimum and maximum cost, and the number of sources. KW - Bicycle facilities KW - Bikeways KW - Cities KW - Costs KW - Infrastructure KW - Pedestrian areas KW - States KW - United States KW - Walkways UR - http://www.pedbikeinfo.org/cms/downloads/Countermeasure%20Costs_Report_Nov2013.pdf UR - https://trid.trb.org/view/1266314 ER - TY - RPRT AN - 01499625 AU - Stamatiadis, Nikiforos AU - Sturgill, Roy AU - Goodrum, Paul AU - Shocklee, Emily AU - Wang, Chen AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Tools for Applying Constructability Concepts to Project Development (Design) PY - 2013/10//Final Report SP - 85p AB - The purpose of this report is to document the activities of Phases I and II of the research effort and present the findings of the work accomplished. Phase I developed the Constructability Review Database for the Kentucky Transportation Cabinet and Phase II conducted a benefit analysis of the constructability review process. The database provides the basis for entry and collection of constructability reviews and allows for the identification of trends leading to potential improvements of the process. The database can be used to summarize activities, generate reports for a project, and be capable of quantifying the benefits from the process. The analysis documents the benefits of the reviews and recommends continuation and expansion to all projects. KW - Benefits KW - Case studies KW - Construction KW - Databases KW - Design KW - Kentucky KW - Kentucky Transportation Cabinet KW - Project management KW - Reviews KW - Statistical analysis UR - http://www.ktc.uky.edu/files/2013/11/KTC_13_15_FRT_190_11_1F_.pdf UR - https://trid.trb.org/view/1277863 ER - TY - RPRT AN - 01499612 AU - Sun, Xiaoduan AU - Das, Subasish AU - University of Louisiana, Lafayette AU - Louisiana Department of Transportation and Development AU - Louisiana State University, Baton Rouge AU - Federal Highway Administration TI - Developing Louisiana Crash Reduction Factors PY - 2013/10//Final Report SP - 72p AB - The Louisiana Strategic Highway Safety Plan is to reach the goal of Destination Zero Death on Louisiana roadways. This tall order calls for implementing all feasible crash countermeasures. A great number of crash countermeasures have been identified by various representative documents; however, crash countermeasures unique to Louisiana have not been thoroughly evaluated before. After reviewing and documenting crash countermeasures as well as their crash modification factors (CMF), the research team developed two CMFs that are unique in Louisiana. The first CMF is for converting four-lane urban undivided roadway to five-lane roadway. Undivided multilane roadways have consistently exhibited low safety performance, particularly in urban or suburban areas where roadside development is relatively intense. Although the five-lane roadway is no longer an acceptable roadway type for new construction in Louisiana, the impressive crash reductions on several urban roadway segments clearly demonstrate it as a feasible solution under financial constrained conditions. Based on the statistical analysis with six years of crash data (three years before and three years after excluding the project implementation year), the CMFs for all roadways are estimated to be less than 0.6 with a standard deviation less than 0.07. The second CMF developed is for raised pavement markers and striping. Raised pavement markers (RPM) are intended as safety devices on roadways. Intuitively convinced by its safety benefits, Louisiana Department of Transportation and Development (DOTD) has been using RPM for many years on all freeways in the state. This project evaluates the safety benefit of RPM along with pavement striping on freeways with nine years of data. The analysis results from three analysis methods indicate that RPM has significant benefit in reducing nighttime crashes on rural freeways and there are no safety benefits on urban freeways. KW - Countermeasures KW - Crash data KW - Five lane highways KW - Freeways KW - Highway safety KW - Louisiana KW - Multilane highways KW - Nighttime crashes KW - Road markings KW - Striping KW - Traffic crashes UR - http://www.ltrc.lsu.edu/pdf/2013/FR_506.pdf UR - https://trid.trb.org/view/1267337 ER - TY - RPRT AN - 01499597 AU - Monsere, Chris AU - Figliozzi, Miguel AU - Thompson, Sam AU - Paulsen, Kirk AU - Portland State University AU - Oregon Department of Transportation AU - Oregon Transportation Research and Education Consortium AU - Federal Highway Administration TI - Operational Guidance For Bicycle-Specific Traffic Signals In the United States PY - 2013/10//Final Report SP - 298p AB - This research consisted of two phases: a synthesis of practice and an analysis of cyclist performance characteristics. The synthesis of current practice reviewed the literature, current engineering design and operational guidance documents, and surveyed the jurisdictions about their current deployments of bicycle-specific signals. This report summarizes research of cyclist behavior at signalized intersections in Portland, Eugene, Corvallis, Beaverton and Clackamas County, Oregon. These signals had both bicycle-specific indications and vehicle-only signals. A total of 4,673 cyclists were observed. For each cyclist observed arriving on red, a set of descriptive variables were collected (e.g., age, sex, helmet use, presence of cargo, arrival in group). Time-based event data were collected to establish reaction times, crossing times, waiting time, gap acceptance, and saturation flow rates. Compliance behavior was also established for these cyclists. KW - Behavior KW - Bicycle crossings KW - Cyclists KW - Demographics KW - Gap acceptance KW - Oregon KW - Persons and personal characteristics KW - Reaction time KW - Saturation flow KW - Signalized intersections KW - Traffic signals KW - United States KW - Waiting time UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR747_Bicycle_Specific.pdf UR - https://trid.trb.org/view/1267339 ER - TY - RPRT AN - 01499333 AU - Taylor, Peter C AU - National Concrete Pavement Technology Center AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Long-Life Concrete: How Long Will My Concrete Last? A Synthesis of Knowledge of Potential Durability of Concrete PY - 2013/10 SP - 48p AB - There is an ongoing discussion about moving toward performance-based specifications for concrete pavements. This document seeks to move the discussion forward by outlining the needs and the challenges, and proposing some immediate actions. However, this approach may increase risk for all parties until performance requirements are agreed upon and, more importantly, how the requirements can be measured. A fundamental issue behind pavement construction activities is that the owner/designer needs to be assured that the concrete in place will survive for the intended period (assuming there are no changes in the environment or loading) and, therefore, that full payment should be made. At the same time, each party along the supply chain needs to be assured that the material being supplied to them is able to meet the required performance, as is the product/system they are delivering. The focus of this document is a discussion of the issues behind this need, and the technologies that are available, or still needed, to meet this need, particularly from the point of view of potential durability. KW - Concrete pavements KW - Durability KW - Needs assessment KW - Paving KW - Service life UR - http://publications.iowa.gov/15267/1/IADOT_InTrans_TPF-5%28159%29_concrete_durability_synthesis_2013.pdf UR - https://trid.trb.org/view/1277735 ER - TY - RPRT AN - 01499327 AU - Taylor, Peter C AU - Iowa State University, Ames AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Colorado Department of Transportation AU - Illinois Department of Transportation AU - Kansas Department of Transportation AU - Michigan Department of Transportation AU - Minnesota Department of Transportation AU - Ohio Department of Transportation AU - Oklahoma Department of Transportation AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - A Synthesis of Knowledge of Potential Durability of Concrete PY - 2013/10 SP - 48p AB - There is an ongoing discussion about moving toward performance-based specifications for concrete pavements. This document seeks to move the discussion forward by outlining the needs and the challenges, and proposing some immediate actions. However, this approach may increase risk for all parties until performance requirements are agreed upon and, more importantly, how the requirements can be measured. A fundamental issue behind pavement construction activities is that the owner/designer needs to be assured that the concrete in place will survive for the intended period (assuming there are no changes in the environment or loading) and, therefore, that full payment should be made. At the same time, each party along the supply chain needs to be assured that the material being supplied to them is able to meet the required performance, as is the product/system they are delivering. The focus of this document is a discussion of the issues behind this need, and the technologies that are available, or still needed, to meet this need, particularly from the point of view of potential durability. KW - Concrete KW - Concrete pavements KW - Concrete tests KW - Durability KW - Knowledge KW - Measurement KW - Needs assessment KW - Service life UR - http://www.cptechcenter.org/technical-library/documents/durability_synthesis_w_cvr.pdf UR - https://trid.trb.org/view/1267390 ER - TY - RPRT AN - 01497827 AU - Vachal, Kimberly AU - Kubas, Andrew AU - Benson, Laurel AU - Upper Great Plains Transportation Institute AU - North Dakota Department of Transportation AU - Federal Highway Administration TI - Community Leader and Law Enforcement DUI Survey, 2013 PY - 2013/10 SP - 21p AB - Driving under the influence (DUI) is a dangerous activity and is especially problematic in North Dakota. To curtail rates of impaired driving, it is important to examine the actions of those that have firsthand involvement with DUI prevention: prosecutors, community leaders, and law enforcement personnel. A survey was administered to leaders across the state. It included ranking, ordering, and fill-in-the-blank response questions. Statistical analyses were performed to study differences across respondent groups, administrative regions, and with regard to traffic-related work loads. Results show that DUI citation and conviction rates differ and are contingent upon one’s job title, geographic location, and time spent on traffic related calls for service. Imprisonment is viewed as the most effective deterrent to impaired driving, and two funding resources – North Dakota Department of Transportation High-Visibility Enforcement Grants and North Dakota Highway Patrol Roving Patrols – were rated as most important in stopping driving after drinking. Changes can be made to ensure higher conviction rates, and new strategies can be used to discourage impaired driving. North Dakota DUI penalties lag considerably behind other states, and modifications to the state’s legislation could reduce future instances of this hazardous behavior. KW - Drunk driving KW - Law enforcement personnel KW - North Dakota KW - Penalties KW - State laws KW - Surveys KW - Traffic conviction UR - http://www.ugpti.org/pubs/pdf/DP269.pdf UR - https://trid.trb.org/view/1267420 ER - TY - RPRT AN - 01497409 AU - Anderson, Keith W AU - Uhlmeyer, Jeff S AU - Williams, Kurt AU - Russell, Mark AU - Washington State Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Evaluation of Portland Cement Concrete Pavement with High Slag Content Cement PY - 2013/10//Final Report SP - 43p AB - The performance of a section of concrete pavement built with 30 percent Ground Granulated Blast Furnace Slag (GGBFS) is compared to a control section of concrete pavement built with 25 percent GGBFS to determine if the higher slag content pavement is more resistant to wear from studded tires. The wear measurements made over a period of six years showed minimal amount of wear on both the higher slag content section and the control section. It was impossible to conclude that the higher slag content was more resistant to studded tire wear than conventional concrete mixes normally used on Washington roadways. The low speed of vehicles (40 mph speed limit) is a possible contributing factor to the lower amounts of wear noted on this project. KW - Concrete pavements KW - Granulated slag KW - Pavement performance KW - Portland cement concrete KW - Slag KW - Speed KW - Studded tires KW - Washington (State) KW - Wear UR - http://www.wsdot.wa.gov/research/reports/fullreports/728.2.pdf UR - https://trid.trb.org/view/1266307 ER - TY - RPRT AN - 01497406 AU - Bruce, Mary Ellen C AU - Berg, Ryan R AU - Collin, James G AU - Filz, George M AU - Terashi, Masaaki AU - Yang, David S AU - Geotechnica S.A., Incorporated AU - Federal Highway Administration TI - Federal Highway Administration Design Manual: Deep Mixing for Embankment and Foundation Support PY - 2013/10 SP - 248p AB - This report provides background on deep mixing for U.S. transportation projects and provides further information on design and construction aspects. This report also includes guidelines required for U.S. transportation engineers to plan, design, construct, and monitor deep mixing projects for embankment and foundation support applications. Considerations for secondary associated applications such as excavation support and liquefaction mitigation are also discussed. KW - Cement treated soils KW - Construction KW - Deep mixing KW - Design KW - Embankment foundations KW - Embankments KW - Quality assurance KW - Quality control UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/bridge/13046/13046.pdf UR - https://trid.trb.org/view/1266357 ER - TY - RPRT AN - 01497271 AU - Sharp, Stephen R AU - Donaldson, Bridget M AU - Milton, Jeffrey L AU - Fleming, Curtis W AU - Virginia Center for Transportation Innovation and Research AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Preliminary Assessment of Procedures for Coating Steel Components on Virginia Bridges PY - 2013/10//Final Report SP - 46p AB - The purpose of this study was to conduct a preliminary assessment of the Virginia Department of Transportation’s (VDOT’s) bridge coating practices to identify areas where process improvements and/or cost savings could be realized. The assessment included reviewing VDOT’s coating procedures, coating performance, and costs associated with bridge coating work, including containment systems, surface preparation techniques, and coating systems. In addition, information on bridge coating products and programs from bridge coating industries and organizations was gathered. The study found that the predominant methods VDOT uses to prepare and coat steel bridge components are adequate and are consistent with industry and compliance standards. These methods include dry abrasive blasting and the use of power tool cleaning for surface preparation; conventional full containment that achieves minimal emissions; and use of a three-coat zinc-based coating system. However, enacting changes in some of the preliminary work for a bridge coating project could improve VDOT’s coating process and potentially reduce costs. These changes include providing additional guidance for coating treatment decisions and preventive maintenance; providing contractors more project scope details in the bid and contract documents; and requiring discussion of job-specific tasks in the preconstruction meeting. Combining the data from Site Manager and the Pontis Structure Inventory appears to be an efficient means of evaluating expenditures and trends. Analyzing costs for recoating work (VDOT’s most common coating method) can be expedited by using “bridge deck area” (a field in the Pontis Structure Inventory) rather than “steel tonnage” (which must be drawn from individual contracts). KW - Coatings KW - Cost effectiveness KW - Improvements KW - Procedures KW - Steel bridges KW - Surface preparation KW - Virginia Department of Transportation UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/14-r1.pdf UR - https://trid.trb.org/view/1266308 ER - TY - SER AN - 01497267 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Medina, Juan C AU - Benekohal, Rahim F AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Field Evaluation of Smart Sensor Vehicle Detectors at Railroad Grade Crossings —Volume 3: Performance in Favorable Weather Conditions PY - 2013/10 IS - 13-028 SP - 22p AB - The performance of a microwave radar system for vehicle detection at a railroad grade crossing in Hinsdale, Illinois, was evaluated through field-testing in favorable (normal, good) weather conditions. The system was installed at a crossing with three tracks and used two radar units aimed at the crossing from opposite quadrants. The performance was assessed in terms of false calls, missed calls, stuck-on calls, and dropped calls, using datasets collected in favorable weather conditions. First, the system performance was assessed using the initial setup. In the initial setup, the most frequent error type was false calls (0.55%), mainly the result of activations caused by pedestrians and bicyclists in the crossing; followed by missed calls caused by one of the radars missing a vehicle (0.07%). These results were shared with the product developer to see whether he wanted to make any modification to the initial setup. In the modified setup, the detection zones and the aim of one of the radars were changed. Then, the system performance was evaluated. Results for the modified setup showed an increased frequency of false calls (0.96%), mostly the result of activations generated by moving gates and also by pedestrians. Missed calls in the modified setup were slightly increased to 0.09%, and they were due to one of the two radar units missing a vehicle. There were no missed calls when the system relied on the two radar units because at least one of the two always detected the vehicles occupying the crossing. The system did not generate any stuck-on or dropped calls in the selected data for both the initial and the modified setup in favorable weather conditions. Additional testing is under way to evaluate the system in adverse weather conditions, including snow-covered roadways, rain, fog, and wind. KW - Evaluation and assessment KW - Field tests KW - Illinois KW - Radar vehicle detectors KW - Railroad grade crossings KW - Sensors KW - Vehicle detectors KW - Weather conditions UR - http://hdl.handle.net/2142/45968 UR - https://trid.trb.org/view/1266309 ER - TY - RPRT AN - 01496801 AU - Choo, Ching Chiaw AU - Peiris, Abheetha AU - Harik, Issam E AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Repair of I-65 Expressway Bridges Using Carbon Fiber Reinforced Polymer (CFRP) Composites PY - 2013/10//Final Report SP - 113p AB - This report documents the repair of five locations along the I-65 Expressway in Jefferson County, Kentucky. The repair involved: (1) the precast prestressed concrete (PC) girder spans between Jacob Street and Gray Street, (2) the reinforced concrete bearing pads of Bridge Pier 4 at the intersection of Jefferson Street and Preston Street, (3) the reinforced concrete bearing pads of Bridge Pier 6 near the intersection of Main Street and Hancock Street, (4) the precast prestressed concrete girder spans between Chestnut Street and Gray Street and (5) the reinforced concrete pier column on East Muhammad Ali Boulevard. The precast prestressed concrete girders were wrapped with carbon fiber reinforced polymer (CFRP) fabrics at the cracked locations to prevent or limit excessive translations in both vertical and horizontal directions. Two of the prestressed concrete girders were instrumented with linear variable displacement transducers (LVDTs) to gauge the effectiveness of the repair before and after retrofit. The wrapping appears to have curtailed the relative movements in the horizontal direction as they are more stabilized and less volatile than before the repair. However, the relative movements of the vertical direction were still apparent. The bearing pads of Bridge Piers 4 and 6, as well as the pier column on E. Muhammad Ali Boulevard, have been repaired and wrapped with CFRP fabric to increase their capacity. The bearing pads of Bridge Pier 6 presented a unique challenge as the pads were irregularly shaped. 'Reshaping' of the pads was performed so that the wrapping would be effective. KW - Bridge bearing pads KW - Bridge piers KW - Carbon fibers KW - Fiber reinforced polymers KW - Girder bridges KW - Kentucky KW - Prestressed concrete bridges KW - Retrofitting UR - http://www.ktc.uky.edu/files/2013/10/KTC_13_16_FRT126_03_1F.pdf UR - https://trid.trb.org/view/1265883 ER - TY - RPRT AN - 01496793 AU - Puccinelli, Jason AU - Karamihas, Steven M AU - Hall, Kathleen T AU - Senn, Kevin AU - Nichols Consulting Engineers AU - University of Michigan Transportation Research Institute AU - Kathleen T. Hall Consulting AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Performance Evaluation of Arizona’s LTPP SPS‐6 Project: Strategic Study of Rehabilitation Techniques PY - 2013/10//Final Report SP - 192p AB - As part of the Long Term Pavement Performance (LTTP) Program, the Arizona Department of Transportation (ADOT) constructed 19 Specific Pavement Studies 6 (SPS-6) test sections on Interstate 40 near Flagstaff. The SPS-6 project studied the effect of specific rehabilitation treatments on jointed portland cement concrete pavement (JPCP) performance. The test sections had various JPCP surface preparations, including crack and seat, minimum and maximum restoration, rubblization, asphalt concrete (AC) with fabric, and asphalt rubber with conventional AC. Opened to traffic in 1991, the project was monitored at regular intervals until 2002. Surface distress, profile, and deflection data collected throughout the life of the pavement were used to evaluate the performance of various flexible 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 - Long-Term Pavement Performance Program KW - Arizona KW - Pavement distress KW - Pavement performance KW - Portland cement concrete KW - Rehabilitation (Maintenance) KW - Specific Pavement Studies (LTPP) KW - Test sections UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ396(6).pdf UR - https://trid.trb.org/view/1264721 ER - TY - RPRT AN - 01496784 AU - Theryo, Teddy S AU - Hartt, William H AU - Paczkowsk, Piotr AU - Parsons Brinckerhoff, Incorporated AU - Federal Highway Administration TI - Guidelines for Sampling, Assessing, and Restoring Defective Grout in Prestressed Concrete Bridge Post-Tensioning Ducts PY - 2013/10//Final Report SP - 134p AB - A significant proportion of the United States bridge inventory is based on bonded post-tensioned (PT) concrete construction. An important aspect of maintaining corrosion protection of these PT systems is assuring that tendon ducts are properly grouted with an acceptable material. Grout is a cementitious material typically used to provide corrosion protection to the strands used in PT concrete bridges. However, inspections have revealed fractured strands and, in some cases, failed tendons as a consequence of corrosion, even with the newer prepackaged, preapproved thixotropic grouts. Studies to date have attributed this corrosion to physical or chemical grout deficiencies (or both), the former consisting of air voids, free water, and unhardened, segregated, or separated grout and the latter of chloride concentration in excess of what is specified by the American Association of State Highway and Transportation Officials and other specifications. Based on collected information and data analysis, State transportation departments can evaluate if grout deficiencies are present in the tendons of their PT bridges and determine the significance of any deficiencies. Durability concerns associated with PT tendons were raised as early as 1999 when tendon failures were seen in some PT bridges as a result of strand corrosion due to the collection of bleed water in grout voids at tendon profile locations like anchorages and crest areas. While the development of prepackaged thixotropic grout was thought to provide a solution to the bleed water problem, corrosion-caused tendon failures on relatively new PT bridges have occurred, and forensic studies have revealed separation and segregation of grout materials as well as the presence of soft material, free water, and high chloride and sulfate content. Consequently, it has become important to examine the overall quality of materials and construction for some in-place grouts in existing PT bridges. The purpose of this study is to provide State transportation departments with guidance regarding tendon inspection, grout sampling, data analysis, and interpretation. KW - Corrosion protection KW - Data analysis KW - Grout KW - Guidelines KW - Inspection KW - Posttensioning KW - Prestressed concrete bridges KW - Sampling KW - State departments of transportation KW - Tendons (Materials) UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/bridge/13028/13028.pdf UR - http://ntl.bts.gov/lib/51000/51000/51095/13028.pdf UR - https://trid.trb.org/view/1266093 ER - TY - SER AN - 01496764 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Steele, Douglas A AU - Zabecki , Jessica L Marcon AU - Zimmerman, Laura AU - Applied Research Associates, Incorporated AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Improving the Effectiveness of Nighttime Temporary Traffic Control Warning Devices, Volume 1: Evaluation of Lights on Nighttime Work Zone Channelization Devices PY - 2013/10 SP - 59p AB - Currently, the Illinois Department of Transportation (IDOT) is one of the few state transportation agencies that require warning lights on nighttime work zone channelization devices, such as drums and barricades. The intent of the steady-burn, amber warning lights is to increase visibility of the channelization devices, providing guidance to motorists and preventing intrusions into the closed lane. However, their additional benefit beyond that provided by the high-reflectivity materials used on the channelization devices themselves has not been evaluated, including taking into consideration their initial, maintenance, and replacement costs; and the environmental and economic issues of routine battery replacement. Applied Research Associates, Inc. (ARA) studied the effectiveness of warning lights on nighttime channelization devices by reviewing pertinent literature, experimental studies of nighttime work zones with and without lights on drums, driver surveys, and focus groups of driver perceptions and behavior in work zones using traffic drums. A cognitive model of driver mental processes was applied to this information to determine the influence of drum warning lights, if any, on driver perception and response. The research showed that, when unprompted, most drivers did not perceive a difference or respond any differently in nighttime work zones using lights on drums than in those without lights. However, when asked to make direct comparisons between work zones with and without lights on drums, there was a slight preference for lights on drums due to the perceived increase in nighttime lighting they provide. Nighttime work zones, and work zones in general, are visually cluttered environments; and the presence (or absence) of lights on drums was not significant enough to attract the drivers’ attention, given competing visual cues such as work zone traffic control devices, other vehicles, and activities in the work space. In addition, the reflective prismatic sheeting on drums in Illinois provides sufficient visibility without warning lights. KW - Barricades KW - Drums (Containers) KW - Highway safety KW - Illinois Department of Transportation KW - Lighting KW - Night visibility KW - Traffic channelization KW - Traffic control devices KW - Work zones UR - http://hdl.handle.net/2142/45967 UR - https://trid.trb.org/view/1265879 ER - TY - RPRT AN - 01496739 AU - Selezneva, O I AU - Hallenbeck, M AU - Applied Research Associates, Inc. AU - Federal Highway Administration TI - Long-Term Pavement Performance Pavement Loading User Guide (LTPP PLUG) PY - 2013/10 SP - 102p AB - This guide addresses the selection and use of axle loading defaults for Mechanistic-Empirical Pavement Design Guide (MEPDG) applications. The defaults were developed based on weigh-in-motion (WIM) data from the Long-Term Pavement Performance (LTPP) Special Pavement Study (SPS) Transportation Pooled Fund Study (TPF). The guide consists of two parts. The first part provides guidelines for selecting and using LTPP SPS TPF axle loading defaults with the MEPDG and DARWin-ME software. These defaults provide a source of axle loading information for pavement analysis for locations where site-specific axle load spectra are not available. The second part of the guide provides practical guidelines that States and LTPP can use to generate additional MEPDG traffic loading defaults based on their own WIM data or for specific analysis purposes. In addition, this guide contains an operator’s manual that supports the use of the LTPP PLUG software. This software helps users select site-specific or default axle loading conditions from its traffic loading library and produces axle load distribution input files for use with the MEPDG or DARWin-ME software. The software can be used to store, view, and group multiple normalized axle load spectra (NALS) and to develop MEPDG inputs and defaults using agency-provided data. KW - Axle loads KW - Computer program documentation KW - Long-Term Pavement Performance Program KW - Mechanistic-Empirical Pavement Design Guide KW - Software KW - Traffic loads KW - Weigh in motion UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/13089/13089.pdf UR - http://ntl.bts.gov/lib/51000/51000/51033/13089.pdf UR - https://trid.trb.org/view/1266089 ER - TY - RPRT AN - 01496731 AU - Yildirim, Irem Zeynep AU - Prezzi, Monica AU - Vasudevan, Meera AU - Santoso, Helen AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Use of Soil-Steel Slag-Class-C Fly Ash Mixtures in Subgrade Applications PY - 2013/10//Final Report SP - 87p AB - In this research study, an experimental program was undertaken to investigate the suitability of using mixtures of steel slag and Class-C fly ash and mixtures of steel and blast furnace slags to replace lime in subgrade stabilization applications. Soil-5% steel slag-5% Class-C fly ash, soil-7% steel slag-3% Class-C fly ash, soil-8% steel slag-2% Class-C fly ash and soil-7% steel slag-3% blast furnace slag mixtures were explored as subgrade materials. The clayey subgrade soil collected from the proposed implementation site was characterized prior to stabilization through a series of tests which included, specific gravity, Atterberg limits, grain-size analysis, compaction, California Bearing Ratio (CBR)-swelling and unconfined compression tests. The mechanical properties of the mixtures of soil, steel slag and Class-C fly ash and of the mixtures of soil, steel slag and blast furnace slag were obtained through compaction and unconfined compression tests. In order to assess the swelling potential of the mixtures of soil, steel slag and Class-C fly ash, CBR swelling tests were also performed on the mixtures. Based on the experimental results, the authors suggested the use of a 7% steel slag-3% Class-C fly ash mixture as a stabilizing material. The implementation of the mixture of soil, steel slag and Class-C fly ash selected was carried out in a road construction project at the intersection of 109th Avenue and Interstate-65, near Crown Point, Indiana. The 7% steel slag-3% Class-C fly ash mixture was used to stabilize the in situ subgrade soils of some sections of the I-65 ramps located in the SW and NW quadrants of the intersection of 109th Avenue and I-65. Field compaction quality control was done by performing Dynamic Cone Penetration Tests (DCPTs) and nuclear gauge tests. The subgrade was monitored and checked for possible cracks or signs of distress. Cracks or signs of distress were not observed on the subgrade before the placement of the base course and concrete. The stabilized subgrade performed satisfactorily. KW - Clay soils KW - Compression tests KW - Feasibility analysis KW - Fly ash KW - Indiana KW - Laboratory tests KW - Road construction KW - Slag KW - Soil stabilization KW - Steel KW - Subgrade (Pavements) KW - Subgrade materials UR - http://dx.doi.org/10.5703/1288284315188 UR - https://trid.trb.org/view/1265116 ER - TY - RPRT AN - 01496722 AU - Darter, Michael I AU - Titus-Glover, Leslie AU - Wolf, Dean J AU - Applied Research Associates, Incorporated AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Development of a Traffic Data Input System in Arizona for the MEPDG PY - 2013/10//Final Report SP - 364p AB - Accurate traffic data is one of the key data elements required for the cost-effective design of all rehabilitation and reconstruction of pavement structures. This research study addresses the collection, preparation, and use of traffic data required for pavement design by the Arizona Department of Transportation (ADOT), focusing on data required as inputs for the American Association of State Highway and Transportation Officials (AASHTO) Mechanistic-Empirical Pavement Design Guide (MEPDG) design procedures. ADOT’s current traffic data collection and preparation processes are not adequate to meet the needs of the MEPDG procedure, and improvements are needed. These improvements include enhanced volume, classification, and weight data collection for vehicles, processing data and performing quality assurance checks, and the preparation/analysis of the data for use in the MEPDG. Use of the MEPDG in Arizona will require (1) an annual flow of updated key traffic data and (2) the ability to collect on-site (MEPDG Level 1) data in a timely manner for key projects. An action plan (Chapter 8) calls for the establishment of an Arizona Traffic Segment Database that includes all state highways (or the expansion of an existing traffic database). This database would include all traffic inputs required for the AASHTO MEPDG and AASHTO 1993 design procedures, as well as ADOT pavement management activities. Traffic segments would be identified by beginning and ending milepost numbers and global positioning system (GPS) coordinates along each highway. The researchers propose, and have partly developed, a system for traffic data collection for the MEPDG in Arizona. Level 1 data collection procedures are provided for selected traffic inputs. ADOT’s traffic data collection group will need to develop a process for collecting Level 1 data in a timely manner for important projects requested from the pavement design group. This report also discusses recommended Level 2 and Level 3 inputs, which were prepared based on the best historical data available. These data represent a good initial set of inputs that can be used over the next few years. However, the inputs should be updated annually using improved data collection methods beginning as soon as possible. KW - Arizona KW - Data collection KW - Databases KW - Information processing KW - Mechanistic-empirical pavement design KW - Pavement design KW - Pavement management systems KW - Traffic data KW - Traffic volume KW - Vehicle classification KW - Vehicle weight UR - https://apps.azdot.gov/ADOTLIBRARY/PUBLICATIONS/PROJECT_REPORTS/PDF/AZ672.PDF UR - https://trid.trb.org/view/1264105 ER - TY - RPRT AN - 01496688 AU - Jones, Stephen AU - Science Applications International Corporation AU - Federal Highway Administration TI - Cooperative Adaptive Cruise Control: Human Factors Analysis PY - 2013/10 SP - 48p AB - Traffic congestion is growing at a faster rate than can be alleviated solely by additional road construction. Various Intelligent Transportation Systems technologies aim to increase and improve transportation via non-traditional means. Cooperative Adaptive Cruise Control (CACC) is one such technology, intended to increase traffic throughput by safely permitting shorter following distances between vehicles. Both vehicle-to-vehicle and vehicle-to-infrastructure communications help such endeavors at the micro- and macro-levels of traffic management. This report identifies the various ways in which the CACC concept could be realized and the human-factors-related implementation issues. Several research areas are suggested to address these human-factors issues. KW - Automation KW - Autonomous intelligent cruise control KW - Human factors KW - Implementation KW - Intelligent transportation systems KW - Research UR - http://www.fhwa.dot.gov/publications/research/safety/13045/13045.pdf UR - https://trid.trb.org/view/1266088 ER - TY - RPRT AN - 01496678 AU - Choo, Ching Chiaw AU - Peiris, Abheetha AU - Harik, Issam E AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Repair Using Steel Fiber Reinforced Polymer on US150 Bridges PY - 2013/10//Final Report SP - 25p AB - This report details the pre-construction monitoring, planning and design, and construction of the retrofit measures on the US150 bridge over Beech Fork River in Nelson County, Kentucky (KY) and Cartwright Creek bridge on the border of Washington-Nelson County, KY. All reinforced concrete girders of the five-span Beech Fork River bridge and three-span Cartwright Creek bridge of deck-girder construction had developed diagonal cracks near or at the transition of the variable-and-constant depth regions. To remedy the problem steel fiber reinforced polymer (SFRP) sheets were selected as the means of retrofit due to their strength and stiffness, as well as conformability and flexibility. Repair to the reinforced concrete girders was done by attaching the SFRP sheets to the vertical and bottom faces. Application of SFRP was quickly executed with the use of specialty epoxy designed for use with the steel wire sheets. Construction of the retrofit was completed in May of 2007. KW - Fiber reinforced polymers KW - Girder bridges KW - Girders KW - Kentucky KW - Rehabilitation (Maintenance) KW - Retrofitting UR - http://www.ktc.uky.edu/files/2013/10/KTC_13_17_KH51_KH52_06_1F.pdf UR - https://trid.trb.org/view/1265884 ER - TY - RPRT AN - 01495429 AU - Federal Highway Administration TI - Understanding Transportation Systems: An Integrated Approach to Modeling Complex Transportation Systems PY - 2013/10 SP - 2p AB - The ability to model and understand the complex dynamics of intelligent agents as they interact within a transportation system could lead to revolutionary advances in transportation engineering and intermodal surface transportation in the United States. Developing such a model is the goal of "Agent-Based Approach for Integrated Driver and Traveler Behavior Modeling," a Federal Highway Administration (FHWA) Exploratory Advanced Research (EAR) Program study awarded to the University of Maryland. The specific goal of this study is to develop an agent-based approach for integrated driver and traveler behavior modeling that can better reflect these patterns that are seen every day in real urban systems. KW - Agent based models KW - Complex systems KW - Drivers KW - Transportation systems KW - Travel behavior KW - Travel demand KW - Urban areas UR - http://www.fhwa.dot.gov/advancedresearch/pubs/13080/13080.pdf UR - https://trid.trb.org/view/1264831 ER - TY - SER AN - 01495421 JO - TechBrief PB - Federal Highway Administration AU - Virmani, Paul AU - Faridazar, Fred AU - Federal Highway Administration TI - Accelerated Determination of ASR Susceptibility During Concrete Prism Testing Through Nonlinear Resonance Ultrasonic Spectroscopy PY - 2013/10 SP - 12p AB - This document is a technical summary of a Federal Highway Administration (FHWA) project that is fully documented in a separate report under the same title (FHWA-HRT-13-085). The alkali-silica reaction (ASR) is one form of deterioration that may significantly reduce the service life of concrete structures. Currently, ASR susceptibility of aggregate sources is most commonly assessed through length change in the concrete or mortar specimens over time while subjected to standardized acceleratory conditions. The standard concrete prism test (i.e., ASTM International (formerly American Society for Testing and Materials (ASTM) C1293) is considered the most representative of field performance. However, one significant practical drawback of that test is its long duration, which is 1 year to assess aggregate reactivity and 2 years to assess mitigation measures. The standard accelerated mortar bar tests (AMBT) are considerably quicker to perform but have not proven reliable in all cases, leading some agencies and owners to implement alternate test durations and/or expansion limits. The objective of this research is to develop a reliable measurement technique that can more quickly quantify damage associated with ASR in concrete specimens while also providing an assessment of the accumulated damage. The developed technique, nonlinear impact resonance acoustic spectroscopy (NIRAS), is based on measurements of the nonlinear acoustic or vibration responses of concrete specimens. KW - Alkali aggregate reactions KW - Alkali silica reactions KW - Concrete KW - Durability KW - Fly ash KW - Nondestructive tests KW - Spectroscopy UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/13086/13086.pdf UR - https://trid.trb.org/view/1264830 ER - TY - RPRT AN - 01487940 AU - Hallmark, Shauna L AU - Knickerbocker, Skylar AU - Hawkins, Neal AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration AU - Midwest Transportation Consortium TI - Evaluation of Low Cost Traffic Calming for Rural Communities – Phase II PY - 2013/10//Updated Final Report SP - 59p AB - The main goal of the research described in this report was to evaluate countermeasures that agencies can use to reduce speeds as drivers enter rural communities located on high-speed roadways. The objectives of this study were as follows: Identify and summarize countermeasures used to manage speeds in transition zones; Demonstrate the effectiveness of countermeasures that are practical for high- to low-speed transition zones; Acquire additional information about countermeasures that may show promise but lack sufficient evidence of effectiveness; and Develop an application toolbox to assist small communities in selecting appropriate transition zones and effective countermeasures for entrances to small rural communities. The team solicited small communities that were interested in participating in the Phase II study and several communities were also recommended. The treatments evaluated were selected by carefully considering traffic-calming treatments that have been used effectively in other countries for small rural communities, as well as the information gained from the first phase of the project. The treatments evaluated are as follows: Transverse speed bars; Colored entrance treatment; Temporary island; Radar-activated speed limit sign; and Speed feedback sign. The toolbox publication and four focused tech briefs also cover the results of this work. KW - Color KW - Countermeasures KW - Highway traffic control KW - Optical speed bars KW - Rural areas KW - Small towns KW - Speed control KW - Speed display signs KW - Speed signs KW - Traffic calming KW - Traffic islands KW - Transition zones UR - http://publications.iowa.gov/15269/1/IADOT_InTrans_TR-630_updated_rural_traffic_calming_2013_October.pdf UR - http://www.intrans.iastate.edu/research/documents/research-reports/rural_traffic_calming_w_cvr.pdf UR - http://www.intrans.iastate.edu/research/documents/research-reports/updated_rural_traffic_calming_w_cvr2.pdf UR - https://trid.trb.org/view/1256471 ER - TY - RPRT AN - 01612153 AU - Skibinski, Thomas J AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Maintenance Executive Development Program: Innovation Day PY - 2013/09/30/Final Report SP - 23p AB - The Pennsylvania Department of Transportation (PennDOT) partnered with Penn State’s Thomas D. Larson Pennsylvania Transportation Institute (The Larson Institute) to host an Innovations and New Technology Day at the Institute’s test track facility on June 4, 2013. This event coincided with and served as the beginning of PennDOT’s annual Maintenance Executive Development Program (MEDP) Conference being held in State College, Pa. from June 4-6, 2013. This Innovations and New Technology Day brought together vendors to display, and in certain cases, demonstrate, products and services associated with roadway and bridge rehabilitation. PennDOT issued invitations to the vendors, other PennDOT personnel not involved with the MEDP conference, and to municipalities and counties within a certain radius of State College. Approximately 87 vendors and other attendees registered for the event. Eleven demonstrations were videotaped. The Larson Institute provided overall event coordination, including facilitating vendor setup, arranging transportation for PennDOT attendees from local hotels, food and beverages. Attendees received a booklet with individual pages showing vendor information and an adjacent page to write comments associated with each vendor and demonstration. The Larson Institute provided photographic documentation of vendors and coordinated video documentation of vendor demonstrations. Vendors and attendees provided very positive feedback on the event. KW - Bridges KW - Continuing education KW - Executives KW - Highway maintenance KW - Innovation KW - Rehabilitation (Maintenance) KW - Technological innovations KW - Vendors UR - http://www.mautc.psu.edu/docs/PSU-2013-06.pdf UR - https://trid.trb.org/view/1424180 ER - TY - ABST AN - 01577147 TI - Pavement Performance Measures and Forecasting, and the Effects of Maintenance and Rehabilitation Strategy on Treatment Effectiveness AB - While many researches were carried out to study the efficacy of the pavement maintenance and rehabilitation (M&R) activities, there remains a great need for improved understanding of how maintenance and rehabilitation treatments perform in series and over the pavement life.  This project aims at advancing the state of knowledge in estimating pavement performance, selecting cost-effective pavement treatment strategy, and extending the life of the pavement structure. The anticipated outcomes from this research are described as follows. (1) Developing simplified and implementable but advanced analyses techniques for: • Establishing pavement condition classification system that accurately reflects the true pavement conditions and rates of deterioration and can be used in the determination of the optimum (most cost effective) treatment application timing. • Studying and communicating the effects of various pavement treatment strategies on the life-cycle cost and longevity of the pavement structures. • Assessing the roles of pavement maintenance, preservation and rehabilitation on the longevity of the pavement structures and the agency life-cycle costs. • Estimating the remaining service life (RSL) (2 and 3) and the new remaining service interval (RSI) of damaged pavement sections. (2) Linking the analyses results and the pavement performance measures of the various Long-Term Pavement Performance (LTPP) test sections for widespread use by the various State highway agencies (SHAs). (3) Enhancing the selection of cost-effective series of pavement maintenance, preservation, and rehabilitation actions (the long-term (lifecycle) pavement treatment strategy) that are needed over the life of the pavement systems to maximize their longevity. KW - Deterioration KW - Forecasting KW - Life cycle costing KW - Long-Term Pavement Performance Program KW - Pavement maintenance KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Service life UR - https://trid.trb.org/view/1370421 ER - TY - ABST AN - 01576054 TI - A Self-Sensing Adaptive Material for New Generation of Multifunctional Highway Bridge Bearing System AB - The objective is to develop self-sensing adaptive bearing (SSAB) system that uses a wireless magnetorheological elastomer (MRE) sensor, which combines self-sensing (force, displacement, lateral stiffness-sensing actuation) with adaptive stiffness/vibration damping (tuned vibration absorption) into a single system. The proposed system will be capable of sensing transient displacement/load in monitoring bridge responses to environmental disturbances (such as traffic or high wind) at support locations, while at the same time producing variable stiffness properties for protection of bridges against various types of loading conditions. The successful realization of such a new multifunctional system could lead to quantum-leap changes in long-term highway bridge performance and maintenance. The information obtained through the MRE sensors will have an impact in future design of structures during extreme events. KW - Bearing capacity KW - Bridge design KW - Damping (Engineering) KW - Disasters and emergency operations KW - Highway bridges KW - Monitoring KW - Stiffness KW - Vibration UR - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-13-0106 UR - https://trid.trb.org/view/1370003 ER - TY - ABST AN - 01576048 TI - Development of Structural Carbon Nanotube-Based Sensing Composites for Rehabilitation of Deteriorating and Fatigue-Damaged Steel Bridges AB - Structural Health Monitoring has become a viable solution to continuously monitor critical infrastructure components that show distress or are unable to pass current load rating procedures. This research focuses on the development of a structural sensing composite layer for concrete structures that is capable of providing distributed monitoring capability. The layer consists of carbon nanotubes that are deposited on a carrier, which form a continuous conductive skin that is extremely sensitive to changes in strain and the formation and propagation of microdamage and macrodamage. It can be either loadbearing, i.e. the layer represents the reinforcement as well as the sensor, or nonloadbearing, i.e. the layer acts as a sensing skin alone. Distributed sensing allows for increased detectability of forming or growing defects that cannot necessarily be captured with conventional point-type sensors, such as strain gauges or accelerometers. KW - Bearing capacity KW - Concrete structures KW - Fatigue (Mechanics) KW - Load factor KW - Nanostructured materials KW - Sensors KW - Steel bridges KW - Strain gages KW - Structural health monitoring UR - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-13-0046 UR - https://trid.trb.org/view/1369997 ER - TY - ABST AN - 01547641 TI - LRFD Minimum Flexural Reinforcement Requirements AB - According to the American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Design Specifications, minimum reinforcement provisions are intended to reduce the probability of brittle failure by providing flexural capacity greater than the cracking moment. There is a concern with the current AASHTO LRFD minimum flexural reinforcement requirements when it's applied to pretensioned or post-tensioned concrete flexural members. Increasing the nominal capacity of a member can result in increasing the cracking moment of the same member. This makes the design process iterative, and the current minimum reinforcement requirement for post-tensioned members is difficult to satisfy. This also may lead to less efficient design of pretensioned/post-tensioned concrete flexural members. Provisions for the design of minimum flexural reinforcement must be suitable for all structure and reinforcement types covered by the AASHTO LRFD Bridge Design Specifications and should be consistent with the LRFD design philosophy. The objective of this research is to propose revisions to the AASHTO LRFD Bridge Design Specifications minimum flexural reinforcement provisions. The research should consider reinforced, pretensioned, and post-tensioned concrete flexural members (e.g., bonded and unbonded tendons for segmentally and other than segmentally constructed bridges). KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Concrete bridges KW - Cracking KW - Flexural strength KW - Load and resistance factor design KW - Posttensioning KW - Reinforcement (Engineering) KW - Tendons UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3407 UR - https://trid.trb.org/view/1335194 ER - TY - ABST AN - 01528069 TI - A Modified Approach for Predicting Fracture of Steel Components under Combined Large Inelastic Axial and Shear Strain Cycles AB - Steel bridges are considered to have a superior performance under earthquakes when compared to their reinforced concrete counterpart. Such reputation stems from the fact that few steel bridges have been subjected to strong ground motion in the last decade in North America. In addition to the lack of seismic exposure of the bridges, research on the seismic performance of steel bridges' superstructure is limited to few studies. Under very large inelastic strain cycles, the bridge components could fail and threaten the integrity of the bridge. Materials undergoing very large strain can only withstand a small number of reverse loading cycles, which is termed ultra - low cycle fatigue (ULCF). The stress range in High Cycle Fatigue (HCF) characterizes the behavior when the material is subjected to stress level below the yield stress. Under the HSF mechanism, small strain increment will result in relatively larger change in stress and therefore, it is appropriate to describe the behavior using the Stress - Number of cycles approach. Conventional Low Cycle Fatigue (LCF) is used to characterize the response when the stress range close to or slightly beyond the yield point; therefore the Strain - Number of cycles curve might more applicable in this case. The Manson - Coffin equation describing the LCF behavior is currently the most popular and acceptable among different model. The objectives of the project are to: (1) collect experimental data on the fatigue response of CFRP - repaired RC girders under various service temperatures.; (2) develop finite element models for fatigue life predictions of the girders.; and (3) recommend best repair practice for increasing the fatigue life of the repaired girders. KW - Axial loads KW - Bridge members KW - Fatigue (Mechanics) KW - Fracture properties KW - Inelastic stress KW - Service life KW - Shear strain KW - Steel bridges UR - http://www.mountain-plains.org/research/projects/downloads/2014-mpc-446.pdf UR - https://trid.trb.org/view/1312367 ER - TY - ABST AN - 01528068 TI - Post-Fire Ground Treatments for Protection of Critical Transportation Structures AB - The following objectives will be completed as part of the proposed project: (1) evaluate effects of fire on soil composition, soil shear strength, and moisture retention; (2) evaluate the efficacy of post - fire ground treatments on mitigating erosion and runoff; (3) evaluate the effects of percent ground cover, slope angle, and rainfall intensity on erosion and runoff; and (4) develop preliminary guidelines for post -fire feasibility assessments focused on ground treatment applications to prevent loss of or damage to critical transportation components. These research objectives will be completed via a coupled experimental and numerical research program. Objectives 1 and 2 will include laboratory experiments to understand the mechanisms of post - fire ground treatments that contribute to soil stabilization and obtain physical data necessary for calibration of numerical models. Objective 3 will be completed using discrete element models such that different combinations of variables affecting ground treatment performance can be evaluated (i.e., percent ground cover, slope angle, and rainfall intensity). The combined experimental and numerical research will be used to develop emergency stabilization recommendations in Objective 4. KW - Erosion KW - Fire KW - Ground cover KW - Infrastructure KW - Runoff KW - Shear strength KW - Slopes KW - Soil stabilization UR - http://www.mountain-plains.org/research/projects/downloads/2014-mpc-447.pdf UR - https://trid.trb.org/view/1312366 ER - TY - ABST AN - 01528067 TI - Reducing Flood Vulnerability of Communities with Limited Road Access by Optimizing Bridge Elevation AB - The collapse of several key road bridges by flood waters can result in the isolation of an entire community when these structures are located at key, or critical points or junctures. This scenario was dramatically illustrated by the deadly 2013 floods in Colorado, which affected the counties of Larimer, Weld and Boulder among others. Residents of Drake, a community near Estes Park, had no exit routes and had to be evacuated by helicopter. Other towns and communities in the area were left with few or no routes for delivering help or exiting the site. The current approach for determining the elevation of a road bridge over waters at flood stage considers the location of the structure in isolation. The importance of the structure relative to the entire network for accessing the served community is not formally considered as a design criterion and bridge elevations are typically determined for the same flood recurrence. However, the failure of a bridge in a locality with few or no access alternatives carries significantly more negative consequences than the failure of another bridge that can be bypassed. This approach results in an uneven vulnerability of many road systems in the protection offered to their served communities. This research project will provide a prototype tool for the determination of the appropriate elevation of bridges in a road network serving a community with access compromised by a flood event. A holistic and systematic determination of safe elevations will help decision makers to prioritize resources for road bridge retrofitting, as well as designers in the engineering of these structures. This will be a reliability - based approach that accounts for the consequences of bridge failure rather than just the structural reliability. KW - Accessibility KW - Air ambulances KW - Base flood elevation KW - Bridges KW - Collapse KW - Colorado KW - Evacuation KW - Flood damage KW - Floods KW - Holistic approach UR - http://www.mountain-plains.org/research/projects/downloads/2014-mpc-448.pdf UR - https://trid.trb.org/view/1312365 ER - TY - ABST AN - 01528066 TI - Determining the Uncertainty in the Current Condition of Bridges for Use in Risk Based Inspection and Management AB - The goal of this project is provide descriptions of uncertainty in structural condition that can be used to improve the timing of bridge inspections and bridge management practice in a risk or performance based framework. In order to achieve this goal, this project will pursue the following objectives: (1) identify all significant sources of uncertainty that are present in our knowledge of an existing bridge and affect understanding of bridge condition and performance; (2) quantify the effect of these sources individually using literature review and parametric studies; (3) investigate ways to combine the various sources of uncertainty into an overall level of uncertainty for a given structure; and (4) provide a simple demonstration of how this definition of uncertainty in bridge condition can be implemented in a framework for risk and performance based inspection planning. Attempting to achieve objectives 2 - 4 for all bridge types would imply a very large project scope, thus based on the quantity and quality of information that can be collected for different types of bridges, a narrow range of structural types will be selected for detailed study. At this point the project anticipates selecting slab and girder bridges with RC deck slabs and steel, reinforced concrete (RC) or precast girders. KW - Bridge decks KW - Condition surveys KW - Girder bridges KW - Inspection KW - Reinforced concrete bridges KW - Risk assessment KW - Structural analysis KW - Uncertainty UR - http://www.mountain-plains.org/research/projects/downloads/2014-mpc-449.pdf UR - https://trid.trb.org/view/1312364 ER - TY - ABST AN - 01528064 TI - Assessing the Cost-Effectiveness of Wyoming's CMAQ Unpaved Road Dust Suppression Program AB - The objective of this study is to quantify the benefits of the use of congestion mitigation and air quality (CMAQ) funds to provide Wyoming counties with funding to apply dust suppressants to their unpaved roads. There are several benefits from the use of dust suppressants. There is the environmental benefit of reduced fugitive dust emissions from unpaved roads. Maintenance costs are generally reduced on treated roads since maintenance isn't needed as often and gravel isn't lost as quickly so it doesn't need to be replaced as often. Finally, treated roads generally provide the user with a higher quality road surface with less raveling, loose aggregate and washboards, all of which can contribute to a loss of vehicle control. Both these improvements in road surface quality and the improved visibility that arises from reductions in dust make unpaved roads safer when they are treated. The goal of this project is to determine the value of the reductions in fugitive dust emissions which are realized by using different dust suppressants and application methods in different situations. By determining the benefits realized in different situations, the results of this study will allow for cost - effective allocation of CMAQ funds in the future. On a broader scale, this study will provide information that will allow for more cost-effective use of road dust suppressants in general. KW - Air quality KW - Congestion Mitigation and Air Quality Improvement Program KW - Cost effectiveness KW - Dust control KW - Highway maintenance KW - Pollutants KW - Stripping (Pavements) KW - Unpaved roads KW - Visibility KW - Wyoming UR - http://www.mountain-plains.org/research/projects/downloads/2014-mpc-451.pdf UR - https://trid.trb.org/view/1312362 ER - TY - ABST AN - 01528063 TI - Updating the Highway Safety Manual 2010 - Part C: Regional Consideration of the Rocky Mountains and Plain Regions AB - The main objectives of this research project are to: (1) identify limitations and possible improvements of the implementation of the first edition of the American Association of State Highway and Transportation Official's (AASHTO's) Highway Safety Manual (HSM) for the Rocky Mountains and Plain Regions; (2) calibrate Safety Performance Functions (SPF) by severity level and crash type for rural roadways taking into consideration the regional effect of low traffic volumes, roadway geometry, crash reporting thresholds and forms, weather conditions, driver population, and the increase in energy related activities.; (3) provide a description of the statistical and practical advantages and disadvantages of the methodology developed in the research and potential barriers to implementation; and to provide guidelines and recommendations for future research. KW - American Association of State Highway and Transportation Officials KW - Calibration KW - Crash reports KW - Crash severity KW - Guidelines KW - Highway safety KW - Highway Safety Manual KW - Regional transportation KW - Rocky Mountain States KW - Traffic crashes UR - http://www.mountain-plains.org/research/projects/downloads/2014-mpc-452.pdf UR - https://trid.trb.org/view/1312361 ER - TY - ABST AN - 01528062 TI - Speed Selection Behavior during Winter Road Conditions AB - The research proposed addresses the knowledge gap in defining the relationship between weather conditions, traffic speed, and driver behavior during adverse winter weather conditions in order to improve the effectiveness of weather responsive traffic management strategies. In particular, the research will be used to provide guidance on selecting target speed compliance and speed variation rates to define success for a weather responsive traffic management strategies. KW - Behavior KW - Driver performance KW - Highway traffic control KW - Snow and ice control KW - Traffic safety KW - Traffic speed KW - Weather conditions KW - Winter UR - http://www.mountain-plains.org/research/projects/downloads/2014-mpc-453.pdf UR - https://trid.trb.org/view/1312360 ER - TY - ABST AN - 01528061 TI - Regional Implementation of Tribal Transportation Safety Program AB - This program will be a one year on-going effort to implement a comprehensive roadway safety program on reservations throughout the Mountain Plains region. The five-step methodology implemented on the Wind River Indian reservation will be applied on other reservations. Assistance will be given to these Tribes to develop a strategic highway safety plan. In coordination of this, livability issues can be better defined and projects identified that meet the need of the individual Tribes. KW - Highway safety KW - Implementation KW - Indian reservations KW - Quality of life KW - Regional transportation KW - Rocky Mountain States KW - Safety programs KW - Strategic planning UR - http://www.mountain-plains.org/research/projects/downloads/2014-mpc-454.pdf UR - https://trid.trb.org/view/1312359 ER - TY - ABST AN - 01528060 TI - Why Are Bike-Friendly Cities Safer for All Road Users? AB - The objectives of this project will be to: (1) identify the influence of socio-demographic and socioeconomic changes in cities experiencing a concurrent increase in bicycling and improvement road safety; (2) characterize the influence of built environment changes in these cities; (3) investigate the relationship between evolving travel behaviors and overall road safety; (4) explore potentially novel sources of citywide travel speed data and pilot a study looking at the potential for systematic differences in travel speed with respect to road safety outcomes; (5) advance knowledge by carrying out analyses to answer research questions 1-4; (6) advance policy and practice by identifying important explanatory variables with respect to building safer cities; (7) advance education through the training of students; and (8) build an evidence base on a novel topic by share findings through publications, presentations, and a project website. KW - Bicycle travel KW - Cities KW - Cyclists KW - Highway safety KW - Information dissemination KW - Policy analysis KW - Safety education KW - Speed data KW - Travel behavior UR - http://www.mountain-plains.org/research/projects/downloads/2014-mpc-455.pdf UR - https://trid.trb.org/view/1312358 ER - TY - ABST AN - 01528059 TI - Performance of Steel Girders Repaired with Advanced Composite Sheets in a Corrosive Environment: A Multi-Physics Approach Leading to Practical Design Recommendations AB - The objectives of this research project are to: (1) understand the mechanism of corrosion progression in carbon fiber reinforced polymer (CFRP) repaired steel bridge girders exposed to a corrosive service environment; (2) examine the effect of corrosion damage on the performance of repaired steel girders in terms of load-carrying capacity and ductility as well as CFRP-steel interfacial behavior; and (3) develop practical design guidelines for bridge engineers who are interested in repairing in-situ bridge girders with CFRP materials. KW - Bearing capacity KW - Carbon fibers KW - Corrosion KW - Fiber reinforced polymers KW - Girder bridges KW - Sheets KW - Steel bridges UR - http://www.mountain-plains.org/research/projects/downloads/2014-mpc-456.pdf UR - https://trid.trb.org/view/1312357 ER - TY - ABST AN - 01528057 TI - Application of a Multi-agent System with the Large-scale Agent-based Model for Freight Demand Modeling AB - Statewide freight demand modeling is important in North Dakota to support agricultural logistics and energy development due to the recent oil boom and the long-term importance of the agricultural industry. The objective of this project is to: (1) review state-of-art agent-based modeling in transportation; (2) develop an survey instrument; (3) determine agents travel behavior in rural and small urban freight movement; (4) design a multi-agent system; (4) apply the agent's travel behavior to statewide freight demand modeling; and (5) develop scenarios to improve safety and sustainability throughout the rural highway network. KW - Agricultural products KW - Demand KW - Freight demand modeling KW - Freight traffic KW - Logistics KW - Multi-agent systems KW - North Dakota KW - Oil booms KW - State of the art KW - Travel behavior UR - http://www.mountain-plains.org/research/projects/downloads/2014-mpc-458.pdf UR - https://trid.trb.org/view/1312355 ER - TY - ABST AN - 01528056 TI - Comparison between 1993 AASHTO Pavement Design Guide and Mechanistic-Empirical Pavement Design Guide with North Dakota Case Study AB - The rapid growth of heavy truck traffic in the oil-impacted western counties of North Dakota poses unique challenges to the highway infrastructure of a historically low-volume rural region. Repeated heavy loads, combined with areas of weak subgrade and freeze-thaw cycles, have caused many roads to fail long before their intended design life (Governing, 2011). Oilfield pavement analyses conducted thus far have utilized the empirical design methods outlined in the 1993 American Association of State Highway and Transportation Officials (AASHTO) Guide for Design of Pavement Structures, based on the AASHO Road Test of the late 1950's. While the AASHTO 1993 Guide has proven an important tool for several decades, its empirical approach limits its effectiveness as a modern pavement design method. Fully understanding the performance and reliability of the new design guide is important for agencies wanting to use it. Moreover, understanding the design differences between the current design guide and the newer Mechanistic Empirical Design Guide (MEPDG) is critical for agencies interested in making the switch. The primary objective of this project is to provide a critical comparison of performance predictions for pavement designed using the 1993 AASHTO Guide against pavements designed using the new design guide, in order to better assist North Dakota agencies in making the decision whether to switch to MEPDG. KW - Freeze thaw durability KW - Guidelines KW - Heavy duty trucks KW - Low volume roads KW - Mechanistic-empirical pavement design KW - North Dakota KW - Oil booms KW - Pavement design KW - Pavement performance KW - Rural areas KW - Service life UR - http://www.mountain-plains.org/research/projects/downloads/2014-mpc-459.pdf UR - https://trid.trb.org/view/1312354 ER - TY - ABST AN - 01528055 TI - Technology and Workforce Development for Remote Sensing of the Transportation Infrastructure AB - The primary goal of this study is to assess and develop means of optimizing hyperspectral remote sensing for use with lightweight (less than 50 pounds) unmanned aircraft systems (UAS) and to provide the relevant training necessary for future practitioners to construct and deploy full solutions. A secondary objective will be to investigate the use of ground or vehicle based hyperspectral systems. A variety of knowledge domain experts in signal processing, image analysis, data mining, data management, geospatial analysis, optics, rules-based engines, cloud computing and mobile computing are needed to implement complete solutions. Effective implementations will generally merge cross-disciplinary expertise to analyze the fusion of data from a variety of sources to quantify performance and assess risks, threats, and vulnerabilities in the transportation system (Bridgelall 2014). The transformation of remote sensing data into actionable information requires forms of signal processing and data analysis that are still evolving and/or not yet fully understood. The associated decision-support platforms and asset management systems rely on tailoring multidisciplinary aspects of the full solution to remote sensing applications for maximum effectiveness in realizing their potential benefits while reducing the complexity of human interfaces. Educators have placed little, if any, attention on inventorying the skill sets and workforce availability for personnel who can process and derive actionable information from these data sources. To achieve this goal, the team will execute the following objectives: (1) conduct a utility study to catalog current practices and high-priority emerging opportunities for hyperspectral sensing; (2) identify emerging and related sensor technologies for inclusion in future transportation infrastructure needs assessments; and (3) formulate means that Midwest-Plains Consortium (MPC) members can utilize to build upon their existing curricula and ensure a properly trained workforce with relevant skills and understanding within those domains. KW - Asset management KW - Cloud computing KW - Data mining KW - Drone aircraft KW - Image analysis KW - Mobile computing KW - Remote sensing KW - Risk assessment KW - Signal processing KW - Technological innovations UR - http://www.mountain-plains.org/research/projects/downloads/2014-mpc-460.pdf UR - https://trid.trb.org/view/1312353 ER - TY - ABST AN - 01528054 TI - Analytical Modeling for Progressive Failure Assessment of Curved and Skewed Highway Bridges Subjected to Seismic Hazards AB - Curved and/or skewed bridges are very common on highways across the country. These bridges are more vulnerable to seismic than typical straight ones. The current specifications do not provide enough coverage for the curved and skewed bridges on progressive failure risk. Under the joint impact from post-seismic traffic and partial damage of some members from seismic, the progressive failure risk will increase depending on the intensity of seismic and traffic at the time. It is thus important to evaluate the progressive failure risk of vulnerable curved and skewed bridges immediately after the seismic occurrence. However, such a simulation tool which can enable progressive analysis of curved and skewed bridges subjected to traffic and seismic is not available. This study will develop an analytical framework of modeling progressive failure risk of typical curved and skewed bridges subjected to seismic and traffic. KW - Curved bridges KW - Earthquake resistant design KW - Failure KW - Risk assessment KW - Simulation KW - Skewed structures UR - http://www.mountain-plains.org/research/projects/downloads/2014-mpc-461.pdf UR - https://trid.trb.org/view/1312352 ER - TY - ABST AN - 01528052 TI - Rehabilitation Project Selection and Scheduling in Transportation Networks AB - Road infrastructure in the United States (US) is aging rapidly as many roads are approaching or exceeding their design life. As a result, transportation agencies need to allocate more resources to maintenance and rehabilitation (M&R) activities. The National Highway System (NHS) spent 48.5 percent of its total capital spending in 2008 in system rehabilitation, the highest percentage since 2000. On the other hand, stringent budgets provide insufficient funding to support all needed M&R projects. Decision makers have to prioritize and select projects based on their tangible benefits to the transportation system. Meanwhile, traffic congestion across the country has been on the rise over the past 30 years by every measure. The problem is further exacerbated by an increasing number of M&R projects performed on already-congested roads. Work zones are estimated to account for nearly 24% of non-recurring delay on freeways. Hence, M&R project selection and scheduling not only are essential to restore and maintain a reasonable level of service on existing roads but also have profound impact on congestion mitigation. The objectives of this project are to: (1) explicitly capture the impacts of the presence of multiple M&R projects on travelers' route choice behavior; and (2) strategically select and schedule M&R projects in a transportation network over a finite planning horizon to maximize social benefit. KW - Infrastructure KW - Level of service KW - Maintenance practices KW - Preventive maintenance KW - Resource allocation KW - Route choice KW - Service life KW - Traffic congestion KW - Travel behavior KW - Traveler information and communication systems KW - Work zones UR - http://www.mountain-plains.org/research/projects/downloads/2014-mpc-463.pdf UR - https://trid.trb.org/view/1312350 ER - TY - ABST AN - 01528051 TI - Development of Network-Based Measures and Computational Methods for Evaluating the Redundancy of Transportation Networks AB - Natural and man-made disasters encountered in the past decade (e.g., the 9/11 terrorist attacks in 2001, the London Bombing in 2005, Hurricanes Katrina and Rita in 2005, Minneapolis' 35W bridge collapse in 2007, Christchurch, New Zealand's earthquake in February 2011, Japan's devastating earthquake/tsunami in March 2011, and the Superstorm Sandy in 2012) have repeatedly emphasized the importance of transportation networks and the need for government agencies and communities to make this system more resilient. Recently, various conceptual and/or computational frameworks have been proposed to analyze resiliency for a general transportation network resiliency evaluation framework, for a freight system resiliency evaluation framework, and for a general civil infrastructure system. The objectives of this research are twofold: (1) to develop network-based measures for systematically characterizing the redundancy of transportation networks, and (2) to develop computational methods for evaluating the network-based redundancy measures. The proposed research on network redundancy can be considered as a critical component in assessing network resiliency and also designing a more resilient transportation network against disruptions. KW - Computational methods KW - Cooperation KW - Disaster preparedness KW - Disasters and emergency operations KW - Freight transportation KW - Hurricanes KW - Infrastructure KW - Redundancy KW - Resilience (Materials) KW - Service disruption KW - Terrorism UR - http://www.mountain-plains.org/research/projects/downloads/2014-mpc-464.pdf UR - https://trid.trb.org/view/1312349 ER - TY - RPRT AN - 01519415 AU - Mehta, Yusuf AU - Nolan, Aaron AU - DuBois, Eric AU - Zorn, Sara AU - Batten, Eileen AU - Shirodkar, Prashant AU - Rowan University AU - New Jersey Department of Transportation AU - University Transportation Research Center AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Correlation between Multiple Stress Creep Recovery (MSCR) Results and Polymer Modification of Binder PY - 2013/09/30/Final Report SP - 120p AB - Nationwide traffic loads are increasing, pushing conventional asphalt to its limit. In New Jersey matters are made worse by the heavy use of the Northeast Corridor. Polymer modification of asphalt, which can improve both low and high performance, is already available; however, in many cases traditional Superpave testing is not sensitive enough to quantify the impact of modification, dimensioning its use. Elastic Recovery and Forced Ductility, Superpave Performance Grade Plus tests, are sensitive to polymer modification but are time intensive and costly. These obstacles have lead the New Jersey Department of Transportation (DOT) to require styrene-butadiene or styrene-butadiene-styrene to be incorporated in all modified binder to ensure performance, causing supply shortages and rising cost in the state. A relatively new test developed by the Federal Highway Administration, Multiple Stress Creep Compliance (MSCR) offers a simpler procedure using the Dynamic Shear Rheometer (DSR), thus it does not require the expense of purchasing additional testing equipment. The objective of this study is to determine the feasibility of using MSCR as a specification for binder testing. Upon testing a variety of binders it has been determined that MSCR binder testing is sensitive to flow time results. Binders with non-recoverable compliance value (Jnr) of less than 0.5 kPa-1 appear to show better high temperature performance. The MSCR elastic curve requirement appears to be the most stringent of the requirements to evaluate elastic response as compared to elastic recovery at 25ºC and phase angle of 75º. An MSCR recovery at 3.2kPa greater than 40% will ensure that it is above the MSCR elastic recovery curve. This could serve as an alternative specification to the MSCR elastic recovery curve. The guidelines set forth by the American Association of State Highway and Transportation Officials (AASHTO) MP 19-10, in which the binders are graded according to traffic (equivalent single axle loads) by using Jnr is recommended. Additionally 1) The New Jersey DOT should use the access database system as a prescreening process for binder selection, alleviating extraneous binder testing and the cost associated with them. 2) New Jersey DOT could eliminate the use of elastic recovery, thus saving almost $15,000 dollars on capital cost of equipment and up to $500 per binder characterization considering labor and depreciation cost. These could lead to considerable savings of thousands of dollars over several years.; 3) Additional testing, including field performance should be conducted on binders with low Jnr (less than 0.5 kPa-1) and with a lower PG-grade, such as PG 64-28 versus PG 64-22. and 4) This can be addressed by closely looking at the Original Dynamic Shear Rheometer (ODSR) result of binders. For example, at 64˚C, if the G*/sin(δ) is below 2.0 kPa, it is unlikely to pass a higher grade and withstand heavy traffic., and 5) Low non-recoverable creep compliance (Jnr < 0.5 kPa-1) coupled with high MSCR recovery at 3.2 kPa (recovery greater than 40%) and G*/sin(δ) high enough to pass the next high grade will ensure that the binder selected will withstand heavy and extreme traffic levels. KW - Binder content KW - Binders KW - Dynamic modulus of elasticity KW - Feasibility analysis KW - Mix design KW - Multiple Stress Creep Recovery KW - New Jersey KW - Pavement performance KW - Polymer asphalt KW - Polymers KW - Rheometers KW - Superpave KW - Test procedures UR - http://www.utrc2.org/sites/default/files/pubs/Final-MSCR-Polymer-Modification.pdf UR - https://trid.trb.org/view/1302422 ER - TY - RPRT AN - 01516400 AU - Zatar, Wael AU - Wait, Isaac AU - Niemann, William AU - Rahall Appalachian Transportation Institute AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - Criteria for Predicting Scour of Erodible Rock in West Virginia PY - 2013/09/25/Final Report SP - 335p AB - This research project was conducted to characterize the hydraulic scour of rock at 15 selected bridge sites in West Virginia (at least one site in each of West Virginia Division of Highway's (WVDOH’s) ten districts). The study assessed the applicability of a recently-developed rock scour prediction technique to the types of rock and scour conditions found in West Virginia, and identified techniques that can be used to better characterize scour potential at existing and proposed bridge locations. Foundation inspection, rock coring and sample collection, and measurement of scour depth at all sites led to a determination of each site’s mode of scour and enabled modified slake durability testing to develop a median Geotechnical Scour Number (GSN) for rock encountered at each bridge site. Flow conditions over time were assessed for each site using stream gage data where such data was available (three sites), and watershed models, coupled with probabilistic characterizations of precipitation, where stream gage data was not available (12 sites). Scour depth observed at each site, coupled with estimates of Cumulative Excess Stream Power, enabled the calculation of a Scour Number at each site. The scour prediction method applied for this project is designed specifically for sites characterized by abrasion of degradable rock. Ideally, this mode of scour can be confirmed before the method is applied, but in cases where the mode of scour is not clear from field data, or where more than one mode of scour is operating at the same site, this may not be possible or practical. For sites affected only by abrasion, Scour Number and GSN should be consistent, allowing GSN to be used as a predictive measure of scour potential. In this project, however, Scour Number and GSN deviated considerably. The Scour Number/GSN (which, if GSN is to be predictive should have been near 1.0) varied from 3.9 – 17,000. The quarrying mode of scour, where durable, fractured rock is plucked away in discrete scour events from its original location, was evident to varying degrees at 14 of the 15 project sites, and explains why the GSN-centered approach of predicting rock scour, which is contingent on the progressive wear (i.e., abrasion) of non-durable degradable rock, did not apply to the data collected. In those cases where the mode of scour was unclear from field evidence, the lack of agreement between Scour Number and GSN served as indirect confirmation that scour was significantly or wholly attributable to quarrying and not abrasion. Though methodologies have been proposed to attempt scour depth prediction for quarrying , such methods require a comprehensive characterization of the distribution of block shape and dimensions, joint angle, block density, block protrusion, and flow field conditions, and applying such an approach was beyond the scope of this project. Other likely contributors to differences between Scour Number and GSN include uncertainties inherent in probabilistic characterizations of flow, and variations in the flow field along abutments (in contrast to the relative simplicity of the flow field at a pier). Results lead to the conclusion that GSN may not be a universally-appropriate tool for predicting rock scour across the range of rock types and flow conditions found in West Virginia, particularly in view of widespread quarrying of durable rock at the project sites. A Scour Mode Decision Tree was developed to aid in identifying scour mode at future sites where scour assessments are performed, and a method was developed for generating a probabilistic estimation of Average Annual Cumulative Effective Stream Power. KW - Abrasion KW - Bridge foundations KW - Decision trees KW - Field studies KW - Mathematical prediction KW - Rocks KW - Scour KW - Streamflow KW - West Virginia UR - http://www.njrati.org/assets/reports/RP273_-_Rock_Scour_-_Revised_Final_Report_-_2013-09-26_2.pdf UR - https://trid.trb.org/view/1300194 ER - TY - RPRT AN - 01506244 AU - de Aragón, Fernando AU - Tompkins County Rideshare Coalition AU - Zimride, Incorporated AU - New York State Department of Transportation AU - New York State Energy Research and Development Authority AU - Federal Highway Administration TI - Tompkins County Rideshare Coalition PY - 2013/09/25/Final Report SP - 83p AB - The objective of this project was to pilot the implementation of automated on-line ridesharing in Tompkins County, New York. Zimride was used as the web based ride matching platform. Four ‘portals’ were developed to serve different groups: three for local institutions of higher education and a fourth for community-wide access. The project was implemented for a period of three years. Results indicate substantial interest in online ridesharing services. Project metrics show impacts in energy savings and emission reductions from displaced potential private vehicle use. By pairing individuals looking for rides with drivers offering empty seats you increase the efficiency of the transportation system with minimal investment. One-time rides proved to be in very high demand, particularly in the college communities. Further work is needed to promote online ridesharing on a multi-county regional basis in order to capture a greater proportion of the large number of intercounty commuters. KW - Computer online services KW - Energy consumption KW - Pollutants KW - Ridesharing KW - Tompkins County (New York) UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-10-04%20Final%20Report_10-16-13.pdf UR - https://trid.trb.org/view/1290262 ER - TY - ABST AN - 01503389 TI - FHWA Traffic Noise Model 3.0 User Interface AB - The Federal Highway Administration (FHWA) is soliciting for proposals to interface the FHWA Traffic Noise Model (TNM) version 3.0 acoustics library with computer aided design (CAD) and/or geographic information systems (GIS) software. This BAA seeks to facilitate use of a variety of user interfaces for TNM v3.0. This will allow for greater interoperability between design tools used by state DOTs and consultants using CAD and GIS software. Ideas may also include interfacing TNM v3.0 with new, open source, or web based applications and use of Open Geospatial Consortium (OGC) standards. This program focuses on innovative solutions that maximize user flexibility and options while implementing requirements of TNM v3.0. Offerors should become familiar with the FHWA TNM to increase the likelihood of a successful proposal. In preparation of offerors developing their pre-proposals, the offerors may download previous versions of TNM, user manual and technical manual at http://www.fhwa.dot.gov/environment/noise/traffic_noise_model/. This project consists of a pre-proposal phase during which the FHWA solicits ideas from offerors on how to solve the research question and a full proposal phase during which the FHWA will invite selected offerors of pre-proposals to submit a full proposal implementing the ideas presented in their pre-proposal. KW - Computer aided design KW - Geographic information systems KW - Proposals KW - State departments of transportation KW - Traffic noise KW - Websites (Information retrieval) UR - https://trid.trb.org/view/1285470 ER - TY - RPRT AN - 01496802 AU - Schram, Scott AU - Williams, R Christopher AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Evaluation of Bias in the Hamburg Wheel Tracking Device PY - 2013/09/25/Final Report SP - 17p AB - As the list of states adopting the Hamburg Wheel Tracking Device (HWTD) continues to grow, there is a need to evaluate how results are utilized. American Association of State Highway and Transportation Officials T 324 does not standardize the analysis and reporting of test results. Furthermore, processing and reporting of the results among manufacturers is not uniform. This is partly due to the variation among agency reporting requirements. Some include only the midpoint rut depth, while others include the average across the entire length of the wheel track. To eliminate bias in reporting, statistical analysis was performed on over 150 test runs on gyratory specimens. Measurement location was found to be a source of significant variation in the HWTD. This is likely due to the non-uniform wheel speed across the specimen, geometry of the specimen, and air void profile. Eliminating this source of bias when reporting results is feasible though is dependent upon the average rut depth at the final pass. When reporting rut depth at the final pass, it is suggested for poor performing samples to average measurement locations near the interface of the adjoining gyratory specimens. This is necessary due to the wheel lipping on the mold. For all other samples it is reasonable to only eliminate the 3 locations furthest from the gear house. For multi-wheel units, wheel side was also found to be significant for poor and good performing samples. After eliminating the suggested measurements from the analysis, the wheel was no longer a significant source of variation. KW - Bias (Statistics) KW - Evaluation KW - Hamburg Wheel Tracking Device KW - Ruts (Pavements) KW - Statistical analysis KW - Test procedures UR - http://publications.iowa.gov/15265/1/IA_DOT_RB00-010_Bias_Hamburg_Wheel_Tracking_Dev_Final.pdf UR - http://www.iowadot.gov/research/reports/Year/2013/fullreports/Hamburg%20Final%20Report.pdf UR - https://trid.trb.org/view/1265878 ER - TY - ABST AN - 01563872 TI - Miles Based User Fee (MBUF) AB - The objective of the pooled fund project is to learn and begin coordinating efforts with respect to the miles based user fee (MBUF) concept. Up to now, coordination between states has been difficult. Several states have conducted their own research and demonstration projects and some states have expressed interest in just learning more about the topic. In an effort to begin coordinating efforts and advancing the knowledge on MBUF the pooled fund will have two main objectives: (1) Offer membership to the MBUF Alliance. Each state will have opportunity to dedicate a portion of their annual contribution towards this organization and their educational events. As a research and educational organization, the mission of the Mileage-Based User Fee Alliance is to: (a) Create a constructive learning environment and policy space for collaboration and networking among individuals and groups interested in mileage based user fees; (b) Coordinate efforts to build awareness of mileage-based user fee programs in the US and around the world; and (c) Promote research to test the feasibility of mileage-based user fee programs. (2) Solicit and select specific research projects that all member states are jointly interested in performing. On an annual cycle, the remaining project moneys will be used to fund research projects that will cover areas of the MBUF concept that have not been explored to date. Topics could range from alternate tax collection designs, to enforcement alternatives, to private industry scenario testing and standards recommendations. KW - Demonstration projects KW - Financing KW - Mileage-based user fees KW - States KW - Strategic alliances KW - Taxes UR - http://www.pooledfund.org/Details/Study/531 UR - https://trid.trb.org/view/1354978 ER - TY - ABST AN - 01493815 TI - Technology Transfer of Transportation Research Products and Ideas for Caltrans and the FHWA Division Office AB - Provide a mechanism to rapidly fund small projects that will promote or aide in the implementation of developed technologies that will enhance the transportation industry. This could include sponsoring workshops and conferences and creating informational materials. Provide funding for travel to support the development of marketing and technology transfer activities between state departments of transportation (DOTs), other public agencies, industry associations, national or regional associations and the California Department of Transportation (Caltrans) along with the Federal Highway Administration (FHWA) California Division technical staff. The technology concerns may be in conjunction with ongoing research, or for improved operations, maintenance or other Caltrans/Division transportation functions. KW - Financing KW - Information dissemination KW - State departments of transportation KW - Technology transfer KW - U.S. Federal Highway Administration KW - Workshops UR - http://www.pooledfund.org/Details/Study/304 UR - https://trid.trb.org/view/1263178 ER - TY - ABST AN - 01576053 TI - Inorganic Polymers: Novel Ordinary Portland Cement-free Binders for Transportation Infrastructure AB - Controlled compositional glasses and commercial Class F fly ash will be comprehensively characterized for physical and chemical characteristics and phase balance using x-ray fluorescence (spectroscopy) (XRF), x-ray diffraction (spectroscopy) (XRD), scanning electron microscope – energy dispersive x-ray (SEM-(EDS), and laser diffraction methods. Electrochemical surface forces apparatus (EC-SFA) and vertical scanning interferometry (VSI) methods will be used to quantify aluminosilicate dissolution processes. Outputs from these studies will be used to advance the thermokinetic simulation model and predict rate of reactions and phase balances in inorganic polymer (IP) formulations. KW - Binders KW - Electrochemical processes KW - Fly ash KW - Infrastructure KW - Inorganic compounds KW - Polymers KW - Portland cement KW - Simulation UR - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-13-0105 UR - https://trid.trb.org/view/1370002 ER - TY - ABST AN - 01570483 TI - Demonstration of Network Level Pavement Structural Evaluation with Traffic Speed Deflectometer AB - The objective of the proposed pooled-fund project is to assess the feasibility of and demonstrate the use of Traffic Speed Deflectometer (TSD) for network level pavement structural evaluation for use in the participating state agencies' pavement management application and decision making. Federal Highway Administration (FHWA) research project under Contract Number DTFH61-12-C-00031 will compliment this proposed pooled fund study. KW - Decision making KW - Deflectometers KW - Evaluation and assessment KW - Pavement management systems KW - Structural analysis KW - Traffic speed UR - http://www.pooledfund.org/Details/Study/518 UR - https://trid.trb.org/view/1362124 ER - TY - ABST AN - 01545930 TI - Production of a Major Update to the 2010 Highway Capacity Manual AB - The objective of this research is to update the Highway Capacity Manual (HCM) 2010 (with a target publication date within 2015) to support, to the extent practical, (1) the performance measure requirements of MAP-21, (2) travel time reliability analysis, and (3) Active transportation and demand management (ATDM) strategy evaluation, while maintaining its support of the more traditional system planning, design, and operations activities. To realize a new HCM 2015, the information in selected HCM chapters will need to be revised to incorporate the aforementioned research results, as adopted by the Transportation Research Board (TRB) Highway Capacity and Quality of Service (HCQS) Committee. Any other changes to the HCM identified and approved by this committee should also be incorporated in the updated chapters. The plan for the development of the update was approved by the panel and the TRB HCQS Committee at their January 2014 meetings. The contractor has submitted several draft chapters for Committee review and work is continuing. Research tasks are as follows: Task 0. Preparation of the Amplified Research Plan. Task 1. Strategic Highway Research Program (SHRP) 2 L38 Pilot Testing of Reliability Workshop. The objective of this task is to attend the workshop that is scheduled for October 2013 in Washington D.C. and to prepare a written summary of the meeting. The findings of this task will be documented in a working paper. The first draft of the working paper will be submitted no later than nine weeks after the start of the project. A final draft of the working paper will be submitted after SHRP 2 L38 is completed in June 2014. Task 2. Planning for the Major Update to the 2010 HCM. The objectives of this task are to (1) obtain HCM 2010 user feedback; (2) assess the audience, purpose, and scope of the HCM; (3) identify candidate technical and conceptual updates for the HCM; (4) describe the issues associated with incorporating the candidate updates into the HCM; (5) develop prioritization criteria and use these criteria to develop a prioritized list of updates; and (6) develop recommendations on the management of computational engines. There will be five working paper deliverables from this task. The first draft of each working paper will be submitted no later than nine weeks after the start of the project. A final draft of each working paper will be submitted after the research team has met with the TRB HCQS Committee and the NCHRP panel in January 2014. Task 3. Production Specifications for the Major Update to the 2010 HCM. This task will recommend specific content to be added in the update, how it will be presented, and the schedule for developing it. There will be three working paper deliverables from this task: (1) Plans for Addressing Issues and Improvements, (2) Table of Contents and Production Schedule, and (3) Style Guide. Task 4. Preparation of First and Final Draft Chapters. The objectives of this task are to prepare first draft and final draft HCM chapters and submit them to the NCHRP Panel as well as to the TRB Highway Capacity and Quality of Service (HCQS) Committee for review and comment. The schedule for these chapter drafts will be developed in Task 3. Task 5. TRB Editing Process. Once the final draft chapters have been reviewed by the NCHRP Panel and the TRB HCQS Committee and the research team has made the suggested revisions, the team will submit the final HCM in electronic form to NCHRP and TRB. TRB Publications will then take the lead role in producing the final products that will be made available to the user community. The objective of Task 5 is to assist TRB Publications staff on an as-needed, quick-turnaround basis, so that the HCM update can be published in a timely manner. Task 6. Outreach Activities. The objective of this task is to produce materials that will accelerate the implementation of the HCM update by the practicing public. To facilitate the adoption of the update, the team will create training material and a PowerPoint® Presentation that introduces the update. Task 7. Final Report. The objective of this task is to produce a summary of work activities conducted during the production of the HCM update. The Final Report will articulate the "how" and "why" of key decisions made and key activities undertaken along the way so that the logic and rationale is not lost to future practitioners who aim to utilize and build upon this effort. The Highway Capacity Manual (HCM) is a nationally recognized document to guide practitioners in the planning, design, and operation of highway facilities. It has become the model for similar manuals in the United States as well as many other countries. Since the publication of HCM 2010, great strides have been achieved in the areas of travel time reliability and active transportation and demand management (ATDM). Also, a newly enacted transportation bill (Moving Ahead for Progress in the 21st Century Act, (MAP-21)) places a new federal emphasis on performance measurement. To address these emerging needs, several research efforts have developed material suitable for incorporation into the HCM to facilitate implementation. Key efforts include: SHRP 2 Project L08, "Incorporation of Travel Time Reliability into the Highway Capacity Manual"; NCHRP Project 03-96, "Analysis of Managed Lanes on Freeway Facilities"; NCHRP Project 03-97, "Traffic Signal Analysis with Varying Demands and Capacities"; NCHRP Project 03-98, "Guidelines on the Use of Auxiliary Through Lanes at Signalized Intersections"; NCHRP Project 03-100, "Evaluating the Performance of Corridors with Roundabouts"; NCHRP Project 03-107, "Work Zone Capacity Methods for the Highway Capacity Manual"; Federal Highway Administration (FHWA) ATDM: Highway Capacity Manual Methodologies to Assess Advanced Traffic Management Strategies that Influence Traffic Demand; FHWA TOPR34: Accelerating Roundabout Implementation in the United States; and NCFRP Project 41, "Incorporating Truck Analysis into the Highway Capacity Manual."Some of these projects are complete, while others are still in progress. Several of them will be producing material for inclusion in Volume 4 of the HCM (the electronic online portion), while others are recommending changes to Volumes 1 through 3. A holistic review of the research results is needed to ensure that the HCM 2015 best meets the needs of its users. KW - Active Transportation and Demand Management KW - Evaluation KW - Highway capacity KW - Highway Capacity Manual KW - Highway design KW - Highway operations KW - Highway planning KW - Manuals KW - Moving Ahead for Progress in the 21st Century Act KW - Nonmotorized transportation KW - Performance measurement UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3577 UR - https://trid.trb.org/view/1332879 ER - TY - ABST AN - 01503386 TI - Implementation of "Notices and Offers by Electronic Methods: Process Streamlining" AB - This research study will be done in order to provide the Federal Highway Administration (FHWA) with the technical information necessary to determine how internet-based systems can be used to streamline the acquisition process. More specifically, these internet systems will assist in the delivery of notices and offers that are integral to the right-of-way (ROW) acquisition process. This research will identify when it is and is not appropriate to use electronic methods of transmittal for notices and making offers. This research should also advise FHWA on current state-of-the-art electronic delivery or signature verification methods that could be used to streamline or update current requirements. KW - Electronic data interchange KW - Electronic mail KW - Information technology KW - Right of way (Land) KW - State of the art KW - Streamlining KW - Technological innovations UR - https://trid.trb.org/view/1285467 ER - TY - ABST AN - 01503384 TI - Cycle Track Planning and Design Information AB - The purpose of this task is to develop Cycle Track Planning and Design Information to provide information to transportation professionals to accommodate bicycle transportation and promote safety for all transportation users. This research will support the goal of ensuring that separated bikeway facilities are designed to the highest possible degree of safety, while encouraging their implementation in the appropriate context. KW - Bicycle facilities KW - Bikeways KW - Cyclists KW - Implementation KW - Planning and design KW - Safety UR - https://trid.trb.org/view/1285465 ER - TY - RPRT AN - 01613749 AU - Federal Highway Administration TI - Local Road Safety Peer Exchange – Region 9 PY - 2013/09/17 SP - 14p AB - This report provides a summary of the proceedings of the Region 9 Local Road Safety Peer Exchange held in Sacramento, California on September 17 and 18, 2013. The Federal Highway Administration (FHWA) Office of Safety (HSA) sponsored the peer exchange in coordination with Region 9 of the National Local Technical Assistance Program Association (NLTAPA). The goal of the peer exchange was to facilitate the exchange of information on local road safety and explore opportunities for greater coordination and communication between FHWA, State Departments of Transportation (DOTs), Local/Tribal Technical Assistance Program (LTAP/TTAP) Centers, and local officials/practitioners within the States. The Peer Exchange covered the following key topics: (1) Improving local road safety data collection and analysis; (2) Encouraging local involvement in the development and implementation of Strategic Highway Safety Plans (SHSPs); (3) Increasing local agency participation in the Highway Safety Improvement Program (HSIP); (4) Addressing new requirements under the Moving Ahead for Progress in the 21st Century Act (MAP-21); and (5) Improving interagency collaboration. Region 9 States in attendance included: Alaska, Arizona, California, Idaho, Nevada, Utah, and Washington. Representatives from the following local agencies participated in this event: the City of Sacramento, CA; Nevada County, CA; Placer County, CA; Trinity County, CA; the Cache Metropolitan Planning Organization (MPO), Logan, UT; Gila River Community, Sacaton, AZ; and Thurston County, WA. The format of the Peer Exchange consisted of a series of presentations and roundtable and breakout group discussions. Participants from each State were charged with developing action plans at the end of the workshop to address the key topics noted above in their respective States. The action plans identify strategies to address each issue, as well as resources and champions to advance those objectives. A brief description of the peer exchange proceedings is provided in this report. KW - California Department of Transportation KW - Cooperation KW - Data analysis KW - Data collection KW - Highway safety KW - Highway Safety Improvement Program KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Peer exchange KW - State departments of transportation KW - Strategic Highway Safety Plan KW - Strategic planning UR - http://ntl.bts.gov/lib/59000/59400/59453/peer_report_CA_Sept2013.pdf UR - https://trid.trb.org/view/1425522 ER - TY - ABST AN - 01577462 TI - Warning Sign Legends for Emergency Incidents AB - This project will conduct simulation and field evaluations using motorists and first responders to the effectiveness of various text and symbol sign designs deployed by first responders such a fire, ems, and police for the purpose of Traffic Incident management and in the prevention of secondary crashes. KW - Field studies KW - Incident management KW - Secondary crashes KW - Simulation KW - Symbol signs KW - Text messaging KW - Warning signs UR - https://trid.trb.org/view/1370724 ER - TY - ABST AN - 01503387 TI - Developing a Framework for Better Addressing Health into Corridor Transportation Planning AB - The contractor will obtain information about the current range of health in transportation (livability, active living, land-use, safety, etc.) practices from existing legislation, regulations, and research efforts. The goal is to educate and inform the project management team. This will be accomplished through literature searches or scans, personal knowledge, outreach and reviews of the state of the practice. This will include a section that identifies and recommends possible methodologies and ideas about structuring the remaining research. The report will include recommendations about gaps in the current research, legislation and regulations and where to go next with studies such as Federal Highway Administration (FHWA) recent studies including the Non-motorized Transportation Pilot Program, Metropolitan Area Transportation Planning for Healthy Communities Report, and Linking Transportation Planning with Public Health: An Ecological-Based Paradigm for Institutional Collaboration. KW - Land use planning KW - Metropolitan planning organizations KW - Nonmotorized transportation KW - Policy, legislation and regulation KW - Public health KW - Recommendations KW - State of the practice KW - Transportation planning UR - https://trid.trb.org/view/1285468 ER - TY - ABST AN - 01547640 TI - Optimizing the Risk and Cost of Materials QA Programs AB - The objective of this research is to develop a methodology for establishing a materials quality assurance (QA) program that optimizes risk and cost by providing appropriate types, levels, and frequencies of testing for transportation projects across their full range of type, size, complexity, and project-delivery method. The methodology shall (1) be based on a rigorous assessment of the risk and efficiency of resource allocation associated with materials QA practices and (2) consider the effects of aligning state department of transportation (DOT) materials testing and acceptance requirements and procedures for federal-aid highway construction projects with the Code of Federal Regulations, Title 23, Highways, Part 637 as well as how such requirements may differ for projects that are solely state funded. For the purposes of this research, materials QA is defined as all those planned and systematic actions necessary to provide confidence that a material will perform satisfactorily in service; it includes the contractor's quality control (QC), the agency's acceptance procedures, and independent assurance (IA). KW - Costs KW - Materials KW - Optimization KW - Quality assurance KW - Quality control KW - Risk KW - Road construction UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3403 UR - https://trid.trb.org/view/1335193 ER - TY - ABST AN - 01503380 TI - Regional Transportation Planning Organizations (RTPO) AB - The research will provide an inventory of states with established Regional Transportation Planning Organizations (RTPOs), a literature review, identification of RTPO practices, detailed interviews with state department of transportation (DOT) staff, and RTPO staff. The research will provide a state of the practice of the current RTPO process and how states and RTPOs are currently meeting the Moving Ahead for Progress in the 21st Century (MAP-21) language with the development of long range transportation plans and transportation improvement programs. KW - Long range planning KW - Moving Ahead for Progress in the 21st Century Act KW - Regional planning KW - Regional transportation KW - State departments of transportation KW - State of the practice KW - Strategic planning KW - Transportation planning UR - https://trid.trb.org/view/1285461 ER - TY - ABST AN - 01570482 TI - Next Generation Concrete Pavement Road Map AB - This problem statement is for the establishment of a Next Generation Concrete Pavement Road Map (Next Gen CP Road Map) Pooled Fund to carry on the work started by the Federal Highway Administration's (FHWA's) initial Concrete Pavement Roadmap Pooled Fund, TPF-5(185), which ended June 2012. This initial pooled fund was developed to guide concrete pavement research investments identified as critical for accomplishing customer-driven goals. This Next Gen CP Road Map pooled fund will continue the effort to identify needed research to help the concrete pavement community meet today's paving needs and tomorrow's pavement challenges. KW - Concrete pavements KW - Next generation design KW - Pavement performance KW - Pavement testing KW - Paving UR - http://www.pooledfund.org/Details/Study/528 UR - https://trid.trb.org/view/1362123 ER - TY - RPRT AN - 01587751 AU - Balke, Kevin AU - Gopalakrishna, Deepak AU - Battelle AU - Texas A&M Transportation Institute AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Utah DOT Weather Responsive Traffic Signal Timing PY - 2013/09/13/Final Report SP - 109p AB - Over the past decade, Federal Highway Administration’s (FHWA) Road Weather Management Program (RWMP) has championed the cause of improving traffic operations and safety during weather events. The program’s current emphasis is to encourage agencies to be more proactive in the way that they manage traffic operations during weather events. Weather Responsive Traffic Management (WRTM) is the central component of the program’s efforts. WRTM involves the implementation of traffic advisory, control, and treatment strategies in direct response to or in anticipation of developing roadway and visibility issues that result from deteriorating or forecasted weather conditions. WRTM also includes using weather forecasting to provide proactive advisories, control, and maintenance strategies In 2011, the RWMP initiated a project to document recent developments in WRTM, identify improvements to the strategies, and develop implementable Concepts of Operations. As a follow-on task, three concepts were selected for further implementation and real-world deployment. This report describes the implementation of one particular concept relating to weather responsive traffic signal management by Utah DOT. The report contains the system design, operation, evaluation approach, findings and lessons learned from the implementation. KW - Evaluation KW - Implementation KW - Road weather information systems KW - Road Weather Management Program KW - System design KW - Traffic signal control systems KW - Utah Department of Transportation KW - Weather conditions UR - http://ntl.bts.gov/lib/51000/51100/51165/C42F9252.pdf UR - https://trid.trb.org/view/1386606 ER - TY - ABST AN - 01576055 TI - Remote, Wireless Camera Systems for Environmental Monitoring of Transportation Corridors AB - Wildlife movement across, under, and adjacent to highway rights-of-way and crossing structures is of critical concern for environmental protection, regulatory, and public safety reasons. Using low-powered/self-powered camera networks communicating via wireless, wired, or cell technologies with Web-informatics could provide information for short-term project and mitigation needs and long-term monitoring needs. The goal of this research is to develop the technology to support the evolution of wildlife monitoring associated with transportation corridors from manually maintained cameras to wired and wireless camera systems employing a variety of communication technologies. Further, these systems are fully integrated and usable with Web-informatics systems, making data collection and sharing more consistent and easier. This new approach is both feasible and attractive to transportation planning and environmental assessment because it makes the cost and benefits of these systems more predictable and the outputs more continuous. The proposed system also resembles current traffic flow monitoring systems, which are increasingly familiar to transportation staff and the public. Finally, the system will reduce risk to staff accessing wildlife cameras from the right-of-way because camera system maintenance will be occasional. KW - Cameras KW - Environmental protection KW - Monitoring KW - Right of way (Traffic) KW - Risk assessment KW - Traffic flow KW - Wildlife crossings KW - Wireless communication systems UR - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-13-0107 UR - https://trid.trb.org/view/1370005 ER - TY - RPRT AN - 01518766 AU - Gopalakrishna, Deepak AU - Cluett, Chris AU - Kitchener, Fred AU - Sturges, Leigh AU - Battelle AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Utah DOT Weather Responsive Traveler Information System PY - 2013/09/13/Final Report SP - 110p AB - Over the past decade, the Federal Highway Administration’s (FHWA) Road Weather Management Program (RWMP) has championed the cause of improving traffic operations and safety during weather events. The program’s current emphasis is to encourage agencies to be more proactive in the way that they manage traffic operations during bad weather. Weather Responsive Traffic Management (WRTM) is a component major element of the program. WRTM involves the implementation of traffic advisory, control, and treatment strategies in direct response to or in anticipation of developing roadway and atmospheric problems that result from deteriorating or forecasted weather conditions. WRTM also includes using weather forecasting to provide proactive advisory and control strategies based on forecasts of weather conditions, and not just traffic responses to those conditions. In 2011, the RWMP initiated a project to collate recent developments and best practices in WRTM, identify improvements to the strategies, and develop implementable Concepts of Operations. As a follow-on task, three concepts were selected for further implementation and real-world deployment. This report documents the implementation of one of those concepts relating to weather responsive traveler information. This concept focused on an initial implementation of a citizens reporting system and was conducted in partnership with Utah Department of Transportation (UDOT). This report documents the system design, operation, evaluation, findings and lessons learned from the implementation. Considering this was the first opportunity to implement a limited citizen reporting program, the results are encouraging. Fifty-six UDOT employees were trained, 89 of 143 road segments were covered, and 607 reports were submitted during the 2012/2013 winter season. Report accuracy was very high (over 99%), and they provided increased situational awareness for Traffic Operations Center (TOC) meteorologists and operators. Public response to this program was quite positive. Lessons from this initial implementation will help UDOT further develop and move this program forward and serve as a valuable model for other state DOTs that seek to implement similar improvements. KW - Advanced traveler information systems KW - Highway traffic control KW - Implementation KW - Information dissemination KW - Public participation KW - Road weather information systems KW - Road Weather Management Program KW - Utah KW - Weather conditions UR - http://ntl.bts.gov/lib/51000/51000/51067/F9C62201.pdf UR - https://trid.trb.org/view/1302115 ER - TY - ABST AN - 01503390 TI - Feasibility of Developing a Framework for Stormwater Quality Mitigation Banking/Credit/Trading System AB - The objective of this requirement is to explore the feasibility of developing a framework for stormwater quality mitigation banking/credit/trading system with resemblance to the well established United States Army Corps of Engineers (USACE) wetland banking system. This research will investigate the current status oftormwater quality trading practices across the nation. The Contractor shall document and evaluate current State Departments of Transportation (DOTs') endeavors in the subject matter and where they are being utilized. Information collected in this assessment will be used as guidance for future stormwater quality mitigation banking framework development and implementation of pilot projects. KW - Drainage KW - Feasibility analysis KW - Mitigation measures (Ecology) KW - Quality control KW - Runoff KW - State departments of transportation KW - Wetland banking KW - Wetlands UR - https://trid.trb.org/view/1285471 ER - TY - ABST AN - 01548179 TI - Field Evaluation of Reflected Noise from a Single Noise Barrier AB - State departments of transportation (DOTs) periodically receive complaints from residents about increases in traffic noise that residents believe are the result of noise reflected from a new noise barrier.  With the limited analytical tools currently available, DOTs are unable to conclusively determine if complaints about reflected noise are the result of actual or perceived changes in noise characteristics. The Federal Highway Administration's (FHWA) Traffic Noise Model currently does not model single barrier reflections, making it difficult for DOTs to determine when absorptive surface treatments on single noise barriers or other structures (e.g. retaining walls) could be beneficial.  Where reflected noise may affect adjacent residents, a number of state DOTs are addressing these concerns by specifying sound-absorbing surface treatments on all noise barriers.   However, installation of absorptive barrier surfaces may involve increased project construction costs as well as increased maintenance costs related to the durability of such treatments. Research is needed to enable state DOTs to understand how diverse site conditions may affect reflective noise.   Diverse site conditions may include, but are not limited to, topography, roadway functional classification, barrier heights, number of traffic lanes, differing barrier materials, differing pavement surfaces, variable traffic mix scenarios (e.g., high vs. low truck percentages), and weather conditions. Research is also needed to produce insight and data to support validation of future noise analyses and methodologies involving reflected noise from single barriers. The objectives of this research are to (1) determine the spectral noise level characteristics of the overall noise in the presence of a single absorptive or reflective noise barrier for positions on the opposite side of a roadway through the collection of field measurements from diverse sites, and (2) summarize and analyze the implications of the research results for purposes of understanding the actual and perceived effects of reflected noise.  KW - Noise KW - Noise barriers KW - Retaining walls KW - Sound absorption KW - Traffic noise KW - Traffic Noise Model UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3428 UR - https://trid.trb.org/view/1335816 ER - TY - RPRT AN - 01494594 AU - Gutierrez, David A AU - Lechtenberg, Karla A AU - Bielenberg, Robert W AU - Faller, Ronald K AU - Reid, John D AU - Sicking, Dean L AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Midwest Guardrail System (MGS) with Southern Yellow Pine Posts PY - 2013/09/04/Final Report SP - 228p AB - The Midwest Guardrail System (MGS) has previously been approved for use with various alternative species of wood posts. However, Southern Yellow Pine (SYP) is the most common wood guardrail post material in the United States. The goal of this research was to evaluate the MGS with rectangular SYP posts. In a previous test, the 6-in. x 8-in. x 72-in. long (152-mm x 203-mm x 1,829-mm) rectangular White Pine post was found to have 39 percent lower capacity than the 6-in. x 8-in. x 72-in. long (152-mm x 203-mm x 1,829-mm) Southern Yellow Pine post. This result indicated that the MGS with SYP posts would likely be successful, but full-scale crash testing was deemed useful to verify satisfactory safety performance and obtain dynamic deflection and working width data under Manual for Assessing Safety Hardware (MASH) TL-3 test conditions. The MGS was crash tested with 6-in. x 8-in. x 72-in. long (152-mm x 203-mm x 1,829-mm) Southern Yellow Pine posts. This system also used a 6-in. x 12-in. x 14¼-in. long (152-mm x 305-mm x 362-mm) blockout as well as 12-gauge (2.66-mm) guardrail sections. The design was evaluated using a small car (test no. 3-10) and a pickup truck (test no. 3-11) according to the testing standards established in the MASH. The MGS with Southern Yellow Pine posts met the MASH safety requirements for both full-scale crash tests. Following the full-scale crash testing, recommendations were given regarding the use of SYP posts in special MGS applications. KW - AASHTO Manual for Assessing Safety Hardware KW - Guardrails KW - Highway safety KW - Impact tests KW - Midwest Guardrail System KW - Posts KW - Southern yellow pine UR - http://www.transportation.nebraska.gov/mat-n-tests/research/docs/YellowPinePosts.pdf UR - https://trid.trb.org/view/1263481 ER - TY - RPRT AN - 01493298 AU - Department of Transportation AU - Federal Highway Administration TI - FHWA Is Monitoring Unexpended Recovery Act Highway Funds, But Some Funds May Remain Unused PY - 2013/09/04 SP - 21p AB - The American Recovery and Reinvestment Act of 2009 (ARRA) provided $27.5 billion for investments in highway infrastructure projects nationwide. The Federal Highway Administration (FHWA) is responsible for overseeing this investment, which included $26.1 billion in Highway Infrastructure Investment Grants(highway projects). FHWA issued guidance on ARRA within weeks of the law’s passage, and as of April 17, 2013, about 96 percent of these funds have been expended. As part of ongoing ARRA oversight, the status of any remaining unexpended ARRA highway project funds was examined and whether States can use them to the fullest extent before the time period for spending the funds expires after September 30, 2015. At the end of fiscal year 2012, States had unexpended ARRA funds of approximately $1.5 billion from ARRA obligations for highway projects and $155 million in de-obligations, or “recovered” funds, from ARRA projects. The objectives were to assess FHWA’s controls for monitoring unexpended funds; determine whether FHWA’s policies, procedures, and management activities result in the prompt, appropriate use of unexpended ARRA funds; and identify unexpended funds at risk of not being spent by final deadlines. This audit was conducted between July 2012 and June 2013 in accordance with generally accepted Government auditing standards. As part of this audit a statistical sample of 70 of 3,346 ARRA highway projects with unexpended ARRA Highway Infrastructure Investment Grant obligations as of September 30, 2012 was selected to project the amount of potential future recovered funds. KW - American Recovery and Reinvestment Act of 2009 KW - Expenditures KW - Government funding KW - Oversight KW - Procedures KW - States KW - U.S. Federal Highway Administration UR - http://www.oig.dot.gov/sites/dot/files/Web%20file_FHWA%20Unexpended%20ARRA%20Funds.pdf UR - https://trid.trb.org/view/1262717 ER - TY - ABST AN - 01547363 TI - Spot Painting to Extend Highway Bridge Coating Life AB - Steel highway bridge coatings fail unevenly. Failures initiate on sharp edges and in highly stressed locations, particularly under leaking expansion joints. Typical spot painting specifications aimed at addressing coating failures require a Society for Protective Coatings Standard (SSPC) SP-10 surface preparation, or better. The costly surface preparation and containment systems needed to facilitate the SP-10 standard negatively impact the ability of owners to address the localized distress. Consequently, significant section loss in the bearing area of steel girders is not an uncommon consequence, requiring unanticipated (demand) repairs. Identifying maintenance friendly coatings that can be applied with minimal surface preparation (at least SSPC SP-3), yet are capable of extending the service life of the existing coating until more substantial treatments can be applied, will mitigate demand maintenance needs and allow for more steel bridges to be recoated according to schedule. Maintaining the coating system so that the anticipated service life of the coating is realized will reduce the program costs for steel coatings. In addition, a coatings maintenance program will retard section loss of the steel elements and reduce the burden of demand repairs. The objective of this research is to develop guidelines for the selection and use of a broad spectrum of protective materials for spot treatment of failed coatings on steel highway bridges. Materials and application guidelines should be suitable for implementation as an effective maintenance program by state departments of transportation (DOTs). The guidelines should address the following: (1) The testing protocols to determine the anticipated performance and service life of protective material types for use on rusted, soluble salt-contaminated substrates prepared to SSPC SP-3 standard; (2) Best practices for spot painting to repair failed coatings on steel exposed to the elements; (3) Best practices to achieve SSPC SP-3 standard by maintenance forces; (4) Advantages and limitations of the coating system types; (5) Ease of coating application of the coating system types by maintenance employees; (6) Usage of non-traditional coating types, such as grease and corrosion inhibitors; (7) Service life issues for 5-year minimum performance of the coating system types; (8) Climate issues of the coating system types; (9) Compatibility of paint systems with the coating system types; (10) Remediation issues, such as size of repair, contaminant, and hazard; and (11) Selection of protective material types that take into account serviceability of existing coating. A kick-off teleconference of the research team and National Cooperative Highway Research Program (NCHRP) shall be scheduled within 1 month of the contract's execution. A detailed description of any survey or field investigation shall be submitted to NCHRP for prior review and comment. The work proposed must be divided into tasks and proposers must describe the work proposed in each task in detail. The tasks must be divided into two phases. Phase I will consist of information gathering and planning tasks, culminating in the submittal of the interim report. The interim report will describe the work completed in the Phase I tasks and provide an updated work plan for the Phase II tasks. The updated Phase II work plan should address the manner in which the proposer intends to use the information obtained in Phase I to satisfy the project objective. A face-to-face interim meeting with NCHRP will be scheduled to discuss the interim report. Work on Phase II tasks shall not begin until the updated work plan is approved by NCHRP. The project schedule should include 1 month for NCHRP review and approval of the interim report. The research plan shall include, but not be limited to: (1) A literature review to include international and non-highway best practices; (2) Preparation of test protocols for protective material types that determines their anticipated performance and service life; and (3) A limited testing program for generic protective material types, that demonstrates the validity of the above test protocols. The final deliverables shall include the following: (1) A final report documenting the conduct of the research; and (2) A standalone guidelines document on how to implement findings, including a detailed description of the testing protocols. KW - Best practices KW - Guidelines KW - Maintenance KW - Materials selection KW - Preservation KW - Protective coatings KW - Service life KW - Steel bridges UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3412 UR - https://trid.trb.org/view/1334556 ER - TY - ABST AN - 01503385 TI - Implementation of Electronic Data, Record-Keeping Systems Versus Paper Records AB - This research will analyze the electronic data/record-keeping systems of up to nine (9) state/local highway agencies. The primary stakeholders will be state departments of transportations (SDOTs); however, possibly one or two local public agencies may be included. The research will identify measurable objectives, including: (1) Cost to develop, implement and maintain electronic data/record-keeping systems verses the labor and maintenance cost of "paper" systems; (2) Effectiveness of the two systems, e.g., data/records accuracy, security and retrieval times; and (3) Return on investment and barriers to the implementation of electronic information systems. KW - Data quality KW - Electronic data interchange KW - Information systems KW - Recordkeeping KW - Security KW - State departments of transportation UR - https://trid.trb.org/view/1285466 ER - TY - ABST AN - 01570501 TI - Urban Mobility Study, 2009 Continuation AB - The objectives of this project are to: (1) Form Steering Committee, which will decide on the congestion reduction methods to include in the new methodology and which cities will be included in study. (2) Continuously Refine the Congestion Index to include multimodal operations or regional operational improvement programs (i.e., Intelligent Transportation Systems (ITS) service, incident detection and response, travel demand management, transportation systems management, and computerized signal control coordination. (3) Maintain Existing Congestion Measures. (4) Add Additional Urban Areas. and (5) Respond to Requests for Mobility Data. KW - Congestion management systems KW - Intelligent transportation systems KW - Mobility KW - Multimodal transportation KW - Traffic signal control systems KW - Travel demand KW - Travel demand management KW - Urban areas UR - http://www.pooledfund.org/Details/Study/424 UR - https://trid.trb.org/view/1362142 ER - TY - ABST AN - 01547849 TI - Guidance on Quantifying Benefits of TIM Strategies AB - Traffic incidents are a major source of congestion. Traffic incident management (TIM) consists of "a planned and coordinated multi-disciplinary process to detect, respond to, and clear traffic incidents so that traffic flow may be restored as safely and quickly as possible. Effective TIM reduces the duration and impacts of traffic incidents and improves the safety of motorists, crash victims, and emergency responders." (Federal Highway Administration (FHWA) Traffic Incident Management Website) The National Traffic Incident Management Coalition (NTIMC) has adopted the National Unified Goal (NUG) for TIM to "achieve enhanced responder safety; safe, quick traffic incident clearance; and more prompt, reliable, interoperable communications." About half of congestion is caused by temporary disruptions that take away part of the roadway from use, or "non-recurring" congestion. The three main causes of non-recurring congestion are: incidents ranging from a flat tire to an overturned hazardous material truck (25 percent of congestion), work zones (10 percent of congestion), and weather (15 percent of congestion). Non-recurring events dramatically reduce the available capacity and reliability of the entire transportation system. TIM has received increased attention in recent years as agencies, including transportation and emergency responders, have deployed more personnel and financial resources in this area to improve road user and worker/responder safety, improve mobility and reliability, reduce green-house emissions, and mitigate other environmental impacts. TIM related analytical procedures (for estimation of impacts, benefit/cost of program/strategies, resource allocation, etc.) have made rapid progress, and many agencies have developed their own methods/tools to support improved decisionmaking. Also, the Federal Highway Administration (FHWA), with the help of 11 focus states, has identified three incident specific performance measures for data collection and analysis, i.e., roadway clearance time, incident clearance time, and secondary incidents. However, there are inconsistencies in TIM related estimation methods, and guidance is needed on what should be considered reasonable for accurate TIM program assessment and operations performance measurement under data rich and poor scenarios. In the absence of such guidance, it is very difficult to accurately determine and/or compute economic benefits of these programs and TIM strategies and the use of this information in various evaluations and decision support systems. This is also important to have a better understanding of the scope of the problem and preparing a consistent message related to impacts and benefits that can also be used in training. The objective of this research is to develop a guidance document for analyzing and quantifying the impacts of traffic incidents and the economic benefits of TIM strategies. The guidance shall be useful and applicable for TIM program mid-level managers/analysts in planning and operations for a broad spectrum of transportation and incident responding agencies with varying TIM program maturity levels and a variety of data collection capabilities. The guidance document should include the following: (1) Methodologies for quantifying impacts of traffic incidents and benefits of TIM strategies. (Note: This includes scenarios in both data rich and poor environments. The methodologies should address relevant cost factors.) (2) Demonstrative applications of the methodologies developed. (3) Validation of commonly used and/or developed new TIM statistics for framing consistent messages. (4) Incident (type and severity) related capacity reduction estimates for different roadway types. The guidance should provide analysis methodologies addressing the following: (1) Traffic incidents and congestion; (2) Secondary incidents; and (3) Capacity reductions due to incidents in a simple and consistent manner that is credible. Further, the guidance should enable the following: (1) Accurate assessment of an agency's TIM strategies and communication of results to decisionmakers; (2) Quantification of impacts and benefits that can be used in developing operational performance measures; (3) Consideration of quantitative factors such as: safety, mobility, reliability, emissions, business, and freight impacts; (4) Understanding the relationships between elements, such as roadway type, primary and secondary incidents, level of congestion, capacity reductions due to incidents, etc.; and (5) Analytical estimation of secondary incidents based on factors such as incident location, duration, severity, traffic flow, and congestion. The Highway Capacity Manual 2010 (HCM 2010) includes capacity reduction estimates due to lane blockages on freeways. There is a need for this information to also be validated with new data considering various road and traffic conditions. Also, there is a need for determining reduction in capacity estimates for other types of roadways to improve accuracy and application of TIM related analytical procedures. KW - Data collection KW - Economic benefits KW - Guidelines KW - Highway capacity KW - Impacts KW - Incident management KW - Methodology KW - Traffic congestion KW - Traffic incidents UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3390 UR - https://trid.trb.org/view/1335471 ER - TY - ABST AN - 01545940 TI - Potential MUTCD Criteria for Selecting the Type of Control for Unsignalized Intersections AB - The objective of this research is to develop criteria and supporting material (suitable for consideration for the Manual on Uniform Traffic Control Devices (MUTCD) Sections 2B.04 to 2B.10) for determining appropriate traffic control at an unsignalized intersection. The types of unsignalized traffic control that should be addressed include no-control, yield, two-way stop, and multi-way stop. In 1983, an Institute of Transportation Engineers (ITE) Journal article noted that "The Manual on Uniform Traffic Control Devices includes warrants for the use of Yield, Two-way Stop, and Four-way Stop control at intersections. Those existing warrants have undergone little improvement in the past 25 to 50 years to correspond with the advancement in traffic engineering." (ITE Journal; January 1983; "Guidelines for Use of Sign Control at Intersections to Reduce Energy Consumption"; Upchurch, Jonathan E.) Since then, that MUTCD language has remained largely unchanged. Yet, much has been learned over the decades about the effectiveness of alternative unsignalized intersection control. The relevant chapters in the Highway Capacity Manual (TRB, 2010) have been updated several times and the recently published Highway Safety Manual (American Association of State Highway and Transportation Officials (AASHTO), 2010) provides techniques to assess the safety of different designs. The current MUTCD criteria largely focus on crash problems, vehicle and pedestrian volumes, and vehicle speed. Many users of the MUTCD have asked for additional guidance for factors such as changes in traffic mix of pedestrians and bicyclists, intersection geometrics, and roadway functional classification. Research tasks are as follows: Task 1. Compile policies and guidelines used by state and local transportation agencies related to unsignalized traffic control decisions and summarize key components. Review the literature on the effectiveness and selection of different types of unsignalized traffic control. Task 2. Identify intersection and traffic characteristics that may influence the decision on the type of unsignalized traffic control that is appropriate at an intersection. Examples include, but are not limited to, crash history, traffic volumes, functional classification, urban/rural/neighborhood, intersection geometrics, speed characteristics, sight distance, pedestrian and bicyclist use, land use, parking, and bus usage. Task 3. Critically evaluate the quantitative and qualitative criteria currently included in MUTCD Sections 2B.04 through 2B.10 related to the choice of unsignalized traffic control, including the underlying research and rationale. Task 4. Submit an interim report summarizing the results of Tasks 1 through 3, identifying MUTCD provisions that deserve further study, and presenting a Task 5 work plan for addressing the critical weaknesses. Task 5. Carry out the work plan from Task 4, as approved by the panel, to address the critical weaknesses of the current MUTCD as it pertains to unsignalized intersections. Task 6. Develop potential MUTCD text, tables, and figures. These materials should be clear and directly applicable to the decision on the type of unsignalized traffic control at an intersection. Support statements should be provided to aid in decision making and in explaining the decision to the public. Task 7. Submit a final report describing the work that was done; presenting the potential MUTCD text, tables, and figures; and documenting the rationale for the proposed MUTCD material. KW - Guidelines KW - Manual on Uniform Traffic Control Devices KW - Manuals KW - Multiway stop signs KW - Policy KW - Stop signs KW - Unsignalized intersections KW - Yield signs UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3391 UR - https://trid.trb.org/view/1332914 ER - TY - ABST AN - 01543905 TI - Research for AASHTO Standing Committee on Highways. Task 333. Comparing the Corrosion Protection of Hot Dip Versus Continuously Galvanized W-Beam Guardrail Sections AB - The objective of this research is to determine and compare the corrosion resistance of guardrail materials prepared by continuous and hot dip galvanization using accelerated corrosion testing. KW - Corrosion KW - Corrosion resistance KW - Galvanized metals KW - Guardrails KW - Hot dipping UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3381 UR - https://trid.trb.org/view/1332062 ER - TY - RPRT AN - 01611975 AU - Tyagi, Avdhesh AU - Ali, Abdelfatah AU - Hamilton, Matthew AU - Johnson, Nicholas AU - Oklahoma State University, Stillwater AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Energy Dissipation in Twelve-Foot Broken-Back Culverts using Laboratory Models PY - 2013/09//Final Report SP - 146p AB - This report represents Phase IV of broken-back culverts with a drop of 12 feet. The first phase of this research was performed with a drop of 24 feet, the second phase of this research was carried with for a drop of 6 feet, and the third phase of this research, performed was a drop of 18 feet. This research investigates the reduction in scour downstream of a broken-back culvert by forming a hydraulic jump inside the culvert. A broken-back culvert is used in areas of high relief and steep topography as it has one or more breaks in profile slope. A broken-back culvert in the laboratory represents a 1 (vertical) to 2 (horizontal) slope after the upstream inlet and then continuing 126 feet at a 1 percent slope in the flat part of the culvert to the downstream outlet. The prototypes for these experiments were either a two barrel 10-foot by 10-foot, or a two barrel 10-foot by 20-foot reinforced concrete culvert. The drop between inlet and outlet was selected as 12 feet. Three flow conditions were simulated, consisting of 0.8, 1.0 and 1.2 times the culvert depth. The Froude number (Fr1) of the hydraulic jump created in the flat part of the culvert ranged between 2.21 and 3.32. This Fr1 classifies the jump as an oscillating jump. The jump began nearly at the toe by placing sills in the flat part. For new culvert construction, the best option to maximize energy dissipation under open channel flow conditions is to use one 4.2-foot sill located 58.33 feet from the outlet. The maximum length of the culvert can be reduced from 45 feet to 58 feet. In pressure flow conditions, the optimal location was determined at a distance of 88 feet from the outlet for 2.5-foot sill. The length of the culvert can be reduced by 60 feet to 75 feet. Such a scenario is important where right-of-way problems exist for culvert construction. Also examined was a slotted sill which has a cut in the middle for cleanup purposes. In open channel flow conditions, the best option to maximize energy dissipation is to use one 5-foot slotted sill located 70 feet from the outlet. In the pressure flow conditions, the optimal slotted sill was 3.33-foot at a distance of 88 feet from the outlet. The regular and slotted sills contain two small orifices at the bottom to allow the culvert to completely drain. The impact of friction blocks was found to be minimal. No friction blocks were used to further dissipate the energy. In sedimentation experiments under regular and slotted sills, there was no sedimentation left. KW - Culverts KW - Dissipation KW - Flow KW - Hydraulic jump KW - Laboratory studies KW - Optimization KW - Scour KW - Sedimentation KW - Slopes UR - https://trid.trb.org/view/1423511 ER - TY - RPRT AN - 01577114 AU - Bowlby, William AU - Pratt, Geoffrey AU - Kaliski, Kenneth AU - RSG, Incorporated AU - Bowlby & Associates, Incorporated AU - Environmental Acoustics AU - Federal Highway Administration TI - Noise Barrier Acceptance Criteria: Evaluation Tools PY - 2013/09 SP - v.p. AB - This report describes two tools for evaluating the effects on noise abatement decisions caused by changes to the feasibility and reasonableness criteria in state highway agency (SHA) noise policies developed under the Federal Highway Administration (FHWA) noise regulation in 23 CFR 772. The Noise Abatement Feasibility and Reasonableness Analysis Tool (NAFRAT) uses results from noise barrier designs created with the FHWA Traffic Noise Model Version 2.5. Results are built in for two designs for each of four actual highway projects or may be user-entered. The analyst may test abatement decisions for one or more designs for a single project against one or more sets of policy criteria or multiple projects' designs against one or more sets of criteria. The Noise Abatement Reasonableness Sensitivity Analysis Tool (NARSAT) is based on series of 108 cases derived from hypothetical scenarios involving: one, two, and three rows of receptors; three different receptor densities; two different setbacks from the barrier to the first row of receptors; and six different barrier heights. Both tools include the current policy criteria in most of the SHA noise policies. The tools were utilized for research documented in a companion report. KW - Decision making KW - Evaluation KW - Feasibility analysis KW - Noise barriers KW - Noise control KW - Policy KW - Sensitivity analysis KW - State highway departments KW - Traffic Noise Model UR - http://www.fhwa.dot.gov/environment/noise/noise_barriers/acceptance_criteria/evaluation_tools/et00.cfm UR - https://trid.trb.org/view/1370095 ER - TY - RPRT AN - 01577101 AU - Bowlby, William AU - Pratt, Geoffrey AU - Kaliski, Kenneth AU - RSG, Incorporated AU - Bowlby & Associates, Incorporated AU - Environmental Acoustics AU - Federal Highway Administration TI - Noise Barrier Acceptance Criteria: Analysis PY - 2013/09 SP - 121p AB - This report examines the feasibility and reasonableness factors in the Federal Highway Administration (FHWA) noise regulation (23 CFR 772) as implemented in the individual state highway agency noise policies. The studied factors include: (1) Feasibility: noise reduction and quantity of impacted receptors achieving that reduction and (2) Reasonableness: benefited noise reduction; noise reduction design goal and quantity of benefited receptors achieving that goal; cost effectiveness (allowable cost or barrier area per benefited receptor). The analysis examines how changes in the permissible ranges for each factor – while the others factors remain static – affect noise abatement decisions. Also examined is how changes to multiple factors in combination affect decisions. The goal was to identify combinations of factors that are likely to result in inclusion or exclusion of noise abatement. The range in potential decisions based on the combinations permitted under the regulation is examined to provide an aid for future policy guidance and planning. A sensitivity analysis on the factors identifies outcomes of possible combinations of factors. Actual highway projects are also used to identify the effects on the likelihood of abatement. Reported separately is the development of tools to evaluate the effects of policy changes on abatement feasibility and reasonableness. KW - Cost effectiveness KW - Decision making KW - Feasibility analysis KW - Implementation KW - Noise barriers KW - Noise control KW - Policy KW - Sensitivity analysis KW - State highway departments UR - http://www.fhwa.dot.gov/environment/noise/noise_barriers/acceptance_criteria/analysis/analysis.pdf UR - https://trid.trb.org/view/1370094 ER - TY - RPRT AN - 01570358 AU - Levine, J AU - Zellner, M AU - Shiftan, Y AU - Arquero de Alarcon, M AU - Diffenderfer, A AU - University of Michigan, Ann Arbor AU - University of Illinois, Chicago AU - Federal Highway Administration TI - Effects of Automated Transit, Pedestrian, and Bicycling Facilities on Urban Travel Patterns PY - 2013/09 SP - 260p AB - Transit in the United States often suffers from the problem of inability to deliver travelers all the way from their point of origin to their destination. This “last-mile” problem is thought to deter transit use among riders with auto access, even when high-quality transit service is provided for the majority of the trip distance. This study explores how transportation improvements, including automated driverless community transit between origins of trips and nearby transit stations, and urban-design improvements enhancing pedestrians’ and cyclists’ commute might help overcome the last-mile problem. This study was based on four neighborhoods in metropolitan Chicago, selected as an area with significant regional rail but also room to grow in terms of transit use. The neighborhoods were chosen to represent similar access to the Chicago Transportation Authority (CTA) rail system but different combinations of affluence and density: higher-income/higher-density (Evanston); higher-income/lower-density (Skokie); lower-income/higher-density (Pilsen) and lower-income/lower-density (Cicero). Overall, the presence of the community transit and urban-design improvements had a marked effect on the sample modeled. The sample lived within 1.5 miles of a CTA rail station and worked within 3 miles of a station. The transportation mode choices of this group were modeled with and without community transit and a set of urban amenities. Deploying these reduced driving by between 7 and 29 percentage points; the largest percentage-point reductions were in the more auto-oriented areas of Cicero (16 percentage points) and Skokie (29 percentage points). Auto-use reductions were somewhat lower in areas with greater transit use to begin with: Pilsen (8 percentage points) and Evanston (7 percentage points). Use of the train increased between 9 and 28 percentage points, with more auto-oriented Skokie (28 percentage points) and Cicero (23 percentage points) exceeding the denser Pilsen (12 percentage points) and Evanston (9 percentage points). CTA mode shares among the sampled/modeled population increased from 24% to 52% in Skokie, 46% to 55% in Evanston, 52%to 75% in Cicero, and 52% to 64% in Pilsen. Across all neighborhoods community transit is forecast to decrease car share from its current 36% to 22% and increase CTA share from its current 50% to 67%. The findings that community transit produced greater change in the lower density areas of Skokie and Cicero are among the more robust in the study. Results from the stated-preference experiments suggest that these changes could be further improved with supportive augmenting policies, notably pertaining to parking pricing. KW - Bicycle facilities KW - Chicago (Illinois) KW - Improvements KW - Income KW - Modal split KW - Mode choice KW - Pedestrian areas KW - Population density KW - Public transit KW - Stated preferences KW - Travel patterns KW - Urban areas KW - Urban design UR - https://taubmancollege.umich.edu/faculty/faculty-publications/effects-automated-transit-pedestrian-and-bicycling-facilities-urban UR - https://taubmancollege.umich.edu/sites/default/files/files/effects-of-automated-transit-pedestrian-and-bicyling-facilities-on-urban-travel-patterns.pdf UR - https://trid.trb.org/view/1361372 ER - TY - SER AN - 01570316 JO - TechBrief PB - Federal Highway Administration TI - Asphalt Material Characterization for AASHTOWare® Pavement ME Design Using an Asphalt Mixture Performance Tester (AMPT) PY - 2013/09 SP - 11p AB - This Technical Brief provides an overview of the asphalt materials input requirements in AASHTOWare® Pavement Mechanistic Empirical (ME) Design and how the Asphalt Mixture Performance Tester can be used to characterize asphalt mixtures for flexible pavement ME designs. The Asphalt Mixture Performance Tester (AMPT) is a servo-hydraulic testing device developed to test asphalt mixtures over a range of temperatures and frequencies KW - Asphalt Mixture Performance Tester KW - Asphalt mixtures KW - Data collection KW - Flexible pavements KW - Mechanistic-empirical pavement design KW - Software UR - http://www.fhwa.dot.gov/pavement/pubs/hif13060.pdf UR - https://trid.trb.org/view/1360025 ER - TY - RPRT AN - 01548583 AU - Preisen, Linda AU - Deeter, Dean AU - Roelofs, Tina AU - Athey Creek Consultants AU - Michigan Department of Transportation AU - Federal Highway Administration TI - Use and Impacts of Camera Images and Other Displays of Traveler Information PY - 2013/09//Final Report SP - 67p AB - The overall objective of this project was to understand the use and impacts of camera images and other “unverified” displays of information that can be interpreted by travelers, especially when compared to the use of verified reports. It is anticipated that the results from this project could be used by agencies who are questioning whether to display “unverified” information to travelers or whether they should increase/decrease their current displays (e.g. add more cameras for display to the public). The focus of the project was on traveler information websites hosted by transportation agencies, as opposed to information accessed via agency 511 phone lines, changeable message signs on roadways, or other sources of traveler information. KW - Cameras KW - Imagery KW - Information management KW - Transportation departments KW - Traveler information and communication systems KW - Websites (Information retrieval) UR - http://enterprise.prog.org/Projects/2010_Present/interpretable/ENT_Use_Impacts_Cameras_TravelerInfo_Rpt_FINAL_Sept2013.pdf UR - https://trid.trb.org/view/1333226 ER - TY - SER AN - 01542153 JO - PATH Research Report PB - University of California, Berkeley AU - Weber, Andreas AU - Winckler, Andreas AU - University of California, Berkeley AU - BMW Group AU - California Department of Transportation AU - Federal Highway Administration TI - Advanced Traffic Signal Control Algorithms, Appendix A: Exploratory Advanced Research Project: BMW Final Report PY - 2013/09 SP - 52p AB - Research shows that drivers can reduce fuel consumption by 12% by using Signal Phase and Timing (SPaT) information. These results are based on simulations and the main goal of this project is to build a prototype system that shows that it is possible to reduce fuel consumption when a vehicle is facing multiple traffic signals in a row. An in-vehicle system computes a speed recommendation based on current SPaT information and provides it to the driver via a graphical interface. The driver should be able to adjust his/her driving speed, resulting in improved fuel consumption. In the first field test, the position data of the vehicle is sent to a second system called Adaptive Priority for Individual Vehicle (APIV). APIV is an operational strategy that adapts signal timing to facilitate the movement of individual vehicles through signalized intersections. While the main focus of the speed recommendation system is on reducing fuel consumption, the prime focus of APIV is on reducing the number of stops at red lights at intersections and reduce fuel consumption. In addition APIV helps in reducing the number of stops at red lights and associated intersection delays, reducing travel time. Comprehensive field tests using a BMW vehicle showed that significant fuel savings are possible using the APIV. KW - Algorithms KW - Fuel consumption KW - Operating speed KW - Red interval (Traffic signal cycle) KW - Traffic signal control systems KW - Traffic signal priority KW - Traffic signal timing UR - http://www.dot.ca.gov/newtech/researchreports/reports/2013/final_report_task_2157b.pdf UR - https://merritt.cdlib.org/d/ark%3A%2F13030%2Fm5s4865n/1/producer%2F884614370.pdf UR - https://trid.trb.org/view/1323846 ER - TY - RPRT AN - 01541446 AU - Szary, Patrick AU - Roda, Andrés M AU - Monopolis, Christopher AU - Center for Advanced Infrastructure and Transportation AU - Research and Innovative Technology Administration AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Supplement to the Bridge Resource Program: State-of-the-Art Practices of Mass Concrete: A Literature Review PY - 2013/09//Final Report SP - 19p AB - The mission of Rutgers University’s Center for Advanced Infrastructure and Transportation (CAIT) Bridge Resource Program (BRP) is to provide bridge engineering support to the New Jersey Department of Transportation (NJDOT)’s Bridge Engineering and Infrastructure Management Unit. The program is a partnership between federal and state transportation agencies and Rutgers University, which provides technical and educational services to address infrastructure needs in New Jersey. CAIT supports the NJDOT by providing staff and resources to address the most pressing bridge engineering and training challenges in New Jersey (through advanced materials development, design enhancements, construction improvements, evaluation, monitoring, data mining, management enhancement and support, and bridge research). The purpose of this grant is to supplement the Bridge Resource Program through the on-call investigation of mass concrete construction practices, which resulted in a report to NJDOT on state-of-the-art practices in mass concrete construction. The findings in the report were used to compare with the Thermal Control Plan for the Route 7 Wittpenn Bridge Pier 1W cap as well as the current mass concrete specifications included in the NJDOT 2007 Standard Specifications. The review focused on material composition, with description of each component’s contribution to heat of hydration. The team observed that the literature focused on two areas of concern, maximum temperature reached during curing and thermal differentials between the core and surface of the mass concrete element. The literature has extensively documented the urgency of maintaining the maximum curing temperature below 160°F. The adverse effects associated with exceeding the maximum temperature threshold are severe, but not visible for months or years after construction. This threshold should never be exceeded. The literature also documents damages resulting from exceeding temperature differential thresholds, which are more immediate and can be identified during construction. The thermal-induced cracking that results may be repaired through industry accepted means, from seals, coatings for hairline cracking, to more comprehensive repairs. During early stages of curing, the concrete has not developed sufficient strength to resist excessive thermal gradients. Thus, form insulation and other methods to protect the concrete surface from dissipating heat greatly or reach excessively high peak temperatures reduces the likelihood of deleterious effects. The results of this literature review suggest that current research and industry agree that temperature thresholds are critical to mass concrete. Proper controls must be established in order to ensure well-performing concrete elements to be constructed. KW - Bridge construction KW - Concrete curing KW - Heat of hydration KW - Literature reviews KW - Mass concrete KW - Mix design KW - New Jersey KW - State of the practice KW - Temperature KW - Thermal degradation UR - https://cait.rutgers.edu/files/CAIT-UTC-006-final.pdf UR - https://trid.trb.org/view/1326370 ER - TY - SER AN - 01539294 JO - PATH Research Report PB - University of California, Berkeley AU - Skabardonis, Alexander AU - Shladover, Steven AU - Zhang, Wei-bin AU - Zhang, Liping AU - Li, Jing-Quan AU - Zhou, Kun AU - Argote, Juan AU - Barth, Matthew AU - Boriboonsomsin, Kanok AU - Xia, Haitao AU - Winckler, Andreas AU - Liccardo, Darren S AU - University of California, Berkeley AU - California Department of Transportation AU - BMW Group AU - Federal Highway Administration AU - University of California, Riverside TI - Advanced Traffic Signal Control Algorithms PY - 2013/09//Final Report SP - 123p AB - Advanced signal control strategies, based on real-time information on vehicles’ location, speed and characteristics as well as communication to the signal control infrastructure, can enhance mobility, safety, and the environment. Several performance measures are proposed for evaluating signal control algorithms, and procedures for estimating the performance measures from connected vehicle data are developed using statistical techniques and kinematic wave theory. A number of control strategies are developed and tested through simulation to improve mobility: queue spillback avoidance, control for congested networks, and dynamic lane allocation. Results indicate that the proposed strategies improve traffic performance. Strategies for improving intersection safety with emphasis on avoidance of red light running (RLR) related collisions are also developed. A prototype in-vehicle driver speed advisory system for minimum fuel consumption and emissions is developed and field tests show significant fuel savings. KW - Adaptive control KW - Algorithms KW - Berkeley (California) KW - Fuel consumption KW - Houston (Texas) KW - Mathematical models KW - Measures of effectiveness KW - Microsimulation KW - Red light running KW - Traffic congestion KW - Traffic signal control systems KW - Vehicle to vehicle communications UR - http://www.dot.ca.gov/newtech/researchreports/reports/2013/final_report_task_2157a.pdf UR - https://merritt.cdlib.org/d/ark%3A%2F13030%2Fm5nc7fc1/2/producer%2F884613548.pdf UR - https://merritt.cdlib.org/d/ark%3A%2F13030%2Fm5s4865n/1/producer%2F884614370.pdf UR - https://trid.trb.org/view/1315536 ER - TY - RPRT AN - 01529432 AU - Hanley, Richard C AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Development of an Automated Stop Sign Recognition System (ASRS) PY - 2013/09//Final Report SP - 26p AB - The objective of this project was to develop a system to recognize the presence of stop signs occurring in Connecticut Department of Transportation photolog images of the state highway system. KW - Automation KW - Connecticut Department of Transportation KW - Image processing KW - Photointerpretation KW - Photologging KW - Stop signs UR - http://www.ct.gov/dot/lib/dot/documents/dresearch/CT-2221-F-05-7.pdf UR - https://trid.trb.org/view/1311230 ER - TY - RPRT AN - 01523314 AU - Barr, Paul AU - Halling, Marv AU - Higgs, Arek AU - Utah State University, Logan AU - Center for Advanced Infrastructure and Transportation AU - Utah Department of Transportation AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Forensic Testing of Prestress Concrete Girders after Forty Years of Service PY - 2013/09//Final Report SP - 127p AB - This report describes an investigation to quantify the behavior of precast, prestressed concrete bridge girders made with high-strength concrete. As part of the investigation, four bridge girders that were made with 77.2 MPs (11.2 ksi) concrete were salvaged from a decommissioned bridge in Orem, Utah. Each girder was subjected to a cracking test to determine the residual prestress force after approximately seven years of service life. Once the prestress losses were quantified, a flexural capacity test was performed on one girder and shear capacity tests were performed at various distances from the support on the remaining three girders. The measured losses and capacities were compared to estimated values calculated according to procedures in the American Association of State Highway and Transportation Officials Load and Resistance Factor Design (AASHTO LRFD) Specifications. It was concluded that, in general, the AASHTO LRFD procedures were accurate despite the current limitation of restricting the concrete compressive strength to 68.9 MPs (10.0 ksi). In addition to the physical tests, a nonlinear finite element analysis (FEA) was conducted using ANSYS that was found to replicate the experimental behavior, failure and mechanism magnitude. KW - AASHTO LRFD Bridge Design Specifications KW - Bending stress KW - Cracking KW - Finite element method KW - Girders KW - Prestressed concrete KW - Service life KW - Shear tests KW - Utah UR - http://cait.rutgers.edu/files/CAIT-UTC-004-final_2.pdf UR - https://trid.trb.org/view/1307062 ER - TY - RPRT AN - 01523311 AU - Barr, Paul J AU - Halling, Marv W AU - Wells, Zane AU - Utah State University, Logan AU - Center for Advanced Infrastructure and Transportation AU - Utah Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - ABC Deck Panel Testing PY - 2013/09//Final Report SP - 82p AB - Accelerated Bridge Construction techniques have resulted in innovative options that save time and money during the construction of bridges. One such group of techniques that has generated considerable interest is the usage of individual precast concrete decks in place of cast-in-place bridge decks. Utilizing precast concrete decks allow for offsite curing, thus eliminating long delays due to formwork and concrete curing time. These precast concrete decks have inherent joints between the individual panels. These joints are locations for potential leakage, which can lead to corrosion or inadequate long-term performance. Post-tensioning the precast deck panels helps to eliminate leakage; however, conventional longitudinal post-tensioning systems require complete deck replacement in the event of a single faulty deck panel. A proposed post-tensioned, curved strand connection that allows for a single panel replacement was studied for this research. The capacity of the proposed curved strand connection was investigated in order to compare its behavior to other systems that are currently in use. KW - Bridge construction KW - Bridge decks KW - Bridge members KW - Joints (Engineering) KW - Posttensioning KW - Precast concrete UR - http://cait.rutgers.edu/files/CAIT-UTC-003-final_0.pdf UR - https://trid.trb.org/view/1307061 ER - TY - RPRT AN - 01520710 AU - Szary, Patrick AU - Roda, Andres M AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Bridge Resource Program PY - 2013/09//Final Report SP - 25p AB - The mission of Rutgers University’s Center for Advanced Infrastructure and Transportation (CAIT) Bridge Resource Program (BRP) is to provide bridge engineering support to the New Jersey Department of Transportation's (NJDOT's) Bridge Engineering and Infrastructure Management Unit. The program is a partnership between federal and state transportation agencies and Rutgers University, which provides technical and educational services to address infrastructure needs in New Jersey. CAIT supports the NJDOT by providing staff and resources to address the most pressing bridge engineering and training challenges in New Jersey (through advanced materials development, design enhancements, construction improvements, evaluation, monitoring, data mining, management enhancement and support, and bridge research). The overarching goal of the Bridge Resource Program is to achieve more effective asset management. This includes consideration and potential adoption of next generation assessment approaches to augment current reliance on qualitative condition metrics with more quantitative performance metrics. Although conventional engineering terms are used in this proposal to describe program services, the proposed tasks within each service will be focused on providing decision making assistance for concept development. BRP has provided opportunities to bring technologies to NJDOT, review existing practices, and propose the use of new construction techniques to improve asset management, design and construction practices. In addition, it has created a new channel of communication between CAIT and NJDOT that allows for the rapid deployment of innovative technologies. In the future, the BRP is envisioned to continue to identify opportunities for innovation. It is anticipated that new research topics will be borne out of the program. As research is completed, it can return back to the BRP for pilot testing and recommendation for deployment. The cycle of innovation, testing, implementation and need for further innovation can be perpetuated through the creation of similar resource programs. KW - Asset management KW - Bridge engineering KW - Bridge management systems KW - Decision support systems KW - New Jersey Department of Transportation KW - Performance measurement KW - Technological innovations UR - https://trid.trb.org/view/1303631 ER - TY - RPRT AN - 01516279 AU - Berman, Jeffrey W AU - Roeder, Charles W AU - Burgdorfer, Ryan AU - University of Washington, Seattle AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Determining the Cost/Benefit of Routine Maintenance Cleaning on Steel Bridges to Prevent Structural Deterioration PY - 2013/09//Final Research Report SP - 48p AB - This study was conducted in cooperation with the United States Department of Transportation, Federal Highway Administration. The objective of this study is to identify the key variables necessary in estimating the impact of regular washing of steel bridges on the paint and service life, recommend methods for recording data in order to most effectively estimate the benefits of bridge washing, and to develop a framework for assessing the impact of bridge washing on paint life. A literature review was conducted to learn more about the mechanisms of corrosion. Then a nationwide survey was sent out to state transportation agencies. A follow-up survey was conducted in order to obtain more detailed information about certain washing programs. It was concluded that little information on the effects of bridge washing exists and it is only deemed beneficial based on anecdotal assumptions. An experiment is proposed for Washington State Department of Transportation (WSDOT) that will provide hard data to make a decision. KW - Benefit cost analysis KW - Corrosion KW - Literature reviews KW - Paint KW - Service life KW - State departments of transportation KW - Steel bridges KW - Surveys KW - Washing UR - http://www.wsdot.wa.gov/research/reports/fullreports/811.1.pdf UR - https://trid.trb.org/view/1290609 ER - TY - RPRT AN - 01504052 AU - Bond, Alex AU - Grant, Michael AU - Bauer, Jocelyn AU - Miller, Sheryl AU - Bowen, Beverly AU - Martin, Lindsey AU - Giragosian, Anna AU - Science Applications International Corporation AU - ICF International AU - Federal Highway Administration TI - Programming for Operations: MPO Examples of Prioritizing and Funding Transportation System Management & Operations Strategies PY - 2013/09 SP - 52p AB - This document discusses how MPOs have incorporated TSMO projects into the programming phase of transportation investment decisionmaking in metropolitan areas. Based on a sample of practices from MPOs that have emphasized operations strategies in the planning process, this document highlights findings on: 1) Sources of funding that are being used for TSMO strategies. 2) Methods for prioritizing strategies for funding. 3) Staff resources devoted to TSMO-related activities. 4) Initial lessons learned about effective practices. This report includes case studies of practices related to programming TSMO strategies from nine MPOs around the country. KW - Financing KW - Metropolitan planning organizations KW - Programming (Planning) KW - Strategic planning KW - Transportation operations KW - Transportation planning KW - Transportation system management UR - http://ops.fhwa.dot.gov/publications/fhwahop13050/fhwahop13050.pdf UR - https://trid.trb.org/view/1284795 ER - TY - RPRT AN - 01499645 AU - Konduri, Karthik AU - Lownes, Nicholas AU - Angueira, Jamie AU - Connecticut Academy of Science and Engineering AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Analyzing the Economic Impacts of Transportation Projects PY - 2013/09//Final Report SP - 162p AB - The main goal of the study is to explore methods, approaches and analytical software tools for analyzing economic activity that results from large-scale transportation investments in Connecticut. The primary conclusion is that the transportation system and users of transportation infrastructure interact with the economy in complex ways, causing economic impacts. Therefore, in order to effectively analyze the economic impact of transportation projects, Connecticut Department of Transportation (ConnDOT) should consider: (1) establishing the role of economic impact analysis in the state’s strategic transportation planning process; (2) adopting an objective, independent and consistent process for conducting economic impact analyses that incorporates the state’s regional, economic and political considerations; (3) building capacity of ConnDOT staff including their understanding of economic impact analysis and the tools used to conduct such analyses for use in the strategic planning process and to support and manage analysts that conduct the analyses; (4) utilizing analysts well versed in the principles of transportation planning/engineering and economic theory, and knowledgeable about the interrelations between the two for the purpose of ensuring validity of the results; (5) establishing a partnership with an organization or consultant with the capacity to conduct economic analyses to achieve consistency in analyses over time; and (6) selecting an economic analysis software model to analyze the economic impact of transportation projects. Of the models considered in this study, currently REMI TranSight and TREDIS are recommended for ConnDOT’s consideration; and customizing and communicating the results of the analyses in meaningful terms for various audiences (e.g., decision makers, stakeholders and the public). KW - Connecticut KW - Economic analysis KW - Economic impacts KW - Investments KW - Software KW - Strategic planning KW - Transportation planning UR - http://www.ct.gov/dot/lib/dot/documents/dresearch/ct-2279-f-13-13.pdf UR - https://trid.trb.org/view/1277861 ER - TY - RPRT AN - 01497265 AU - Federal Highway Administration TI - Transportation Planning for Operations: Quick Guide to Practitioner Resources PY - 2013/09 SP - 12p AB - Transportation professionals have important questions about the complex transportation challenges of planning for operations. The Federal Highway Administration (FHWA) has developed a number of knowledge resources to help provide answers to planners, operators, public safety professionals, and transportation decisionmakers. This brochure lists the resources available including guidebooks, case studies, and workshops. They were created with the input of transportation professionals across the country to help improve planning for the management and operation of transportation facilities. All publications are available from the U.S. Department of Transportation’s Planning for Operations website at: http://www.plan4operations.dot.gov. KW - Bibliographies KW - Metropolitan areas KW - Regional planning KW - Transportation operations KW - Transportation planning UR - http://www.ops.fhwa.dot.gov/publications/fhwahop13049/fhwahop13049.pdf UR - https://trid.trb.org/view/1266306 ER - TY - JOUR AN - 01497220 JO - Public Roads PB - Federal Highway Administration AU - Oliphant, Marc AU - Greenberg, Allen AU - Boenau, Ron AU - Raw, Jeremy TI - Fill Those Empty Seats! PY - 2013/09 VL - 77 IS - 2 AB - Vehicle occupancy across the United States is less than two persons per car, despite the fact that many car trips happen at the same time (peak hours) with similar destinations. An excessive number of vehicles on the road may cause heavy traffic and greenhouse gas emissions. The obvious solution is to carpool, which has been on the decline in the last few decades. The decrease in costs of driving for the individual as well as an increase in people with driver's licenses are among the possible causes. However, today's commuters are looking for flexible and affordable options. Some have turned to dynamic ridesharing. Dynamic ridesharing is more flexible than traditional carpooling. Drivers and passengers meet at designated or unofficial locations near transit routes, such as along highways with high-occupancy vehicle (HOV) lanes, often using smartphone apps that help users find rides. Casual carpooling developed organically in a number of cities over time, and local governments and other organizations are expending resources to extend dynamic ridesharing to their areas. There were several attempts to establish similar rideshare programs in the 1990s, though it has had more success in recent years due to the use of social networking. KW - Carpools KW - Casual carpooling KW - Commuting KW - High occupancy vehicle lanes KW - Ridesharing KW - Smartphones KW - United States KW - Vehicle occupancy UR - https://www.fhwa.dot.gov/publications/publicroads/13sepoct/03.cfm UR - https://trid.trb.org/view/1265568 ER - TY - JOUR AN - 01497219 JO - Public Roads PB - Federal Highway Administration AU - Warren, Davey AU - Xu, Guan AU - Srinivasan, Raghavan TI - Setting Speed Limits for Safety PY - 2013/09 VL - 77 IS - 2 AB - Speeding is a major factor in fatal crashes. In 2012, the Federal Highway Administration (FHWA) released an updated USLIMITS2, the web-based software designed to help transportation agencies set appropriate speed limits. States establish speed limits based on standards from the FHWA's Manual on Uniform Traffic Control Devices (MUTCD). The MUTCD requires that speed limit signs are posted at intervals of 5 mi/h, and it lists risk factors to consider when engineering speed limits. The software uses a risk-based set of decision rules using relevant roadway, traffic, and crash data to set appropriate speed limits for specific segments of roadway, recommending speed limits based on site characteristics. This article presents case studies from Michigan, Indiana, and Wisconsin that illustrate the use of USLIMITS2 in the real world. KW - Case studies KW - Highway safety KW - Indiana KW - Manual on Uniform Traffic Control Devices KW - Michigan KW - Software KW - Speed limits KW - Speeding KW - Standards KW - U.S. Federal Highway Administration KW - Wisconsin UR - https://www.fhwa.dot.gov/publications/publicroads/13sepoct/02.cfm UR - https://trid.trb.org/view/1265554 ER - TY - JOUR AN - 01497006 JO - Public Roads PB - Federal Highway Administration AU - Villotti, Lew AU - Brethauer, W Kirk TI - Predicting the Future? PY - 2013/09 VL - 77 IS - 2 AB - Planning transport infrastructure takes a good deal of forecasting. It is necessary to estimate future growth of the area, which can be done with scenario planning. In the past, growth projections were based on carrying the most recent past trends from the current situation to some point in the future. This system was accurate for near-term projections, but less so for more distant ones. In recent years, modelers have compensated by developing more reactive policy models that allow for policy changes. Scenario planning, which integrates policy models with geographic information systems (GIS), shows alternative futures resulting from varying policy choices. Metropolitan planning organizations (MPOs) are at the forefront of scenario planning. MPOs identify transportation issues and needs. Long-range planning includes analysis of alternatives to meet projected future demands, while maintaining a safe and efficient transportation system to ensure mobility without adverse effects on the environment. Transportation agencies can use scenario planning to conduct analyses for project evaluation in order to ensure that decisions are consistent with future of the region. KW - Forecasting KW - Geographic information systems KW - Infrastructure KW - Long range planning KW - Metropolitan planning organizations KW - Planning methods KW - Policy UR - https://www.fhwa.dot.gov/publications/publicroads/13sepoct/04.cfm UR - https://trid.trb.org/view/1265747 ER - TY - JOUR AN - 01497005 JO - Public Roads PB - Federal Highway Administration AU - Saadatmand, Nastaran AU - Visintine, Beth AU - Rada, Gonzalo R TI - Roadmap to the Future PY - 2013/09 VL - 77 IS - 2 AB - The Federal Highway Administration (FHWA) has introduced the Pavement Management Roadmap to guide the future of pavement in the United States. This is part of a plan to bring together pavement design and pavement management in order to improve performance. In the past, state transportation agencies rarely used data on pavement management in pavement design because they were two separate divisions in most Departments of Transportation (DOTs). The Pavement Management Roadmap is intended to improve the effectiveness of pavement management programs by addressing needs at all levels and to overcome the separation between pavement design and management. The Mechanistic-Empirical Pavement Design Guide (MEPDG), which helps develop pavement design, began the new era of pavement management and design and is being adopted by more and more local DOTs. The MEPDG uses existing performance data from pavement management systems, thereby improving the next pavement design. The Pavement Management Roadmap is extending the work of the MEPDG by broadening the role of pavement management and bringing it together with pavement design to develop a more efficient system. KW - Mechanistic-Empirical Pavement Design Guide KW - Optimization KW - Pavement design KW - Pavement management systems KW - Pavement performance KW - State departments of transportation KW - U.S. Federal Highway Administration UR - https://www.fhwa.dot.gov/publications/publicroads/13sepoct/01.cfm UR - https://trid.trb.org/view/1265552 ER - TY - RPRT AN - 01496804 AU - Grant, Michael AU - D'Ignazio, Janet AU - Bond, Alexander AU - McKeeman, Alanna AU - ICF International AU - Federal Highway Administration TI - Performance Based Planning and Programming Guidebook PY - 2013/09 SP - 146p AB - Performance-based planning and programming (PBPP) refers to the application of performance management principles within the planning and programming processes of transportation agencies to achieve desired performance outcomes for the multimodal transportation system. This Guidebook has been designed to help State departments of transportation, metropolitan planning organizations, regional transportation planning organizations, transit agencies, and other partner organizations understand the key elements of a PBPP process and the relationship of these elements within existing planning and programming processes. This Guidebook is designed to highlight effective practices to help transportation agencies in moving toward a performance-based approach to planning and programming. KW - Best practices KW - Metropolitan planning organizations KW - Multimodal transportation KW - Performance measurement KW - Programming (Planning) KW - Regional planning KW - Rural planning organizations KW - State departments of transportation KW - Transportation planning UR - http://www.fhwa.dot.gov/planning/performance_based_planning/pbpp_guidebook/pbppguidebook.pdf UR - https://trid.trb.org/view/1265875 ER - TY - RPRT AN - 01496737 AU - Mudge, Richard AU - Mahmassani, Hani AU - Haas, Robert AU - Talebpour, Alireza AU - Carroll, Lindsey AU - SAIC AU - Delcan Corporation AU - Northwestern University, Evanston AU - Federal Highway Administration TI - Work Zone Performance Measurement Using Probe Data PY - 2013/09//Final Report SP - 48p AB - This report assesses the potential for probe data to support work zone performance measurement programs. It includes an overview of probe data and the advantages and disadvantages of probe data sources relative to traditional fixed sensors. It identifies when and how probe data sources can be used to support work zone performance measures. It also characterizes the applicability of different types of probe data to help manage different types of work zones. The report then exemplifies this information by presenting summaries of projects that made use of probe data for work zone performance measures or examined the capabilities and limitations of probe vehicle data. A particular focus was on a recent Maryland State Highway Administration project that provided a comprehensive example of the use of probe data sources to compute the performance measures by developing a web-based work zone performance measure application. KW - Case studies KW - Maryland State Highway Administration KW - Performance measurement KW - Probe vehicles KW - Sensors KW - Work zone traffic control KW - Work zones UR - http://www.ops.fhwa.dot.gov/wz/resources/publications/fhwahop13043/fhwahop13043.pdf UR - https://trid.trb.org/view/1265990 ER - TY - SER AN - 01496693 JO - TechBrief PB - Federal Highway Administration TI - Traffic Control Device Conspicuity PY - 2013/09 SP - 4p AB - The conspicuity of a traffic control device (TCD) is defined as the probability that the device will be noticed. However, there is no agreed-upon measure of what constitutes being noticed. Various measures such as eye fixations, recall, and other verbal reports have been suggested. In this TechBrief, four conspicuity studies are reported and recommendations for increasing the conspicuity of TCDs are provided. KW - Eye fixations KW - Measures of effectiveness KW - Recommendations KW - Traffic control devices KW - Visibility UR - http://www.fhwa.dot.gov/publications/research/safety/13043/13043.pdf UR - https://trid.trb.org/view/1266092 ER - TY - RPRT AN - 01496677 AU - Caldas, Carlos H AU - Stock, Tyler AU - Prozzi, Jolanda AU - Loftus-Otway, Lisa AU - Clower, Terry AU - Bomba, Michael AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Linking Long-Range Transportation Planning with Project Planning in Support of the Environmental Review Process PY - 2013/09//Technical Report SP - 184p AB - This report investigates potential methods of linking transportation planning in Texas, principally long-range planning, with the environmental clearance process required of the National Environmental Policy Act (NEPA). The purpose of the research is to achieve time and monetary savings by streamlining the NEPA process. These savings result principally by reducing duplicative efforts performed during the transportation planning and NEPA processes. To achieve this goal, the report reviews the effectiveness of practices and initiatives in Texas and around the county designed to encourage planning documentation that supports the NEPA process. The report then assesses the challenges involved with implementing these practices in Texas and makes a series of recommendations designed to be implemented by various agencies in Texas that would provide linkages between transportation planning and the NEPA process. KW - Environmental policy KW - Implementation KW - Long range planning KW - National Environmental Policy Act of 1969 KW - Programming (Planning) KW - Recommendations KW - Texas KW - Transportation planning UR - http://library.ctr.utexas.edu/ctr-publications/0-6701-1.pdf UR - https://trid.trb.org/view/1264263 ER - TY - RPRT AN - 01496652 AU - Ryu, Sungwoo AU - Choi, Pangil AU - Zhou, Wujun AU - Saraf, Sureel AU - Senadheera, Sanjaya AU - Hu, Jiong AU - Siddiqui, Sarwar AU - Fowler, David AU - Won, Moon C AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Optimizing Concrete Pavement Type Selection Based on Aggregate Availability PY - 2013/09//Technical Report SP - 124p AB - Design concept and structural responses of jointed plain concrete pavement (CPCD) and continuously reinforced concrete pavement (CRCP) are quite different. In CPCD, concrete volume changes are allowed to a full extent, and accommodations are made to ensure good load transfer at discontinuities, i.e., transverse contraction joints. On the other hand, concrete volume changes are restrained to a significant degree in CRCP by longitudinal reinforcement and base friction. Because of this vastly different behavior between the two pavement types, concrete with a high coefficient of thermal expansion (CoTE) is not an ideal material for CRCP. In other words, the performance of CRCP with a high CoTE concrete will be compromised, with resulting spalling. Concrete with a high CoTE should be used for CPCD if at all possible. This study investigated the correlation between spalling and concrete CoTE. CRCP sections with severe spalling were identified. Sections with no spalling and delamination distresses were also identified. A minimum of two cores were taken from those sections, and CoTE and modulus of elasticity were evaluated. There was an excellent correlation. Concrete material properties of selected coarse aggregates were extensively evaluated in the laboratory. Also, an in-depth analysis was made of the life-cycle cost of the pavement with coarse aggregates from different sources. Concrete with a CoTE larger than 5.5 microstrain per °F is quite prone to severe spalling. The findings from this study indicate that, if concrete with a CoTE greater than 5.5 microstrain/°F is used in CRCP, the risk of severe spalling increases substantially. Accordingly, if the only coarse aggregate type available locally produces concrete with a CoTE greater than 5.5 microstrain/°F, it is strongly recommended that this aggregate not be used in CRCP. Instead, the use of CPCD should be considered. Whether low CoTE aggregates need to be brought in for use in CRCP, or a locally available high CoTE aggregates is utilized in CPCD, should be based on the local experience with CPCD performance. KW - Coarse aggregates KW - Concrete pavements KW - Continuously reinforced concrete pavements KW - Delamination KW - Life cycle costing KW - Modulus of elasticity KW - Pavement distress KW - Spalling KW - Texas KW - Thermal expansion UR - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/0-6681-1-Final.pdf UR - https://trid.trb.org/view/1266081 ER - TY - RPRT AN - 01496087 AU - Agrawal, Anil K AU - Washer, Glenn A AU - City College of New York of the City University of New York AU - New York State Department of Transportation AU - Federal Highway Administration TI - Consistency of the New York State Bridge Inspection Program PY - 2013/09//Final Report SP - 110p AB - The New York State Department of Transportation (NYSDOT) maintains an inventory of over 17,000 highway bridges across the state. As per New York State’s Uniform Code of Bridge Inspections, all bridges in New York State are inspected biennially, or more often as necessary. Bridge inspectors are required to assign a condition rating for up to 47 structural elements of each bridge, including 25 components of each span of a bridge, in addition to the general components common to all bridges based on visual inspection of these elements. The bridge condition rating scale ranges from 7 to 1, 7 being new and 1 being in failed condition. In addition to this, ratings 8 and 9 are assigned to cases “not applicable” and “condition and/or existence unknown”. The objectives of this research have been to (1) conduct a detailed evaluation of the consistency of inspection ratings, and (2) provide recommendations for improvements to bridge inspection procedures and training to improve consistency, whenever possible. A broader outcome of the research has been the development of knowledgebase on factors affecting consistency of bridge ratings. These research objectives have been achieved through a detailed and comprehensive literature review on inspection practices and the NYSDOT bridge inspection program and, development and evaluation of consistency of the bridge inspection ratings through the inspection of 4 selected bridges by 21 inspection teams. Numbers of bridges and inspection teams have been selected to generate statistically sufficient data for the evaluation of consistency of inspection of different bridge elements. A detailed and quantitative evaluation of consistency of inspection ratings of different bridge elements has been carried out through the analysis of inspection data. Results show that the overall consistency of ratings of different elements is more than 90%. KW - Bridges KW - Condition surveys KW - Inspection KW - New York (State) KW - Ratings UR - http://www.utrc2.org/sites/default/files/pubs/Bridge-Inspection-Program.pdf?utm_source=10-13-15+Final+Reports&utm_campaign=07-06-14+PR-Final+Reports&utm_medium=email UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-07-17%20Final%20Report_9-30-13.pdf UR - https://trid.trb.org/view/1265798 ER - TY - RPRT AN - 01495819 AU - Veneziano, David AU - Ewan, Levi AU - Stephens, Jerry AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - Information/Education Synthesis on Roundabouts PY - 2013/09//Final Report SP - 117p AB - Roundabouts have seen increased application across the United States as one of the Federal Highway Administration’s nine proven safety countermeasures. In Montana, however, there has been strong public opposition to some of the roundabout projects proposed by the Montana Department of Transportation (MDT). Montana’s experience regarding public apprehension of roundabouts is not unique. Other states have encountered the same lack of public support for roundabouts. The reasons for the lack of public acceptance vary, but typically include driver apprehension, safety and cost concerns. Consequently, it has been generally recognized that public acceptance and buy-in of roundabouts is essential to moving their use forward. Understanding what other states and locales have developed to facilitate roundabout education and outreach is crucial in refining MDT’s approach to the problem. Consequently, the research presented in this report was undertaken to identify strategies to use in public meetings and other venues to promote roundabouts as a preferred approach to intersection control and as an effective safety countermeasure. KW - Acceptance KW - Countermeasures KW - Highway safety KW - Highway traffic control KW - Montana KW - Promotion KW - Public information programs KW - Public participation KW - Roundabouts UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/roundabout_educ/FINAL_REPORT_SEP13.PDF UR - https://trid.trb.org/view/1265097 ER - TY - RPRT AN - 01495422 AU - Park, Hyun-A AU - Robert, William AU - Lawrence, Katherine AU - Spy Pond Partners, LLC AU - Federal Highway Administration TI - 2013 Transportation Asset Management Peer Exchange PY - 2013/09//Final Report SP - 52p AB - This report summarizes the proceedings of the 2013 Transportation Asset Management Peer Exchange hosted by the Federal Highway Administration (FHWA) and the American Association of State Highway and Transportation Officials (AASHTO). The peer exchange was held in Burlington, Vermont on July 24th and 25th, 2013. The purpose of this peer exchange was to provide participants from state Departments of Transportation (DOTs) an opportunity to share information on the best and current practices in asset management and maintenance and to discuss the Moving Ahead for Progress in the 21st Century Act (MAP-21) Transportation Asset Management Plan (TAMP) requirements. A particular focus of this peer exchange was the role of asset preservation and maintenance within a DOT’s asset management program and in their TAMP. KW - Asset management KW - Maintenance KW - Moving Ahead for Progress in the 21st Century Act KW - Peer exchange KW - Preservation UR - http://www.fhwa.dot.gov/asset/pubs/hif13069.pdf UR - https://trid.trb.org/view/1264466 ER - TY - RPRT AN - 01495388 AU - Anderson, Keith W AU - Uhlmeyer, Jeff S AU - Sexton, Tim AU - Russell, Mark AU - Weston, Jim AU - Washington State Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Summary Report on the Performance of Open Graded Friction Course Quieter Pavements: I-5 Lynnwood, SR-520 Medina, I-405 Bellevue PY - 2013/09//Summary Report SP - 37p AB - This document summarizes the acoustic properties and pavement performance of three asphalt quieter pavement projects. Each of the projects included open graded friction course pavement built with sections of crumb rubber and polymer modified asphalt binders. Performance was compared to control sections of hot mix asphalt (HMA) Class 1/2 inch. The open graded friction course sections were audibly quieter than the control sections between one and fourteen months after construction. The rutting/wear on the open graded friction course sections was higher than the control sections. On two of the projects the rutting/wear exceeded the depth of the overlay and reached a level that would require early replacement of the pavement. The increases in noise and rutting/wear occurred primarily during the time periods when studded tires are legal in the state and are believed to be the primary cause of these increases. Based on the results of the research, the Washington State Department of Transportation (WSDOT) has concluded that open graded friction course pavements are not a viable option as a noise mitigation strategy for the State of Washington. KW - Asphalt pavements KW - Crumb rubber KW - Friction course KW - Open graded aggregates KW - Polymer asphalt KW - Quiet pavements KW - Rutting KW - Tire/pavement noise KW - Washington (State) KW - Wear UR - http://www.wsdot.wa.gov/research/reports/fullreports/817.1.pdf UR - https://trid.trb.org/view/1264803 ER - TY - RPRT AN - 01495242 AU - Hallmark, Shauna AU - Turner, Jordan AU - Albrecht, Chris AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Mid-America Transportation Center AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Synthesis of Work-Zone Performance Measures PY - 2013/09//Final Report SP - 64p AB - The main objective of this synthesis was to identify and summarize how agencies collect, analyze, and report different work-zone traffic-performance measures, which include exposure, mobility, and safety measures. The researchers also examined communicating performance to the public. This toolbox provides knowledge to help state departments of transportation (DOTs), as well as counties and cities, to better address reporting of work-zone performance. KW - Cities KW - Counties KW - Mobility KW - Performance measurement KW - State departments of transportation KW - Syntheses KW - Work zone safety KW - Work zone traffic control UR - http://publications.iowa.gov/15061/1/IA_DOT_SWZDI_TPF-5%28081%29_work-zone_perf_msrsr.pdf UR - https://trid.trb.org/view/1264186 ER - TY - RPRT AN - 01495174 AU - Qin, Xiao AU - Chen, Zhi AU - Cutler, Chase AU - South Dakota State University, Brookings AU - Upper Great Plains Transportation Institute AU - Federal Highway Administration TI - Evaluating Local and Tribal Rural Road Design with the Interactive Highway Safety Design Model (IHSDM) PY - 2013/09 SP - 54p AB - Establishing performance-based safety goals and objectives becomes more attainable with the Highway Safety Manual (HSM). However, the safety performance functions (SPFs) in the HSM may not be accurate as they are not calibrated to local conditions. In addition, each SPF and crash modification factor (CMF) assumes a set of base site conditions which may not be realistic for local roadways. Although calibration procedures are available in HSM Part C Appendix A, they should be refined or modified to accommodate local data availability and roadway, traffic, and crash characteristics. It is also necessary to determine a set of base conditions applicable to local highways. This document presents the application of the HSM for rural local two-lane two-way highway segments in South Dakota (SD). The calibration was based on three-year (2009-2011) crash data from 657 roadway segments constituting more than 750 miles of roadways. The calibration process includes establishing new base conditions, developing SPFs, converting CMFs to base conditions as well as substituting default values with state-specific values. Five models have been developed and compared based on statistical goodness-of-fit and calibration factors. The same procedures were also conducted for the tribal two-lane two-way highway segments in SD based on three-year (2009-2011) crash data from 56 roadway segments constituting 199.5 miles of roadway. Results show that the jurisdiction-specific crash type distribution for CMFs can be drastically different from what is presented in the HSM. For rural local two-lane two-way roadways, the HSM method without modification underestimates SD crashes by 35 percent. The method based on SPFs developed from a full model has the best performance. For tribal two-lane two-way roadways, the HSM method without modification overestimates SD crashes by 122 percent. The method using the exponential from of annual average daily traffic (AADT) performs the best. This documentation provides important guidance and empirical results regarding how to calibrate HSM models. KW - Highway design KW - Highway safety KW - Local roads KW - Rural highways KW - Safety performance functions KW - South Dakota KW - Traffic crashes KW - Tribal lands KW - Two lane highways KW - Types of roads by jurisdiction UR - http://www.ugpti.org/pubs/pdf/DP264.pdf UR - https://trid.trb.org/view/1263334 ER - TY - RPRT AN - 01494780 AU - Strege, Nancy AU - University of Minnesota, Twin Cities AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board AU - National Cooperative Highway Research Program TI - 2013 CEO Leadership Forum: Leading the 21st Century DOT: A Summary Report PY - 2013/09 SP - 40p AB - The fifth CEO Leadership Forum, held April 7-9 2013, provided a venue for dialog about how state departments of transportation (DOTs) are responding to the forces changing their business. Over three days, transportation leaders from across the nation explored a range of issues and developed action plans to support chief executive officers (CEOs) and their staffs. The unique setting allowed CEOs to consider and discuss four main topics: current trends, leadership experiences, best practices, and research and other American Association of State Highway and Transportation Officials (AASHTO), Transportation Research Board, and Federal Highway Administration initiatives. To lay the groundwork for the forum, three former state CEOs—Pete Rahn, Tom Warne, and Debra Miller—presented their respective white papers on the state of the practice. Executive summaries of the white papers are in the appendix. The full white papers are available for download on the AASHTO website. KW - Best practices KW - Executives KW - Leadership KW - Research KW - State departments of transportation KW - State of the practice KW - Strategic planning UR - http://downloads.transportation.org/LeadershipForum/2013%20CEO%20Leadership%20Forum%20Summary.pdf UR - https://trid.trb.org/view/1263762 ER - TY - SER AN - 01494597 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Brand, Alexander S AU - Roesler, Jeffery R AU - Chavan, Hemant L AU - Evangelista, Francisco AU - University of Illinois, Urbana-Champaign AU - University of Brasilia AU - Iowa State University, Ames AU - Federal Highway Administration TI - Effects of a Nonuniform Subgrade Support on the Responses of Concrete Pavement PY - 2013/09 SP - 148p AB - Intelligent compaction is gaining attention for its ability to spatially map the compaction effort of a pavement support layer, and it has also been shown to be able to detect areas of nonuniform compaction, which raises the issue of what the effects of a nonuniform support condition are on the stresses and deflections in a rigid pavement. This study considered multiple nonuniform support conditions, including theoretically generated and predetermined and randomly assigned from measured field data. The slabs and nonuniform support conditions were modeled using two-dimensional and three-dimensional finite element methods with input variables being axle type, curling, and lateral and longitudinal axle movements. Overall the study found that certain nonuniform support conditions and axle positions can significantly increase the peak tensile stress in the slab over even uniform soft support. In particular, a single slab with soft longitudinal edge support and a slab with “randomly” assigned nonuniformities were critical cases that increased the peak slab tensile stresses. When the slab was modeled with preexisting through-length surface cracks, it was found that the nonuniform soft edges support conditions would result in unstable crack growth based on the significant increase in the stress intensity factor. When modeling a set of concrete slabs over a nonuniform support based on field data, the peak tensile stresses were increased relative to a uniform support based on the location of the wheel load relative to the nonuniformity and also based on the adjacent differences in nonuniform soil stiffness. The field data was also statistically reassigned by normal and beta distributions to predefined area sizes, which demonstrated that with a normal distribution, the probability of low k-values along the pavement edge increased thereby raising the probability of higher peak tensile stresses. Overall, certain nonuniform support of concrete slabs can produce much higher tensile stresses than a uniform support condition, particularly when considering different loading positions and curling conditions, soft support along the pavement edge, and preexisting cracks. KW - Axle loads KW - Compaction KW - Concrete pavements KW - Cracking of concrete pavements KW - Finite element method KW - Pavement performance KW - Rigid pavements KW - Slabs KW - Subgrade (Pavements) KW - Tensile strength KW - Wheel loads UR - http://hdl.handle.net/2142/45821 UR - https://trid.trb.org/view/1263486 ER - TY - RPRT AN - 01494582 AU - Straub, Timothy D AU - Over, Thomas M AU - Domanski, Marian M AU - Illinois Center for Transportation AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Ultimate Pier and Contraction Scour Prediction in Cohesive Soils at Selected Bridges in Illinois PY - 2013/09 AB - The Scour Rate In COhesive Soils-Erosion Function Apparatus (SRICOS-EFA) method includes an ultimate scour prediction that is the equilibrium maximum pier and contraction scour of cohesive soils over time. The purpose of this report is to present the results of testing the ultimate pier and contraction scour methods for cohesive soils on 30 bridge sites in Illinois. Comparison of the ultimate cohesive and noncohesive methods, along with the Illinois Department of Transportation (IDOT) cohesive soil reduction-factor method and measured scour are presented. Also, results of the comparison of historic IDOT laboratory and field values of unconfined compressive strength of soils (Qu) are presented. The unconfined compressive strength is used in both ultimate cohesive and reduction-factor methods, and knowing how the values from field methods compare to the laboratory methods is critical to the informed application of the methods. On average, the non-cohesive method results predict the highest amount of scour, followed by the reduction-factor method results; and the ultimate cohesive method results predict the lowest amount of scour. The 100-year scour predicted for the ultimate cohesive, noncohesive, and reduction-factor methods for each bridge site and soil are always larger than observed scour in this study, except 12% of predicted values that are all within 0.4 ft of the observed scour. The ultimate cohesive scour prediction is smaller than the non-cohesive scour prediction method for 78% of bridge sites and soils. Seventy-six percent of the ultimate cohesive predictions show a 45% or greater reduction from the non-cohesive predictions that are over 10 ft. Comparing the ultimate cohesive and reduction-factor 100-year scour predictions methods for each bridge site and soil, the scour predicted by the ultimate cohesive scour prediction method is less than the reduction-factor 100-year scour prediction method for 51% of bridge sites and soils. Critical shear stress remains a needed parameter in the ultimate scour prediction for cohesive soils. The unconfined soil compressive strength measured by IDOT in the laboratory was found to provide a good prediction of critical shear stress, as measured by using the erosion function apparatus in a previous study. Because laboratory Qu analyses are time-consuming and expensive, the ability of field-measured Rimac data to estimate unconfined soil strength in the critical shear–soil strength relation was tested. A regression analysis was completed using a historic IDOT dataset containing 366 data pairs of laboratory Qu and field Rimac measurements from common sites with cohesive soils. The resulting equations provide a point prediction of Qu, given any Rimac value with the 90% confidence interval. The prediction equations are not significantly different from the identity Qu = Rimac. The alternative predictions of ultimate cohesive scour presented in this study assume Qu will be estimated using Rimac measurements that include computed uncertainty. In particular, the ultimate cohesive predicted scour is greater than observed scour for the entire 90% confidence interval range for predicting Qu at the bridges and soils used in this study, with the exception of the six predicted values that are all within 0.6 ft of the observed scour. KW - Bridge piers KW - Bridges KW - Cohesive soils KW - Illinois KW - Mathematical prediction KW - Measuring methods KW - Scour KW - Scour Rate in Cohesive Soils (SRICOS) method UR - http://hdl.handle.net/2142/45749 UR - https://trid.trb.org/view/1263491 ER - TY - RPRT AN - 01494421 AU - Goodin, Ginger AU - Benz, Robert AU - Burris, Mark AU - Brewer, Marcus AU - Wood, Nick AU - Geiselbrecht, Tina AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Katy Freeway: An Evaluation of a Second-Generation Managed Lanes Project PY - 2013/09//Technical Report SP - 240p AB - The Katy Freeway Managed Lanes (KML) represents the first operational, multilane managed facility in Texas and provides an opportunity to benefit from the lessons learned from the project. This study evaluated multiple aspects of KML and the critical areas of project development, design, and operation. One sample finding is that travel time savings are approximately 5 minutes in the morning and 14 minutes in the afternoon in the peak directions, and the travel time advantage over the general-purpose lanes has increased as volumes have grown. Continual monitoring and adjustment of operating aspects of new managed lanes is required post-opening, especially during the ramp-up period in which drivers make travel adjustments to use the facility. The operating partners for the KML have continuously monitored the performance of the lanes since opening and have made adjustments in toll rates, lane configuration at the tolling zones, and access operations at the western terminus. These adjustments are critical to ensuring that the performance standards for the lanes are maintained. KW - Access control (Transportation) KW - Evaluation KW - Freeway operations KW - Highway design KW - Katy Freeway (Houston, Texas) KW - Managed lanes KW - Monitoring KW - Texas KW - Tolls KW - Travel time UR - http://tti.tamu.edu/documents/0-6688-1.pdf UR - https://trid.trb.org/view/1263339 ER - TY - RPRT AN - 01494418 AU - Goodin, Ginger AU - Bricka, Stacey AU - Pourteau, Chris AU - Benz, Robert AU - Burris, Mark AU - Brewer, Marcus AU - Wood, Nick AU - Geiselbrecht, Tina AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Briefing Paper: Toward a Best Practice Model for Managed Lanes in Texas PY - 2013/09 SP - 40p AB - Three of Texas’ four major metropolitan regions currently envision networks of managed lanes (ML) in their long-range regional transportation plans. Though lessons learned from existing ML facilities have advanced the practice of implementing new facilities, no one-size-fits-all strategy exists. Each region/corridor exhibits unique characteristics that require implementing agencies to adapt previous experiences to their own environments. Nevertheless, studying the development of the Katy Freeway Managed Lanes (KML) on I-10 in Houston, Texas, has yielded valuable insights that can benefit agencies implementing managed lanes in the future. The KML became fully operational in 2009. Also called the Katy Tollway, the KML is the first operational, multilane managed facility in Texas. Understanding how the KML was successfully implemented provides an opportunity for TxDOT and its partnering agencies across the state to facilitate developing other projects based on those lessons learned. KW - Best practices KW - Freeway operations KW - High occupancy vehicle lanes KW - Implementation KW - Katy Freeway (Houston, Texas) KW - Managed lanes KW - Texas UR - http://tti.tamu.edu/documents/0-6688-P1.pdf UR - https://trid.trb.org/view/1263340 ER - TY - RPRT AN - 01494417 AU - Gonzalez, Epigmenio AU - Liu, Jin AU - Liu, Wenxing AU - Zhang, Zhanmin AU - Murphy, Michael R AU - O'Connor, James T AU - Bhat, Chandra AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - An AHP-based Approach to Prioritizing Resources for Highway Routine Maintenance PY - 2013/09//Technical Report SP - 88p AB - The Texas Department of Transportation (TxDOT) has been experiencing maintenance budget fluctuations recently. The budget shortage has a negative impact on the agency’s maintenance strategies and results in the undesirable deterioration of highway conditions, increasing the risk for both road users and the agency. This project aims to develop a methodology to minimize the impact of budget fluctuation by quantifying the risk of not performing a maintenance activity and identifying the priority of maintenance activities based on the quantified risk. With the help of maintenance experts from TxDOT, four maintenance objectives and 16 maintenance function groups were identified and a hierarchy structure was developed based on the objectives and function groups. Four pilot districts were selected to represent the different demographic and climatic regions in Texas and maintenance experts were selected from the four districts to participate in the workshop. The overall relative weights of the 16 maintenance function groups were determined based on the individual evaluator’s judgments using the Analytical Hierarchy Process. To determine whether the four pilot districts varied in assigning relative importance to the four defined objectives and priority to the 16 maintenance groups, statistical analyses were conducted with the four sets of values, one for each of the four pilot districts, using Kruskal-Wallis test. Lastly, a web-based prototype system was developed to assist users in generating the list of maintenance projects under budget constraints. Exposure factors, average daily traffic (ADT), and truck volume were applied in the system to factor in the impact of traffic on the maintenance strategy. Users of this system can choose to use the weights and parameter values from the pilot district that they think is most comparable to their own district, or use the state average values that have proved to be applicable to all the districts in Texas. KW - Budgeting KW - Decision making KW - Highway maintenance KW - Maintenance management KW - Resource allocation KW - Risk management KW - Texas KW - Texas Department of Transportation KW - Workshops UR - http://library.ctr.utexas.edu/ctr-publications/0-6623-2.pdf UR - https://trid.trb.org/view/1263336 ER - TY - RPRT AN - 01494407 AU - Miles, Jeffrey D AU - Ge, Hancheng AU - Carlson, Paul AU - Zhang, Yunlong AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Prototype Mobile Luminance Measurement System and Level of Service for Evaluating Rural High-Speed Nighttime Delineation PY - 2013/09//Technical Report SP - 64p AB - Transportation agencies routinely travel their extensive roadway networks conducting subjective roadway assessments of traffic control devices both day and night. Retroreflectivity is a good tool for product testing but can provide false positives for traffic control devices based on the approach geometry. This research project developed an objective nighttime assessment method for traffic devices that could be tied back to a form of level of service. The project also correlated luminance data with level of service. Researchers recommend the use of precise and approximate measurement methods in conjunction with nighttime inspections and retroreflectivity measurements to assess accuracy and repeatability versus time. KW - Highway delineators KW - Level of service KW - Luminance KW - Night visibility KW - Prototypes KW - Retroreflectivity KW - Rural highways KW - Texas KW - Traffic control devices UR - http://tti.tamu.edu/documents/0-6647-1.pdf UR - https://trid.trb.org/view/1262977 ER - TY - RPRT AN - 01493284 AU - White, David J AU - Vennapusa, Pavana K R AU - Miller, D Kelly AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Western Iowa Missouri River Flooding ― Geo-Infrastructure Damage Assessment, Repair and Mitigation Strategies PY - 2013/09//Final Report SP - 269p AB - The 2011 Missouri River flooding caused significant damage to many geo-infrastructure systems including levees, bridge abutments/foundations, paved and unpaved roadways, culverts, and embankment slopes in western Iowa. The flooding resulted in closures of several interchanges along Interstate 29 and of more than 100 miles of secondary roads in western Iowa, causing severe inconvenience to residents and losses to local businesses. The main goals of this research project were to assist county and city engineers by deploying and using advanced technologies to rapidly assess the damage to geo-infrastructure and develop effective repair and mitigation strategies and solutions for use during future flood events in Iowa. The research team visited selected sites in western Iowa to conduct field reconnaissance, in situ testing on bridge abutment backfills that were affected by floods, flooded and non-flooded secondary roadways, and culverts. In situ testing was conducted shortly after the flood waters receded, and several months after flooding to evaluate recovery and performance. Tests included falling weight deflectometer, dynamic cone penetrometer, three-dimensional (3D) laser scanning, ground penetrating radar, and hand auger soil sampling. Field results indicated significant differences in roadway support characteristics between flooded and non-flooded areas. Support characteristics in some flooded areas recovered over time, while others did not. Voids were detected in culvert and bridge abutment backfill materials shortly after flooding and several months after flooding. A catalog of field assessment techniques and 20 potential repair/mitigation solutions are provided in this report. A flow chart relating the damages observed, assessment techniques, and potential repair/mitigation solutions is provided. These options are discussed for paved/unpaved roads, culverts, and bridge abutments, and are applicable for both primary and secondary roadways. KW - Bridge abutments KW - Cone penetrometers KW - Culverts KW - Falling weight deflectometers KW - Field tests KW - Flood damage KW - Ground penetrating radar KW - Iowa KW - Maintenance KW - Secondary roads KW - Soil stabilization KW - Structural analysis UR - http://publications.iowa.gov/15059/1/IA_DOT_TR-638_InTrans_western_iowa_flood_damage.pdf UR - https://trid.trb.org/view/1261618 ER - TY - RPRT AN - 01493283 AU - Wilson, Bryan T AU - Scullion, Tom AU - Estakhri, Cindy AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Design and Construction Recommendations for Thin Overlays in Texas PY - 2013/09//Technical Report SP - 230p AB - Thin hot mix asphalt (HMA) overlays, laid at 1.0 inch or thinner, are cost-effective surface maintenance options. The primary focus of this research was to develop specifications for three such mixes: fine dense-graded mix (fine DGM), fine-graded stone matrix asphalt (fine SMA), and fine-graded permeable friction course (fine PFC). A number of slurry overlay systems were also evaluated, but to a lesser extent. Draft specifications for the three mix types were first developed based on the results of a literature/information search and a field investigation of 11 existing projects. The specifications included minimum material quality levels, laboratory performance criteria, and construction recommendations. To evaluate the design recommendations, extensive laboratory testing was performed on each of the three thin overlay mixes with five different aggregates. Of the 15 mixes attempted, 12 had acceptable designs in terms of the specified performance tests. For the most part, the draft specifications appeared to function well with minor alterations recommended. Testing also included two supplementary studies on the effects of screening type in fine SMA and the effects of recycled materials on both the fine SMA and fine PFC. Compaction of the fine SMAs was highly influenced by packing characteristics of the coarse and fine aggregates. Screening quality did not affect fine SMA rutting resistance, but did affect cracking resistance. Using recycled aggregates reduced rutting problems but increased cracking susceptibility; however, most mixes performed well suggesting that quality, well-engineered mixes can still have good performance when recycled materials are used in limited amounts. Concerning laboratory testing of slurry overlays, the applicability of the overlay tester/procedures and the three-wheel polishing device in testing should be further studied. In particular, a tie-in with actual field performance should be identified, perhaps with the Accelerated Pavement Test program. Six thin overlay projects, comprising 10 unique mix designs, were constructed and evaluated. Most projects were constructed without problems, though some encountered issues with over- and under-compaction. Initial performance has been very good, although, since all the sections are less than two years old, the long-term performance is still undetermined. The researchers recommend adapting the specifications accompanying this report, which require using high quality materials and passing strict laboratory performance tests on both the lab design and trial batch materials. They do not recommend incorporating recycled materials in these mixes, though preliminary results are promising. Guidelines for pavement evaluation and mix selection were also prepared, which recommend the use of certain thin overlay or slurry overlay options given the pavement, traffic, and climate conditions. KW - Bituminous overlays KW - Cracking KW - Dense graded aggregates KW - Fine aggregates KW - Friction course KW - Hot mix asphalt KW - Laboratory tests KW - Mix design KW - Performance tests KW - Recycled materials KW - Rutting KW - Slurry seals KW - Specifications KW - Stone matrix asphalt KW - Texas UR - http://tti.tamu.edu/documents/0-6615-1.pdf UR - https://trid.trb.org/view/1262243 ER - TY - RPRT AN - 01493267 AU - Moudon, Anne Vernez AU - Sheikh, Amir AU - Kraus, Andy AU - Stewart, Orion AU - Hallenbeck, Mark E AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Land Development Risks Along State Transportation Corridors PY - 2013/09//Final Research Report SP - 70p AB - Land development that is not coordinated with transportation planning can compromise the performance of Washington’s state routes. Identifying land at risk for development along state routes can provide opportunities for proactive, collaborative planning to improve access, mobility, and safety while supporting economic development. This project, described in two parts, provides tools to help turn adverse risks of land development into opportunities to make route improvements. In part one, systems for identifying land at risk for development were developed for the state and local levels from relevant literature and expert input. Risk factors for land development at the state level include historic population and job growth, population and job forecasts, and traffic conditions. Additional risk factors at the local level include regulatory constraints, critical areas, vacant and undeveloped lands, recent sales history, building permit history, and sewer and water utilities. The local level system was applied to three case study areas. Results generally agreed with local knowledge, yet the method offered an objective and systematic means for comparing corridors across the state fairly. In part two, a menu of strategies for responsibly developing state routes was developed from current Washington State Department of Transportation (WSDOT) practices, literature on standard approaches, and reports of novel solutions. Strategies were classified as planning and coordination activities, non-engineering and engineering strategies, and funding/enforcement strategies. KW - Case studies KW - Development KW - Highway corridors KW - Land use planning KW - Risk analysis KW - Sustainable development KW - Transportation planning KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/805.1.pdf UR - https://trid.trb.org/view/1262718 ER - TY - RPRT AN - 01587154 AU - Constantinescu, George AU - Bhatti, M Asghar AU - Wipf, Terry AU - Phares, Brent AU - University of Iowa, Iowa City AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Iowa Highway Research Board AU - Federal Highway Administration TI - Wind Loads on Dynamic Message Cabinets and Behavior of Supporting Trusses PY - 2013/08/31/Final Report SP - 112p AB - Large Dynamic Message Signs (DMSs) have been increasingly used on freeways, expressways and major arterials to better manage the traffic flow by providing accurate and timely information to drivers. Overhead truss structures are typically employed to support those DMSs allowing them to provide wider display to more lanes. In recent years, there is increasing evidence that the truss structures supporting these large and heavy signs are subjected to much more complex loadings than are typically accounted for in the codified design procedures. Consequently, some of these structures have required frequent inspections, retrofitting, and even premature replacement. Two manufacturing processes are primarily utilized on truss structures - welding and bolting. Recently, cracks at welding toes were reported for the structures employed in some states. Extremely large loads (e.g., due to high winds) could cause brittle fractures, and cyclic vibration (e.g., due to diurnal variation in temperature or due to oscillations in the wind force induced by vortex shedding behind the DMS) may lead to fatigue damage, as these are two major failures for the metallic material. Wind and strain resulting from temperature changes are the main loads that affect the structures during their lifetime. The American Association of State Highway and Transportation Officials (AASHTO) Specification defines the limit loads in dead load, wind load, ice load, and fatigue design for natural wind gust and truck-induced gust. The objectives of this study are to investigate wind and thermal effects in the bridge type overhead DMS truss structures and improve the current design specifications (e.g., for thermal design). In order to accomplish the objective, it is necessary to study structural behavior and detailed strain-stress of the truss structures caused by wind load on the DMS cabinet and thermal load on the truss supporting the DMS cabinet. The study is divided into two parts. The Computational Fluid Dynamics (CFD) component and part of the structural analysis component of the study were conducted at the University of Iowa while the field study and related structural analysis computations were conducted at the Iowa State University. The CFD simulations were used to determine the air-induced forces (wind loads) on the DMS cabinets and the finite element analysis was used to determine the response of the supporting trusses to these pressure forces. The field observation portion consisted of short-term monitoring of several DMS Cabinet/Trusses and long-term monitoring of one DMS Cabinet/Truss. The short-term monitoring was a single (or two) day event in which several message sign panel/trusses were tested. The long-term monitoring field study extended over several months. Analysis of the data focused on trying to identify important behaviors under both ambient and truck induced winds and the effect of daily temperature changes. Results of the CFD investigation, field experiments and structural analysis of the wind induced forces on the DMS cabinets and their effect on the supporting trusses showed that the passage of trucks cannot be responsible for the problems observed to develop at trusses supporting DMS cabinets. Rather the data pointed toward the important effect of the thermal load induced by cyclic (diurnal) variations of the temperature. Thermal influence is not discussed in the specification, either in limit load or fatigue design. Although the frequency of the thermal load is low, results showed that when temperature range is large the restress range would be significant to the structure, especially near welding areas where stress concentrations may occur. Moreover stress amplitude and range are the primary parameters for brittle fracture and fatigue life estimation. Long-term field monitoring of one of the overhead truss structures in Iowa was used as the research baseline to estimate the effects of diurnal temperature changes to fatigue damage. The evaluation of the collected data is an important approach for understanding the structural behavior and for the advancement of future code provisions. Finite element modeling was developed to estimate the strain and stress magnitudes, which were compared with the field monitoring data. Fatigue life of the truss structures was also estimated based on AASHTO specifications and the numerical modeling. The main conclusion of the study is that thermal induced fatigue damage of the truss structures supporting DMS cabinets is likely a significant contributing cause for the cracks observed to develop at such structures. Other probable causes for fatigue damage not investigated in this study are the cyclic oscillations of the total wind load associated with the vortex shedding behind the DMS cabinet at high wind conditions and fabrication tolerances and induced stresses due to fitting of tube to tube connections. KW - Fatigue (Mechanics) KW - Fluid dynamics KW - Overhead traffic signs KW - Structural analysis KW - Thermal stresses KW - Trusses KW - Variable message signs KW - Wind UR - http://publications.iowa.gov/id/eprint/20080 UR - https://trid.trb.org/view/1395348 ER - TY - RPRT AN - 01516601 AU - Orton, Sarah AU - Loehr, Erik AU - Boeckmann, Andrew AU - Havens, Garrett AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Live Load Effect in Reinforced Concrete Box Culverts Under Soil Fill PY - 2013/08/31/Final Report SP - 45p AB - Live load effects in box culverts generally diminish with soil fill thickness. In addition, the effect of the live load may be nearly negligible compared to the dead loads when significant fill is placed above the crown of the culvert. The objective of this study is to determine the effects of live load (truck loads) on bridge-size (spans greater than 20 ft) reinforced concrete box culverts under soil fills of different thickness. The study considered the field testing of 10 existing reinforced concrete box culverts with fill depths ranging from 2.5 ft to 13.5 ft. Instrumentation of the culvert consisted of 12 reusable strain transducers and 12 linear variable differential transformers (LVDTs). The instrumentation was designed to be applied, used, and removed in one day of testing. Loaded trucks were driven over the culvert to provide live load. The results of the testing show that live load effect does diminish with increasing fill depth. The American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) and Load Factor Design (LFD) Standard Specifications were both overly conservative in predicting strains and displacements compared to the field data for fill depths less than 8 ft. At above 6 ft of fill the measured effect of the live load was less than 10% of the dead load effect. This could be considered as a point at which to ignore the live load effect and therefore not load rate the culvert. KW - Box culverts KW - Field tests KW - Fills KW - Live loads KW - Load factor KW - Reinforced concrete culverts KW - Soils UR - http://library.modot.mo.gov/RDT/reports/TR201314/cmr14-009.pdf UR - http://library.modot.mo.gov/RDT/reports/TR201314/cmr14-009AppA.pdf UR - https://trid.trb.org/view/1300189 ER - TY - ABST AN - 01577461 TI - Evaluation of Elongated Pavement Markings Signs AB - This project will conduct simulation and field evaluations using motorists to evaluate the effectiveness of adding a flashing elongated pavement markings complimentary to selected post mounted signs. KW - Drivers KW - Field studies KW - Flashing KW - Marking materials KW - Pavements KW - Signs KW - Simulation UR - https://trid.trb.org/view/1370723 ER - TY - RPRT AN - 01560081 AU - Timcho, Thomas AU - Burns, Matthew AU - Mishra, Santosh AU - Schweiger, Carol AU - Rizek, Jodi AU - Zink, Gregory AU - Battelle AU - Department of Transportation AU - Federal Highway Administration TI - Report on Functional Requirements and Software Architecture for the IDTO Prototype – Phase I Demonstration Site (Columbus) PY - 2013/08/30/Final Report SP - 82p AB - This report documents the System Requirements and Architecture for the Phase I implementation of the Integrated Dynamic Transit Operations (IDTO) Prototype bundle within the Dynamic Mobility Applications (DMA) portion of the Connected Vehicle Program. It builds off of the previous system requirements report and adds site-specific requirements. KW - Bus transit operations KW - Columbus (Ohio) KW - Demonstration projects KW - Integrated Dynamic Transit Operations (IDTO) KW - Mobile communication systems KW - Prototypes KW - System architecture UR - http://ntl.bts.gov/lib/54000/54400/54473/FHWA-JPO-14-166_Report_on_Functional_Requirements_and_Software_Architecture_for_the_IDTO_Prototype_-_Ph_I_.pdf UR - https://trid.trb.org/view/1344667 ER - TY - ABST AN - 01549575 TI - Research Program Design---Administration of Highway and Transportation Agencies. Support for Development of AASHTO'S 2013-2018 Strategic Plan AB - The American Association of State Highway and Transportation Officials (AASHTO) developed and adopted a strategic plan for the 2009-2013 timeframe. It was prepared to guide the direction of the services the AASHTO staff provides, to bring about needed change in State departments of transportation (DOT's), to broaden and sharpen the focus of AASHTO, and to prepare for the reauthorization of the surface transportation programs. The plan laid out 4 broad goal areas with 22 specific action items. The broad goals were to (1) re-establish transportation as a national priority, (2) advocate and communicate to achieve AASHTO's goals, (3) provide world-class technical services, and (4) assist State DOTs with leadership and performance. While some elements of the current plan likely remain as priorities for the association, it is timely to review and refresh AASHTO's strategic direction and agenda. AASHTO's leaders feel strongly that the strategic plan should convey clearly the multimodal nature of the nation's transportation system and the responsibilities of the organization's members. In addition, the current status of federal and state policy influencing transportation funding and system development and management make it essential that AASHTO's strategic plan be updated quickly. The objectives of this project are to (a) provide analytical support for development of an updated strategic plan for AASHTO and (b) facilitate the work of AASHTO staff and membership in that development. KW - American Association of State Highway and Transportation Officials KW - Ground transportation KW - Multimodal transportation KW - Strategic planning KW - Technical assistance KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3678 UR - https://trid.trb.org/view/1339729 ER - TY - RPRT AN - 01506241 AU - Bennert, Thomas AU - Center for Advanced Infrastructure and Transportation AU - New York State Department of Transportation AU - Federal Highway Administration TI - Grade Determination of Crumb Rubber-Modified Performance Graded Asphalt Binder PY - 2013/08/29/Final Report SP - 76p AB - Due to particulates common in crumb rubber-modified asphalt binders, conventional performance grade (PG) grading using the Dynamic Shear Rheometer (DSR) with a gap height of 1.0 mm may not be valid and in accordance with current specifications. Asphalt binder testing and mixture testing was conducted on binders with and without crumb rubber modification to determine an asphalt binder test method which best matches the mixture performance. It was determined that the Multiple Stress Creep Recovery (MSCR) test, conducted with a gap height of 2.0 mm and at in-service temperatures, best correlated with Flow Number testing in the Asphalt Mixture Performance Tester (AMPT). This relationship was found to be better than that of the current DSR test procedure for high temperature PG grading. KW - Bituminous binders KW - Bituminous mixtures KW - Crumb rubber KW - High temperature KW - Mix design KW - Multiple Stress Creep Recovery KW - Shear modulus KW - Test procedures UR - http://www.utrc2.org/sites/default/files/pubs/final-graded-asphalt-binder.pdf UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-08-20%20-%20PG%20Grading%20Crumb%20Rubber%20Modified%20Binders.pdf UR - https://trid.trb.org/view/1290264 ER - TY - RPRT AN - 01494588 AU - Bateman, Ryan J AU - Faller, Ronald K AU - Bielenberg, Robert W AU - Sicking, Dean L AU - Reid, John D AU - Stolle, Cody S AU - Lechtenberg, Karla A AU - Rosenbaugh, Scott K AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Design of Cable-to-Post Attachments for Use in a Non-Proprietary, High-Tension, Cable Median Barrier PY - 2013/08/29/Final Report SP - 593p AB - Cable median barriers are widely used across the country to prevent cross-median crashes. Several years ago, the Midwest States Pooled Fund Program contracted with the Midwest Roadside Safety Facility (MwRSF) to develop a new, non-proprietary, high-tension, 4-cable median barrier. In the Fall of 2011 and following two failed full-scale vehicle crash tests on prototype barrier systems, it was determined that design modifications were necessary to improve barrier performance. In addition, members of the Midwest States Pooled Fund Program desired to redirect the development effort. Both of the barrier system failures which prompted the re-design effort could be partially attributed to the manner in which the cables were attached to the posts. Therefore, the cable-to-post attachments at all four cable heights were to be re-designed. The first step in this effort was to determine the minimum design loads associated with horizontal and vertical curves as a function of post spacing. Once the design loads were known, target capacities for the lateral and vertical cable release out of the cable-to-post attachments were determined. The target vertical and lateral cable release capacities for the lower three cables were 225 lb (1.00 kN) and 6.00 kips (26.7 kN), respectively. The top cable-to-post attachment had a target range of 100 to 200 lb (445 to 890 N) for both the lateral and vertical cable release capacities. MwRSF performed seventy dynamic component tests, forty-five static component tests, and one bogie impact test on prototype cable-to-post attachments. Finally, a cable-to-post attachment, consisting of a bolted tabbed bracket, was recommended for use with the lower three cables and provided lateral and vertical cable release capacities of 6.10 kips (27.1 kN) and 346 lb (1.54 kN), respectively. Further, a top cable-to-post attachment, consisting of a straight brass rod with bent ends, was recommended for placement in a notch and provided a vertical and lateral cable release capacity of approximately 175 lb (778 N). KW - Cables KW - Design load KW - Highway safety KW - Impact tests KW - Median barriers KW - Posts UR - http://www.transportation.nebraska.gov/mat-n-tests/research/docs/DesignofCabletoPostAttachments.pdf UR - https://trid.trb.org/view/1263482 ER - TY - ABST AN - 01616419 TI - Evaluating Vegetation Management Practices for Woody and Herbaceous Vegetation AB - The objective of Phase I (6 mos) of this research was to conduct a four month in-depth analysis of the Ohio Department of Transportation's (ODOT's) current Integrated Vegetation Management (IVM) process and provide recommendations on how to improve safety, cost effectiveness, environmental compliance and reduce labor hours. Phase I is now complete and has revealed that ODOT lacks tools and techniques commonly used in cutting-edge rights-of-way (ROW) vegetation management programs, resulting in inefficiencies and increased program costs. Recommendations on process changes with potential cost savings for each were identified. Phase II (30 mos) will validate the projected cost savings of selected recommendations by comparing the performance of new and alternative mechanical and chemical methods against ODOT's standard vegetation management operating procedures. The attached Phase I interim report and decision matrix prepared for ODOT outlines the equipment and chemical testing that will be evaluated. Benefits of this project include: (1) improved sight distances (safety) of the traveling public; (2) increased time between needed maintenance cycles on the rights-of-way; (3) reduced annual right-of-way vegetation management costs; (4) updated tools and techniques available for right-of-way maintenance; and (5) increased ODOT staff efficiency, knowledge and worker safety. This project will require a great amount of project management and time that ODOT does not have the staff or availability to perform. Davey Resource Group will be working with the Districts to monitor the vegetation management, document the progress of each method, and perform a cost benefit analysis that will assist ODOT in determining future changes to the vegetation management program. Objectives of Phase II include: (1) Utilize new mechanical methods for vegetation management; (2) Make use of new chemical methods for vegetation management; (3) Extend maintenance cycles for herbaceous and woody vegetation; (4) Better safety for workers and users; (5) Decrease the amount of noxious weeds on the rights-of-way; and (6) Improve the abilities of workers to utilize equipment and herbicides properly. KW - Benefit cost analysis KW - Compliance KW - Costs KW - Highway maintenance KW - Line of sight KW - Ohio Department of Transportation KW - Right of way (Land) KW - Roadside flora KW - Shrubs KW - Vegetation control KW - Weed control UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Lists/Final%20Reports%20All/Item/displayifs.aspx?List=47f3581d%2Df21c%2D403b%2D9358%2Dfea0b008772b&ID=498&Web=3bc523de%2Dc756%2D4eeb%2D9b6c%2Df24c0435d45e UR - https://trid.trb.org/view/1435134 ER - TY - RPRT AN - 01499607 AU - Thomas, Libby AU - Srinivasan, Raghavan AU - Lan, Bo AU - Hunter, William AU - Martell, Carol AU - Rodgman, Eric AU - University of North Carolina, Chapel Hill AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Speed and Safety in North Carolina PY - 2013/08/23/Final Report SP - 180p AB - With nearly 5000 people losing their lives and many more injured in North Carolina speeding-related crashes over the past decade, more concerted and cooperative action is needed to address speeding as a major safety problem in the State. The project team was tasked with conducting a literature review to identify best practices with regard to speed management, to characterize the problem of speeding in the State, and to come up with recommendations that the State might implement to significantly bring down the numbers of killed and seriously injured due to inappropriate speeds. In addition, a Symposium and workshop were organized to identify effective strategies and policies being used around the world that may help to reduce speeding-related safety problems if implemented in North Carolina. Ultimately, 21 different best practice and evidence-based countermeasure recommendations were developed with potential to reduce speeding and severe crashes. The background information and recommendations developed are described in this report, and the recommendations are summarized in a separate document, "North Carolina Speed Management: Recommendations for Action". Several promising innovative strategies were included among the recommendations. One of the recommendations was to develop approaches to prioritize routes for speed limit and safety review. This report also describes several methods developed, in a second phase of the project, to screen the network to identify and prioritize corridors that may have speeding-related crash problems that could benefit from further problem diagnosis and treatment. KW - Best practices KW - Countermeasures KW - Crashes KW - Literature reviews KW - North Carolina KW - Recommendations KW - Speed control KW - Speeding UR - http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2011-08finalreport.pdf UR - https://trid.trb.org/view/1277053 ER - TY - RPRT AN - 01587403 AU - Chatterjee, Nirmalya AU - Flury, Markus AU - Hinman, Curtis AU - Cogger, Craig G AU - Washington State University, Puyallup AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Chemical and Physical Characteristics of Compost Leachates-A Review PY - 2013/08/22 SP - 57p AB - In this report, the authors review the existing literature on compost leachates, with special emphasis on the chemical and physical characteristics of the leachate constituents. The authors briefly summarize the biochemical processes occurring during composting and the use and applications of compost in the environment. They then review the chemical and physical characteristics of feedstock, compost, and compost leachate. They finally discuss environmental implications of the compost leachate. The compost source material, i.e., the feedstock, determines to a large degree the types of leachates. Well-cured compost has been found to eliminate phytotoxic effects of raw feedstock and promote nutrient availability when applied as soil amendment. Feedstock selection and waste-stream separation play an important role in keeping non-degradable contaminants, like heavy metals and plastics, out of the compost. Leachate from compost is yellow to dark-brown in color, mainly due to the presence of dissolved and particulate organic matter. Characterization of the amount and type of organic material (both dissolved and particulate) in compost leachate indicates that, in the early stages of composting, the leached organic matter contains oxidized functional groups, and in the later stages of composting, there is an increase of phenolic (a benzene ring with an OH group) functional groups. The increase of phenolic groups indicates degradation of lignin in the maturing compost. Together with the leaching of organic matter, there is evidence for leaching of various nutrients and contaminants present in the original feedstock. Contaminants can leach by direct dissolution out of the compost, as well as with the help of dissolved and particulate organic matter, both of which have a high sorption affinity for inorganic and organic constituents, and which can enhance contaminant leaching via the mechanism of colloid-facilitated transport. Organic matter, nutrient, and contaminant concentrations are highest in the initial leachate, and the concentrations decrease considerably with increasing amount of rain or runoff water leaching through the compost. KW - Biochemistry KW - Chemical composition by material content KW - Compost KW - Contaminants KW - Environmental impacts KW - Inorganic compounds KW - Leachate KW - Literature reviews KW - Nutrients KW - Organic compounds KW - Physical properties KW - Rain KW - Runoff UR - http://www.wsdot.wa.gov/research/reports/fullreports/819.1.pdf UR - https://trid.trb.org/view/1395637 ER - TY - ABST AN - 01503382 TI - Multiday GPS Travel Behavior Data for Travel Analysis AB - The scope of this project is the preparation of a minimum of four research papers prepared by recognized academic professionals discussing the value of multiday travel behavior based on multiday global positioning system (GPS) datasets housed at the Transportation Secure Data Center (TSDC). The Federal Highway Administration (FHWA) will promote the use of the TSDC by the preparation of high quality academic papers that can be submitted to scholarly journals. One of the goals of the TSDC was to increase the value of data already collected using government research funds by improving the ease of accessibility through a secure data center. By demonstrating the utility of the multiday GPS data stored at the TSDC, we can encourage other researchers to use the TSDC. KW - Accessibility KW - Computer security KW - Data collection KW - Global Positioning System KW - Multi-day data KW - Transportation Secure Data Center KW - Travel behavior UR - https://trid.trb.org/view/1285463 ER - TY - RPRT AN - 01502085 AU - Marsh, M Lee AU - Stringer, Stuart J AU - Stanton, John F AU - Eberhard, Marc O AU - Haraldsson, Olafur S AU - Tran, Hung Viet AU - Khaleghi, Bijan AU - Schultz, Eric AU - Seguirant, Steve AU - BergerABAM Engineers, Incorporated AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Concrete Technology Corporation AU - Federal Highway Administration TI - Precast Bent System for High Seismic Regions, Appendix B: Design Example No. 1 PY - 2013/08/22/Final Report SP - 101p AB - The final report that accompanies this appendix is a technical resource that provides background information on the use of a precast bent system for use in high seismic regions. The system is designed for, and intended to be used with, prestressed girder bridges that are built integrally with the supporting intermediate piers. This appendix (Appendix B) documents the first of two design examples prepared to guide engineers through the application of the American Association of State Highway and Transportation Officials (AASHTO) Seismic Guide Specifications to the Highways for LIFE precast bridge bent system, along with the supplemental design provisions that have been proposed as an appendix to the Seismic Guide Specifications. Particular emphasis is given to the design and detailing of the connections between precast elements to ensure ductile energy dissipating behavior within the plastic hinge regions of the columns and capacity protection throughout the remainder of the structure. This design example uses an actual bridge recently designed by Washington State Department of Transportation, the US 12 Bridge over Interstate 5 at Grand Mound, which is also the demonstration project described in chapter 5 of the project report. KW - AASHTO LRFD Bridge Design Specifications KW - Bents KW - Bridge construction KW - Bridge design KW - Columns KW - Demonstration projects KW - Dissipation KW - Earthquake resistant design KW - Girder bridges KW - Hinges KW - Precast concrete pavements KW - Structural connection KW - Washington (State) UR - http://www.fhwa.dot.gov/hfl/pubs/hif13037/hif13037b.pdf UR - https://trid.trb.org/view/1280734 ER - TY - ABST AN - 01573311 TI - Western Road Usage Charging Consortium AB - The Consortium Members share the following goals: (1) explore the technical and operational feasibility of a multi-jurisdictional road usage charge system; (2) investigate public and key decision maker criteria for acceptance; share experience and lessons learned to foster positive outcomes; (3) develop standards and protocols for how road use charges could best be collected and remitted among the various jurisdictions; (4) develop preliminary operational concepts for how a multi-jurisdictional road usage charge system would be administered; (5) develop a model for regional cooperation and interoperability that can be used in the Western region and potentially across North America; (6) engage the automotive manufacturing and technology sector to encourage the ability for mileage reporting to occur in conjunction with other products and services the sector provides in the marketplace; and (7) share knowledge to maximize the preparedness for and efficiency of policy and program development for road usage charging among the members. KW - Cooperation KW - Decision making KW - Interoperability KW - Multijurisdictional KW - Policy analysis KW - Road user charging KW - Technological innovations KW - User charges KW - Western States UR - http://www.pooledfund.org/Details/Study/530 UR - https://trid.trb.org/view/1366535 ER - TY - ABST AN - 01566739 TI - Application Tool for Assessing Wildlife Passage AB - Recent research resulted in a new tool called the Passage Assessment System (PAS). This tool is designed for highway staff to use to assess how well existing highway structures are likely perform at passing a wide range of wildlife. The result will help direct investments to the highest priority projects and identify opportunities for making modifications to existing structures to facilitate wildlife movements. The PAS was field tested and showed promising results. This study seeks to develop a digital version of the PAS or application for use on a hand held device and a database structure for storing the data entered on hand held units. Accomplishing these objectives will make it easier to use PAS to evaluate existing transportation infrastructure and to store the information for easy access for multiple transportation planning purposes. Field verification of the PAS application would be completed in participating member states. KW - Capital investments KW - Field tests KW - Highway structures KW - Passage assessment system (Wildlife crossings) KW - Project management KW - Transportation planning KW - Wildlife crossings UR - http://www.pooledfund.org/Details/Study/529 UR - https://trid.trb.org/view/1358395 ER - TY - ABST AN - 01543605 TI - Research for AASHTO Standing Committee on Highways. Task 352. Next Generation AASHTO Transportation System Management & Operations Strategic Direction AB - This project was conducted as two subprojects. Both are complete and the reports have been provided to the American Association of State Highway and Transportation Officials (AASHTO) Highway Subcommittee on Systems Operations and Management. NCHRP 20-07/Task 352A, Strategic Plan for the AASHTO Highway Subcommittee on Systems Operations and Management ($30,000) Consultant: Phil Tarnoff Contract Period: 8/21/13--12/21/13 The objective of this subproject was to refocus Subcommittee on Systems Operations and Management (SSOM's) strategic plan. The final strategic plan has been delivered to the Committee for their use. NCHRP 20-07/Task 352B, Plan for the Transportation Operations Center of Excellence ($55,000) Consultant: Cambridge Systematics Contract Period: 8/19/2013--8/19/2014 The objective of this subproject was to develop a plan for the establishment of an Operations Center of Excellence. Briefing material was prepared for the AASHTO Annual Meeting. The final plan has been delivered to the AASHTO Highway Subcommittee on Systems Operations and Management for their use. KW - Highway operations KW - Highway traffic control KW - Next generation design KW - Strategic planning KW - Traffic control centers KW - Transportation system management UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3605 UR - https://trid.trb.org/view/1331558 ER - TY - ABST AN - 01541241 TI - Standardizing Lightweight Deflectometer Measurements for QA and Modulus Determination in Unbound Bases and Subgrades AB - The primary objective of this study is to provide State Departments of Transportation (DOTs) and local government engineers with a practical and theoretically sound methodology for the evaluation of in-place elastic modulus of unbound layers, subgrades, and other earthwork from Lightweight Deflectometer (LWD) field test data. This will require the development of techniques to fully account for: (1) the influence of moisture suction pressures on LWD measurements; (2) the differences in the LWD induced stress states/strain levels and the stress states/strain levels induced by construction equipment and long term traffic loads; and (3) the effects of layering on LWD measurements when testing on finite-thickness layers (e.g., base or subbase over subgrade) vs. half-space conditions (e.g., subgrade). The test standards and analysis methodologies developed in this study will enable agencies to: (a) use LWDs with confidence for construction quality assurance (QA); (b) develop catalogs of appropriate design modulus values for use in pavement structural design, specifically in the Mechanistic-Empirical Pavement Design Guide, (MEPDG) and its companion DARWin-ME software; and (c) reduce recurring annual costs associated with QA inspection of soils and unbound materials. KW - Deflectometers KW - Field tests KW - Lightweight deflectometers KW - Mechanistic-empirical pavement design KW - Modulus of elasticity KW - Pavement design KW - Pavement layers KW - Quality assurance KW - Subgrade (Pavements) KW - Traffic loads UR - http://www.pooledfund.org/Details/Study/527 UR - https://trid.trb.org/view/1328357 ER - TY - ABST AN - 01576051 TI - Remote, Ultra-Low Power Wireless Sensing System for Multimetric Self-Powered Monitoring of Bridge Components AB - Development of a multimetric sensing system and data interpretation procedures for determining damage identification and quantification dramatically transform the economics of bridge preservation/management and improve the serviceability of bridges. The system will consist of a network of low-cost sensors attached to critical bridge components. Each sensor node is self-powered and capable of continuously monitoring and storing the dynamic strain, acceleration, and frequency response in the host structure. KW - Bridge management systems KW - Remote sensing KW - Sensors KW - Service life KW - Serviceability KW - Structural health monitoring KW - Wireless communication systems UR - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-13-0088 UR - https://trid.trb.org/view/1369999 ER - TY - ABST AN - 01547643 TI - Guidelines for Implementing Managed Lanes AB - Managed lanes are highway facilities or a set of lanes where operational strategies are proactively implemented, such as pricing (e.g., tolls, value pricing), vehicle eligibility (e.g., vehicle occupancy, vehicle type), access control (e.g., limited entry/exit points, use of shoulders), traffic control (e.g., variable speed limits, reversible lanes), or a combination of these strategies. Managed lanes provide a holistic approach based upon flexible operating strategies and the proactive management of both the facility and travel demand to improve or maintain system performance. Numerous domestic and international agencies have either constructed or are planning managed lanes. Each of these facilities is unique and presents issues and challenges as they are often implemented in high demand, congested, or constrained corridors. Currently, there is no singular guidance to assist transportation agencies implementing managed lanes. The American Association of State Highway and Transportation Officials (AASHTO's) A Policy on Geometric Design of Highways and Streets (The "Green Book") and other similar guides do not explicitly address the wide range of issues and complexity associated with managed lanes. Some information on managed lanes is included in the AASHTO Guide for High-Occupancy Vehicle Facilities and the AASHTO Guide for the Design of Park-and-Ride Facilities, but since the primary subject matter of these documents is related to high occupancy vehicle (HOV) lanes, they do not address all of the complex managed lanes issues in sufficient detail to serve as a national guide document on the subject. Research is needed to facilitate a better understanding of the unique planning, design, operations, and maintenance considerations associated with managed lanes, and how these factors interact. Managed lanes also have unique aspects related to financing, project delivery, public outreach, enforcement, and system integration that should be considered in each step of the project development process. A guide is needed to support decisionmaking by practitioners at all levels of experience with managed lanes so they can be implemented with the highest probability of success. The objective of this research is to develop guidelines for the planning, design, operations, and maintenance of managed lanes. The final product should be the primary reference on managed lanes and complement other national guidelines. It should be applicable to practitioners at all levels of experience with managed lanes and be used to support informed decisionmaking. The scope of this project is limited to managed lanes on freeways and expressways. KW - Access control (Transportation) KW - Highway design KW - Highway operations KW - Highway planning KW - Managed lanes KW - Traffic control KW - Travel demand UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3417 UR - https://trid.trb.org/view/1335196 ER - TY - ABST AN - 01493749 TI - Work Zone Monitoring and Assessment for TIP I-5311/I-5338 AB - No summary provided. KW - Evaluation and assessment KW - Traffic surveillance KW - Work zone traffic control UR - https://trid.trb.org/view/1263038 ER - TY - ABST AN - 01490374 TI - Evaluation of Life Cycle Impacts of Intersection Control AB - No summary provided. KW - Evaluation KW - Impacts KW - Intersections KW - Life cycle analysis KW - North Carolina KW - Traffic control UR - https://trid.trb.org/view/1259861 ER - TY - ABST AN - 01490373 TI - Incident Management Assistance Patrols - Assessment of Benefits/Costs, Route Selection, and Prioritization AB - No summary provided. KW - Assessments KW - Benefit cost analysis KW - Incident management KW - Route choice KW - Traffic control UR - https://trid.trb.org/view/1259860 ER - TY - ABST AN - 01490372 TI - Exploring Corridor Operations in the Vicinity of a Diverging Diamond Interchange (DDI) AB - No summary provided. KW - Corridors KW - Diamond interchanges KW - Diverging traffic KW - Highway operations KW - Traffic control UR - https://trid.trb.org/view/1259859 ER - TY - ABST AN - 01490371 TI - Performance Evaluation of 29-inch and 31-inch W-beam Guardrails on Six-lane, 46-foot Median Divided Freeways AB - No summary provided. KW - Divided highways KW - Guardrails KW - Median barriers KW - Performance measurement KW - W-beam guardrail UR - https://trid.trb.org/view/1259858 ER - TY - ABST AN - 01490370 TI - Synthesis of Contemporary Guidance and Recommendations for (A) Pedestrian Signal Provisions and (B) Marked Crosswalks at Uncontrolled Approaches AB - No summary provided. KW - Crosswalks KW - Guidelines KW - Pedestrian movement KW - Pedestrian traffic KW - Recommendations KW - Traffic signals KW - Unsignalized intersections UR - https://trid.trb.org/view/1259857 ER - TY - ABST AN - 01490369 TI - Rumble Strip Gaps for High Speed Bicycles AB - No summary provided. KW - Bicycle travel KW - Cyclists KW - High speed ground transportation KW - Rumble strip gaps KW - Rumble strips UR - https://trid.trb.org/view/1259856 ER - TY - ABST AN - 01547851 TI - Emergency Exit Signs and Marking Systems for Highway Tunnels AB - According to the International Technology Scanning Program Report Underground Transportation Systems in Europe: Safety, Operations, and Emergency Response, published by the Federal Highway Administration in June 2006, the scan team identified nine initiatives and practices currently used in Europe and not widely being used in the United States. One of the most important findings was the need for emergency management of tunnel occupants during accidents, fires, terrorist activities, and other emergencies because people within the tunnel must be their own first responders. For example, the Dutch Ministry developed and implemented emergency exit signs for tunnels depicting a white-colored running figure on a green background. Other wayfinding and marking systems may include audible signals, pathway and doorway lighting, pavement markings, and others. These all should be recognizable, identify direction and distance to emergency exits quickly and easily, and enable drivers who are unfamiliar with the tunnel layout and geometry to readily find emergency exits. Research to evaluate the existing international standards for tunnel emergency signs and marking systems considering human behavior that is not easily predictable during emergency situations may reduce the time for tunnel occupants to reach emergency exits and improve the evacuation process. The objective of this research is to develop a proposed guide for emergency exit signs and marking systems (i.e., visual and audible) for highway tunnels, incorporating the most current technology and results of recent studies of human response in emergency evacuation. The proposed guide for emergency exit signs and marking systems should be presented in a format suitable for consideration in appropriate standards. Accomplishment of the project objective will require at least the following tasks: PHASE I--Synthesis of Emergency Exit Signs and Marking Systems - Deliverables in this phase shall include: (1) A synthesis of relevant existing technical literature, standards, manuals, human response studies, and other research findings from both foreign and domestic sources. (2) A proposed method, for testing in Phase II, to evaluate the effectiveness of alternative emergency exit signs and marking systems considering human factors, tunnel configurations, emergency scenarios, and response plans. (3) A detailed outline for the proposed guide for emergency exit signs and marking systems to develop in Phase III. (4) Interim Report No. 1 that documents deliverables 1 through 3 of Phase I and provides an updated work plan for the remainder of the project no later than 4 months after contract award. The updated plan must describe the process and rationale for the work proposed for Phases II through IV. PHASE II-- Evaluation of Alternative Emergency Exit Signs and Marking Systems - The deliverable for this phase will be Interim Report No. 2 that documents the evaluation of alternative emergency exit signs and marking systems according to the approved work plan developed under Phase I and provides an updated work plan for the remainder of the project no later than 8 months after approval of Phase I. The updated plan must describe the process and rationale for the work proposed for Phases III and IV. PHASE III--Proposed Guide for Emergency Exit Signs and Marking Systems - The deliverable for this phase will be Interim Report No. 3 that provides the proposed guide for emergency exit signs and marking systems no later than 4 months after Phase II approval. PHASE IV--Final Products - The deliverable for this phase will be a final report that documents the entire research effort including the proposed guide for emergency exit signs and marking systems within tunnels and a research result implementation plan. KW - Direction signs KW - Emergency exits KW - Evacuation KW - Guides to information KW - Road markings KW - Vehicular tunnels UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3481 UR - https://trid.trb.org/view/1335473 ER - TY - ABST AN - 01543713 TI - Research Support for the AASHTO Special Committee on Transportation Security and Emergency Management (SCOTSEM) AB - The American Association of State Highway and Transportation Officials (AASHTO) has established a special committee to help state departments of transportation (DOTs) prepare (1) risk management plans for assets under their control or influence; (2) deterrence/surveillance/protection plans; and (3) emergency response plans, including capabilities for handling traffic for major incidents on and off the transportation system. Since 2007, the National Cooperative Highway Research Program (NCHRP) Project Panel 20-59 and what is now the AASHTO Special Committee on Transportation Security and Emergency Management (SCOTSEM) have co-sponsored the Transportation Hazards and Security Summit. More than 30 state DOTs sent delegates to participate in the August 2012 Summit and Peer Exchange. During the meeting, AASHTO reported that more than two-thirds of the state DOTs had voted to adopt for use two NCHRP reports: NCHRP Report 525, Vol. 14: Security 101: A Physical Security Primer for Transportation Agencies and NCHRP Report 525, Vol. 16: A Guide to Emergency Response Planning at State Transportation Agencies. Adoption of these reports has set a new baseline for activity for SCOTSEM. Bringing together researchers and the intended users of that research for information exchange on a reliable basis at the annual Transportation Hazards and Security Summit and Peer Exchange--has proven to be an efficient mechanism for technology transfer, data collection, research needs gathering, and research dissemination through presentations, workshops, and other activities. Rather than have multiple research organizations make multiple trips on an uncoordinated schedule or subject agencies to multiple surveys, this annual event provides opportunities for professional development, information exchange, and comprehensive representation of the AASHTO member states to inform research commissioned for use by AASHTO and member states, collectively and individually. Research is needed to update and replace three reports for the AASHTO SCOTSEM: (1) the National Needs Assessment for Ensuring Transportation Infrastructure Security (previous versions completed in 2002 and 2007); (2) the All Hazards Security and Emergency Management Research Implementation Plan (to replace the 2011 research implementation plan summary); and (3) Fundamentals of Effective All Hazards Security Management for State DOTs (to replace the 2007 version). The objective of this research is to produce three products to be considered for use by the AASHTO Special Committee on Transportation Security and Emergency Management (SCOTSEM): (1) the National Needs Assessment for Ensuring Transportation Infrastructure Security (2016-2022); (2) the All Hazards Security and Emergency Management Research Implementation Plan (2014-2016); and (3) Fundamentals of Effective All Hazards Security Management for State DOTs (Second Edition). The products are to be developed through a coordinated research effort integrated into the regular calendar of AASHTO SCOTSEM activities, centered on the Transportation Hazards and Security Summit and Peer Exchanges scheduled for August 2013 and summer 2014. KW - Asset management KW - Data collection KW - Incident management KW - Information dissemination KW - Risk management KW - Special Committee on Transportation Security and Emergency Management (SCOTSEM) KW - State departments of transportation KW - Technology transfer KW - Traffic surveillance UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3576 UR - https://trid.trb.org/view/1331749 ER - TY - RPRT AN - 01499273 AU - Jayawickrama, Priyantha W AU - Surles, James G AU - Wood, Timothy A AU - Lawson, William D AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Pullout Resistance of MSE Reinforcements in Backfills Typically Used in Texas: Volume 1 PY - 2013/08/15/Volume 1 SP - 278p AB - This report documents findings from a three-year research study that examined the pullout resistance of inextensible MSE reinforcements in backfills typically used in Texas. The study involved an extensive laboratory test program in which a total of 650 pullout tests were completed. These tests were conducted using a large scale pullout test system that consisted of a test box with dimensions of 12ft x 12ft x 4ft and capability to simulate overburden pressures equivalent to 40 feet of fill. Tests were conducted on ribbed strip reinforcements, welded steel grid reinforcements, and a limited number of smooth bars embedded in two types of backfill, designated as Type A (gravelly) and Type B (sandy) select backfill as per TxDOT specifications. A subset of strip and grid reinforcements in each backfill type was instrumented with strain gages to provide further insight into mechanisms that control pullout resistance. The research design evaluated pullout resistance factors for both strip and grid reinforcements for a variety of independent variables including overburden pressure, reinforcement length, skew or splay angle, grid wire size, and grid geometry including both transverse and longitudinal wire spacing. Appropriate statistical analyses were used to interpret the data within the context of published AASHTO design guidance for inextensible MSE reinforcements. This volume, Volume 1, summarizes the research findings. Volume 2 and Volume 3 present the test reports for MSE reinforcements in Type B and Type A backfill, respectively. KW - Backfill soils KW - Earth walls KW - Mechanically stabilized earth KW - Pullout tests KW - Resistance (Mechanics) KW - Texas UR - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/0-6493-1.pdf UR - https://trid.trb.org/view/1267389 ER - TY - RPRT AN - 01496749 AU - Jayawickrama, Priyantha W AU - Surles, James G AU - Wood, Timothy A AU - Lawson, William D AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Pullout Resistance of Mechanically Stabilized Reinforcements in Backfills Typically Used in Texas: Volume 1 PY - 2013/08/15/Technical Report SP - 278p AB - This report documents findings from a three-year research study that examined the pullout resistance of inextensible Mechanically Stabilized Earth (MSE) reinforcements in backfills typically used in Texas. The study involved an extensive laboratory test program in which a total of 650 pullout tests were completed. These tests were conducted using a large scale pullout test system that consisted of a test box with dimensions of 12ft x 12ft x 4ft and capability to simulate overburden pressures equivalent to 40ft of fill. Tests were conducted on ribbed strip reinforcements, welded steel grid reinforcements, and a limited number of smooth bars embedded in two types of backfill, designated as Type A (gravelly) and Type B (sandy) select backfill as per Texas Department of Transportation (TxDOT) specifications. A subset of strip and grid reinforcements in each backfill type was instrumented with strain gages to provide further insight into mechanisms that control pullout resistance. The research design evaluated pullout resistance factors for both strip and grid reinforcements for a variety of independent variables including overburden pressure, reinforcement length, skew or splay angle, grid wire size, and grid geometry including both transverse and longitudinal wire spacing. Appropriate statistical analyses were used to interpret the data within the context of published American Association of State Highway and Transportation Officials (AASHTO) design guidance for inextensible MSE reinforcements. This volume, Volume 1, summarizes the research findings. Volume 2 and Volume 3 present the test reports for MSE reinforcements in Type B and Type A backfill, respectively. KW - Backfill soils KW - Earth walls KW - Gravelly soils KW - Mechanically stabilized earth KW - Pull out test KW - Resistance tests KW - Sandy soils KW - Stabilized materials KW - Strain gages KW - Texas UR - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/0-6493-1.pdf UR - https://trid.trb.org/view/1264100 ER - TY - RPRT AN - 01499610 AU - Coe, Joseph T AU - Nyquist, Jonathan E AU - Kermani, Behnoud AU - Sybrandy, Lorraine AU - Temple University, Philadelphia AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Application of Non-Destructive Testing to Evaluate Unknown Foundations for Pennsylvania Bridges PY - 2013/08/13/Final Report SP - 288p AB - Unknown bridge foundations present a unique challenge to Departments of Transportation (DOT) across the country since foundation characteristics are a necessary input to assess scour vulnerability and to develop appropriate scour countermeasures. A number of non-destructive testing (NDT) techniques have evolved over time to address this challenge and evaluate unknown foundation type and geometry. The most comprehensive study of NDT methods for unknown foundations was performed as part of National Cooperative Highway Research Program (NCHRP) 21-05 in 2001. Since NCHRP 21-05, other case studies have expanded the literature and further advancements in computer software and hardware have improved NDT capabilities and reliability for unknown foundation evaluation. In particular, P-wave reflection imaging has the potential to provide higher resolution data and significantly more detail regarding the subsurface in both the laboratory and the field. An ultrasonic P-wave reflection imaging system was investigated in this study as a viable NDT method to assess unknown foundations. The P-wave system was originally developed to image large scale soil models in the laboratory and to image the profile of vertically embedded structural elements such as foundations. The P-wave system was utilized in a field testing program to image the vertical profile of foundations at two bridge sites in southeastern Pennsylvania. Site selection, characteristics of the foundations tested, and the site soil conditions are summarized. The final foundation depths were unknown to the research team at the sites, which resulted in a true blind study and simulated the unknown foundation problem. The ultrasound probe was lowered in a polyvinyl chloride (PVC)-cased borehole alongside the foundation to generate and record P-wave signals. The resulting data was plotted to construct an image and predict foundation characteristics. Multiple NDT techniques including Parallel Seismic, Borehole Magnetometer, and Borehole Radar were also performed at the sites in conjunction with the P-wave testing. The resulting data and interpretation of foundation characteristics are compared between all methods. KW - Alternatives analysis KW - Bridge foundations KW - Field tests KW - Imaging systems KW - Laboratory tests KW - Nondestructive tests KW - Pennsylvania KW - Scour KW - Ultrasonics UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Improving%20Pennsylvania%20Bridges/testing_to_evaluate_unknown_foundations_for_pa_bridges_final_report.pdf UR - https://trid.trb.org/view/1277052 ER - TY - ABST AN - 01495364 TI - Applying Successfully Proven Measures in Roadway Safety to Reduce Harmful Collisions in South Carolina AB - The objective of this research project is to reduce the number of fatal and serious injury vehicular crashes in South Carolina by seeking out proven successful safety programs used in other states and developing an implementation plan for those programs that have a high likelihood of success given conditions in South Carolina. The successful completion of this research project should provide tremendous benefit to the motoring public by enhancing safety, improving traffic operations, and providing a substantial cost savings to the state of South Carolina. KW - Fatalities KW - Highway operations KW - Highway safety KW - Safety KW - South Carolina KW - Traffic crashes UR - http://www.scdot.scltap.org/projects/current/ UR - https://trid.trb.org/view/1264966 ER - TY - RPRT AN - 01494586 AU - Price, Craig W AU - Rosenbaugh, Scott K AU - Faller, Ronald K AU - Sicking, Dean L AU - Reid, John D AU - Bielenberg, Robert W AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Post Weld and Epoxy Anchorage Variations for W-Beam Guardrail Attached to Low-Fill Culverts PY - 2013/08/12/Final Report SP - 79p AB - The research effort consisted of two objectives for dealing with alterations to the W-beam guardrail system developed for attachment to the top of low-fill culverts. This effort included: (1) investigation of an alternative weld detail to simplify the three-pass fillet weld on the front flange of the post and (2) development of an epoxy anchorage option as opposed to through-bolting. These system modifications were evaluated through four dynamic, bogie tests conducted under the same impact conditions as the original system component testing. Based on a survey of the Pooled Fund member states, two different single-pass weld details were evaluated as a replacement for the 3-pass fillet weld used on the front flange of the post in the original system. However, both single-pass welds resulted in large tears in the base plate adjacent to the front flange. The 3-pass weld detail was successful with a post assembly fabricated from 50 ksi (345 MPa) steel materials. Thus, the 3-pass weld will continue to be recommended for use, while the post and base plate may be composed of ASTM A36 or Grade 50 steel parts. Anchor pullout was encountered for an embedment depth of 6 in. (152 mm), while an 8-in. (203-mm) embedment showed no signs of anchor failure. Thus, an 8-in. (203-mm) minimum embedment depth was recommended for the epoxied anchorage design. KW - Anchoring KW - Culverts KW - Epoxides KW - Guardrails KW - Posts KW - W-beam guardrail KW - Weld strength UR - http://www.transportation.nebraska.gov/mat-n-tests/research/docs/PostWeldandEpoxyAnchorage.pdf UR - https://trid.trb.org/view/1263480 ER - TY - ABST AN - 01543907 TI - Research for AASHTO Standing Committee on Highways. Task 337. Proposed AASHTO Guidelines for Complex Bridge Inspection AB - The National Bridge Inspection Standards (NBIS) define complex bridges as movable, suspension, cable stayed, and other bridges with unusual characteristics. The American Association of State Highway and Transportation Officials (AASHTO) Manual for Bridge Evaluation (MBE), Section 4.9 Special Structures, provides guidance on bridge inspection requirements for special structure types such as movable bridges, suspension bridges, cable stayed bridges. These are some examples of structure types considered to be complex bridges. By definition, complex bridges are structure types with unusual characteristics. Complex bridges are usually subject to specialized inspection procedures, additional inspector training and experience may be required to inspect complex bridges. Under the NBIS regulations, states are required to identify complex structures, develop the inspection procedures, and inspector training and experience requirements for these structures. Complex bridges are inspected according to those procedures. Complex bridge inspection requirements, procedures, and inspector qualifications are usually contained in the Bridge Inspection Manuals published by the owner or in their state regulations. Due to the limited guidance in the MBE and NBIS, owners have developed their own complex bridge inspection program requirements to fill this need and meet the NBIS requirements. This results in wide variability among the procedures with respect to the level of detail, inspection rigor, and training requirements. A complex bridge is a bridge that because of its intricacy may require a significantly greater inspection effort than could be accomplished on a normal routine inspection. These inspections require greater engineering knowledge and/or expertise to accurately and fully determine the condition of the various bridge elements. They also may require specialized equipment or climbing to access all parts of the bridge. There is an immediate need for additional guidance on complex bridge inspections. CFR 650.313 (f) - requires that agencies have specialized inspection procedures, and additional inspector training and experience required to inspect complex bridges. Instead of each state developing their own procedures for these types of bridges, it would be best to develop general procedures that can be used by all the states. The objective of this research is to develop guidelines for complex bridge inspection to support State departments of transportation (DOTs) in preparing their own complex bridge inspection procedures that will comply with Metric 19 of Federal Highway Administration's (FHWA's) 23 Metrics. The proposed guidelines with commentary are intended to be incorporated into the Section 4 of the AASHTO Manual for Bridge Evaluation or be presented as a stand-alone supplement to the AASHTO Manual for Bridge Evaluation. KW - Bridges KW - Cable stayed bridges KW - Inspection KW - Movable bridges KW - National Bridge Inspection Standards KW - State departments of transportation KW - Structural health monitoring KW - Suspension bridges UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3385 UR - https://trid.trb.org/view/1332064 ER - TY - ABST AN - 01543700 TI - Research for the AASHTO Standing Committee on the Environment. Task 89. Establishing Representative Background Concentrations for Quantitative Hot-spot Analyses for Particulate Matter AB - Under Environmental Protection Agency (EPA) guidance certain transportation projects must be quantitatively evaluated to assess near-road particulate matter (PM) impacts. The PM hot-spot assessment involves estimating the incremental PM concentration originating from a proposed project, adding that increment to a representative background concentration, and determining whether the combination (increment plus background) meets conformity tests. The purpose of this project was to develop step-by-step methods to help transportation project analysts estimate representative background concentrations for use in PM hot-spot conformity analyses. In addition, the project addresses the influence of exceptional-type events on background concentration calculations. KW - Air quality KW - Concentration (Chemistry) KW - Environmental impacts KW - Exhaust gases KW - Particulates KW - Pollutants KW - U.S. Environmental Protection Agency UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3514 UR - https://trid.trb.org/view/1331736 ER - TY - ABST AN - 01549568 TI - Research Program Design---Administration of Highway and Transportation Agencies. Evaluation of State-of-the-Art Transportation Funding and Finance Methods AB - The objective of this project is to support American Association of State Highway and Transportation Officials AASHTO) efforts to analyze funding from the federal Highway Trust Fund (HTF) and other sources to better estimate the potential levels of federal highway and transit resources in the future, with particular attention to estimating the implications of instability in the federal surface transportation program. The research will update AASHTO's Highway Trust Fund (HTF) Model to more accurately and efficiently estimate the levels and potential impacts of the federal highway and transit resources in the future. The research team will provide expert support for selected AASHTO meetings related to development of the organization's policy positions on funding and finance and prepare selected briefing papers or summary analyses on specific funding and finance issues. KW - American Association of State Highway and Transportation Officials KW - Financial analysis KW - Financing KW - Ground transportation KW - Highway Trust Fund KW - Resource allocation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3676 UR - https://trid.trb.org/view/1339722 ER - TY - ABST AN - 01547694 TI - Connection Details of Adjacent Precast Concrete Box Beam Bridges AB - Bridges constructed with adjacent precast prestressed concrete box beams have been in service for many years and provide an economical solution for short and medium span bridges. A recurring problem is cracking in the longitudinal grouted joints between adjacent beams, resulting in reflective cracks forming in the asphalt wearing surface or concrete deck. The cracking appears to be initiated by stresses caused by temperature gradients, live loads, transverse post-tensioning, or a combination. Once the cracking has occurred, chloride-laden water can penetrate the cracks and cause corrosion of the reinforcement and prestressing strand. National Cooperative Highway Research Program (NCHRP) Synthesis 39: Adjacent Precast Concrete Box Beam Bridges: Connection Details reported a wide variety of practices used by state highway agencies for the connection details between adjacent box beams. These practices include partial depth or full depth grouted keyways, keyways grouted before or after transverse post-tensioning, prepackaged or non-prepackaged grout materials, post-tensioned or non-tensioned transverse ties, a wide range of applied transverse post-tensioning forces, and cast-in-place concrete decks or no decks. A few states reported that their methods had reduced the longitudinal cracking, whereas others had not been successful using similar methods. Research to evaluate those practices at the design and construction phases can lead to connection details that prevent cracking and leakage at the joints and extend the service life of the adjacent box beam bridges. The objective of this research is to develop guidelines for the design and construction of connection details for adjacent precast concrete box beam bridges to eliminate cracking and leakage in the longitudinal joints between adjacent boxes. The research will produce proposed design and construction specifications with commentary in the format of the American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Specifications. Accomplishment of the project objective will require at least the following tasks. PHASE I--Planning - (1). Conduct a critical review of relevant specifications, technical literature, and owner and industry experiences. The review should cover research findings from both domestic and foreign sources. (2). Propose analytical and testing programs to investigate cracking in the longitudinal grouted joints between adjacent beams. As a minimum, the following factors should be considered: (i) design methodology; (ii) effect of span length; (iii) bridge width; (iv) skew angle; (v) number and location (both vertically and horizontally) of transverse post-tensioning ties; (vi) differential camber; (vii) optimum keyway shape and configuration; (viii) keyway preparation; (ix) keyway grout type and curing methods; and (x) grouting and post-tensioning sequence for two-stage construction. The testing program should cover the design of laboratory specimens to be tested in Phase III. The design should consider the scale effect and testing configurations on the accuracy of the results. (3). Prepare Interim Report No. 1 that documents Tasks 1 and 2 and provides an updated work plan for the remainder of the project. This report is due no later than 3 months after the contract award. The updated plan must describe the process and rationale for the work proposed for Phases II through V. PHASE II--Analytical Program - (4). Execute the approved work plan for the analytical program. (5). Identify proposed areas of the AASHTO LRFD Bridge Specifications that may require modification. (6). Finalize the testing program to validate the findings of the analytical program. (7). Prepare Interim Report No. 2 that documents Tasks 4 through 6 and provides an updated work plan for the remainder of the project. This report is due no later than 9 months after approval of Phase I. The updated plan must describe the work proposed for Phases III through V. PHASE III--Testing Program and Analytical Program Validation - (8). Execute the testing program according to the approved work plan.( 9). Validate and finalize the analytical program based on test results.(10). Prepare Interim Report No. 3 that documents Tasks 8 and 9 of Phase III no later than 12 months after approval of Phase II. PHASE IV-- Proposed Modifications to AASHTO LRFD Bridge Specifications - (11). Based on the analytical and testing investigations, develop specification and commentary language for proposed changes to the AASHTO LRFD Bridge Specifications supported with examples. (12). Quantify the potential economic impact of the proposed revisions.(13). Prepare Interim Report No. 4 that documents Tasks 11 and 12 of Phase IV no later than 6 months after approval of Phase III. PHASE V--Final Products - (14). Update proposed modifications to the AASHTO LRFD Bridge Specifications after consideration of review 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. KW - American Association of State Highway and Transportation Officials KW - Box beams KW - Bridge construction KW - Bridge design KW - Guidelines KW - Load and resistance factor design KW - Load factor KW - Longitudinal joints KW - Precast concrete KW - Prestressed concrete bridges KW - Specifications UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3408 UR - https://trid.trb.org/view/1335326 ER - TY - ABST AN - 01543745 TI - Research for AASHTO Standing Committee on Highways. Task 346. Completion of the Update to the AASHTO Guide for Transportation Landscape and Environmental Design AB - The objective of this project is to address comments on the American Association of State highway and Transportation Officials (AASHTO) Guide to Landscape and Environmental Design (NCHRP 15-33) received during AASHTO balloting and revise the Guide for a second ballot. KW - American Association of State Highway and Transportation Officials KW - Environmental design KW - Guides to information KW - Landscape design KW - Publication revision UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3502 UR - https://trid.trb.org/view/1331852 ER - TY - ABST AN - 01549642 TI - Research for the AASHTO Standing Committee on Planning. Task 115. Applicability of Fair Division, Data Envelopment Analysis and Conjoint Analysis Techniques to Program Funding Level and Project Selection Decisionmaking AB - There are several ways to approach the difficult problem of capital budgeting of scarce transportation funds in a State department of transportation (DOT) environment. It is recognized that combining several methods (e.g., by using an ensemble method in forecasting) it is possible to produce more defensible allocations and tradeoffs considering multiple, and sometimes competing, issues such as economic efficiency, fairness, and public, project, and modal preferences. When multiple modes of transportation projects/activities are being considered for selection, the objective beneficial characteristics of each must be explicitly considered. The usual quantitative approach is to produce an overall score for each candidate project/activity, much like the Consumer Price Index, combining weighted criteria and project/activity evaluations on each criterion. However, while this may appear "scientific", the relative importance weightings of the criteria are subjective and often not reproducible, bringing into question the validity and transparency of the final project priority rankings. Some methods that have been used by practitioners, statisticians, and economists include (a) Data Envelopment Analysis; (b) Fair Division Analysis; and (c) Conjoint analysis. Each of these approaches considers and models preferences, benefits, and costs in different ways.  There is an increasing need to investigate and illustratively evaluate existing and new/alternate approaches to produce reasoned, defensible, and valid ways to allocate scarce funds to the most beneficial transportation projects/activities that have the highest public support and produce the most economic benefits. The objective of this research is to evaluate and illustrate by means of examples a "mock" transportation capital budgeting exercise using (a) Data Envelopment Analysis (DEA); (b) Fair Division Analysis (FDA); and (c) Conjoint Analysis (CA). The product of the research will be a white paper showing the potential applications of these methods. KW - Budgeting KW - Conjoint analysis KW - Consumer Price Index KW - Data envelopment analysis KW - Decision making KW - Financing KW - Forecasting KW - Resource allocation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3302 UR - https://trid.trb.org/view/1339871 ER - TY - ABST AN - 01547850 TI - Guide Specification for the Design of Concrete Bridge Beams Prestressed with CFRP Systems AB - Use of carbon fiber reinforced polymer (CFRP) for prestressing of concrete bridge girders has gained some acceptance in the United States because of its potential for eliminating concerns associated with corrosion of prestressing steel and its other technical benefits. Limited research has shown the viability of CFRP as an alternative to prestressing steel in bridge girders. CFRP systems have had limited application in bridge construction because of the lack of a nationally accepted design specification. Research is needed to review available information and develop a proposed guide specification, in American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) format, for the design of concrete beams prestressed with CFRP systems for bridge applications. This specification will help highway agencies consider CFRP systems among the options for prestressed concrete bridge beams. The objective of this research is to develop a proposed guide specification, in AASHTO LRFD format, for the design of concrete beams prestressed with CFRP systems for bridge applications. The research should address both pretensioning and posttensioning applications. Accomplishment of this objective will require at least the following tasks: Phase I : (1). Collect and review information relevant to the design of concrete beams prestressed with CFRP systems. The review shall focus on CFRP applications for pretensioning and posttensioning of concrete beams. This information may be assembled from published and unpublished reports, contacts with transportation agencies and industry organizations, and other domestic and foreign sources. (2). Based on the information gathered in Task 1, identify and categorize the items necessary for developing a guide specification. These items shall address relevant design considerations in a manner similar to that provided in the AASHTO LRFD Bridge Design Specifications.(3). Based on the information obtained in Tasks 1 and 2, prepare a tentative outline of the proposed guide specification and update the work plan that will be executed in Phase II for (a) developing and validating the guide specification and preparing an accompanying commentary, (b) preparing design examples to illustrate use of the specification, and (c) preparing a template for a material specification. The work plan shall include tentative details of an experimental investigation involving design, construction, and testing of full-scale and/or scale model bridge beams and associated analysis to validate the guide specification. (4). Prepare an interim report that documents the research performed in Phase I and includes the updated work plan for Phase II. Following review of the interim report by the panel, the research team will meet with 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 National Cooperative Highway Research Program (NCHRP). Phase II: (5). Prepare and submit for NCHRP review a draft version of the guide specification and updated details of the experimental investigation. Following review of the guide and experimental plan by the NCHRP, the research team will be required to make a presentation to the project panel. Work on the subsequent tasks will not begin until the review is completed and work is authorized by the NCHRP.(6). Execute the experimental investigation approved in Task 5. Based on the results of this work, recommend revisions to the draft guide specification and prepare and submit for NCHRP review a technical memorandum summarizing these revisions. Work on Task 7 will proceed upon completion of NCHRP review of the memorandum. (7). Prepare a revised guide specification in AASHTO LRFD format and commentary. (8). Prepare design examples to illustrate use of the guide specification and a template for related material specification.(9). Submit a final report that documents the entire research effort. The proposed guide specification and commentary, the design examples, and the material specification shall be prepared as stand-alone deliverables appended to the report. KW - AASHTO LRFD Bridge Design Specifications KW - Beams KW - Bridge design KW - Carbon fibers KW - Fiber reinforced polymers KW - Load factor KW - Posttensioning KW - Prestressed concrete bridges KW - Pretensioning KW - Specifications UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3410 UR - https://trid.trb.org/view/1335472 ER - TY - ABST AN - 01543861 TI - Guidance for the Development and Application of Crash Modification Factors AB - Crash modification factors (CMFs) are a critical component of the highway safety management process and the Highway Safety Manual (HSM) - See Special Note B. CMFs can be used to compare the relative effectiveness of alternative treatments and adjust baseline estimates from safety performance functions (SPFs) - see Special Note C. CMFs have been (and continue to be) developed for a range of crash countermeasures. While considerable effort has been expended to develop CMFs, important questions have arisen from state departments of transportation (DOTs) safety engineers and other practitioners about the accuracy of these CMFs when used for some real-world applications. For example, will a CMF that is developed using data from one region of the country and at sites with specific geometric design and traffic control features be equally applicable to a different region for slightly different design and control features? Or if several treatments are applied to the same site, will their combined effectiveness be found to equal the value obtained by multiplying their respective CMF values? With regard to the first question, there are several instances where independent studies have examined the same treatment but reported different CMF values. The studies are sound but the findings suggest that treatment effectiveness is influenced by unmeasured site characteristics (e.g., geographic location, terrain, traffic demand, geometric design, traffic control features). In other words, there are characteristics associated with a site that may cause a treatment to be more (or less) effective than at the reference site. These factors could be used to define the situations for which the CMF is applicable or to calibrate an equation that can be used to compute the CMF value as a function of characteristics at individual sites. The ability to transfer CMFs will help agencies effectively identify cost-effective treatments for individual sites.With regard to the second question, there has been considerable research to quantify the effectiveness of individual treatments; however, there has been limited research to quantify the effectiveness when combining multiple treatments. This is an important question because transportation agencies frequently implement multiple treatments in a single location as part of their roadway safety management and project development processes. Research is also needed to produce guidelines for developing CMFs that can be used nationwide. The objectives of this research are to develop the following: (1) Guidelines for calibration of current CMFs to assess treatment effectiveness at sites for which the site characteristics (e.g., geographical location, terrain, traffic demand, geometric design, traffic control features) may be different. (2) Guidelines for how existing and future CMFs can be combined in a single location with multiple treatments. (3) Recommended procedures for formulating and calibrating future CMFs that identify key influential site characteristics. These guidelines and procedures will assist transportation agencies in applying existing and future CMFs more accurately throughout the United States. KW - Crash causes KW - Crash modification factors KW - Evaluation and assessment KW - Guidelines KW - Measures of effectiveness KW - Safety management UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3421 UR - https://trid.trb.org/view/1332009 ER - TY - RPRT AN - 01612321 AU - Miller, Gerald A AU - Bounds, Tommy D AU - University of Oklahoma, Norman AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Efficacy of Road Bond and Condor as Soil Stabilizers PY - 2013/08//Final Report SP - 128p AB - The Oklahoma Department of Transportation (ODOT) uses lime-based stabilizers including quick lime, hydrated lime, Class C fly ash (CFA) and cement kiln dust (CKD) to increase bearing capacity of fine-grained subgrade soils within the state of Oklahoma. Lime, CFA, and CKD have been successfully used as soil stabilizers; however, lime-based stabilizers may react negatively when mixed with sulfate bearing soils which are prevalent in Oklahoma. In an effort to remedy the issues with sulfate bearing and non-sulfate bearing soils, multiple companies have developed alternative additives to the commonly used lime-based additives. Two companies, Earth Science Products and C.S.S Technology, Inc. have produced the acid based chemical additives Condor SS and Roadbond EN 1, respectively. The goal of this research was to determine how Condor SS and Roadbond EN 1 perform relative to lime and fly ash additives in sulfate and non-sulfate bearing clayey soils found within the state of Oklahoma. The approach for this project was to test the two aforementioned chemical additives against lime and fly ash additives according to the test methods outlined in ASTM D 4609 with three different soils from Oklahoma, one of which contained significant levels of soluble sulfate. The main test used to evaluate the two chemical stabilizers was the unconfined compression test (UCT) to evaluate strength gains from the stabilizer and free swell oedometer test to gauge whether chemical addition decreased swelling potential or swelling pressure. Roadbond EN1 and Condor SS did not substantially increase the unconfined compressive strength (UCS) of any of the soils tested nor meet the requirements of ASTM D 4609 per OHD L-50. Roadbond EN1 and Condor SS did not appear to have a significant effect on the liquid limit, plastic limit, or plasticity index of any of the soils tested. The swelling potential of the soils tested were not reduced by the addition of Roadbond EN1 or Condor SS. While increases in UCS were not substantial, there was some noted improvement in the 28-day UCS in the sulfate bearing soil with Roadbond EN1 and Condor SS. In addition, these additives did not produce adverse swelling reactions as noted for fly ash and lime in this soil. KW - Additives KW - Clay soils KW - Compression tests KW - Evaluation KW - Fly ash KW - Oklahoma KW - Plasticity KW - Soil lime mixtures KW - Soil stabilization KW - Subgrade materials KW - Sulfates KW - Swelling UR - http://ntl.bts.gov/lib/60000/60300/60311/FY12_2242_Miller_FinalReport.pdf UR - https://trid.trb.org/view/1423505 ER - TY - RPRT AN - 01611979 AU - Miller, Gerald A AU - Hatami, Kianoosh AU - Cerato, Amy B AU - Osborne, Colin AU - University of Oklahoma, Norman AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Applied Approach Slab Settlement Research, Design/Construction PY - 2013/08//Final Report SP - 162p AB - Approach embankment settlement is a pervasive problem in Oklahoma and many other states. The bump and/or abrupt slope change poses a danger to traffic and can cause increased dynamic loads on the bridge. Frequent and costly maintenance may be needed or extensive repair and reconstruction may be required in extreme cases. Research critically investigated the design and construction methods in Oklahoma to reveal causes and solutions to the bridge approach settlement problem. The major objectives of the research were: (1) Investigate causes of, and solutions to the approach slab settlement problem in available literature. (2) By direct investigation, determine primary causes of approach slab settlement for selected bridges in Oklahoma. Bridge configurations studied included those commonly used by Oklahoma Department of Transportation (ODOT) and representing different embankment and foundation soil conditions typically encountered in Oklahoma. (3) Recommend solutions to minimize or eliminate approach slab settlement problems associated with Oklahoma bridges. (4) Recommend construction solutions to minimize potential for approach settlement problems. The major tasks completed included: (1) A review of available published literature related to the bridge approach settlement problem. (2) A survey of ODOT Field Divisions to solicit information about bridge sites experiencing settlement problems. In addition, potential sites were identified through discussions with key persons in the ODOT Materials Division. (3) Of the potential test sites, field reconnaissance investigations were conducted for 30 bridges at 22 separate locations in Oklahoma. These sites were identified as having moderate to severe problems and were representative of different bridge types, different geology, and different ages. To the extent possible, design, construction and maintenance records were obtained for these bridges. (4) At five of the test sites, subsurface investigation was conducted including: drilling and sampling, cone penetrometer testing, laboratory classification testing and oedometer testing to determine settlement parameters. (5) Statistically analyzed data to determine if there were relationships observed between bridge / embankment / foundation features and observed distresses. (6) Analyzed settlement of foundation soils and wetting-induced collapse settlement in embankment soils. (7) Developed recommendations for design and construction methods for addressing the approach slab settlement problem. The investigation revealed that erosion under the approach slab and under the abutment is a serious problem for many Oklahoma bridges. Consolidation of foundation soils was also found to be an important contributor to the approach slab settlement problem. KW - Bridge approaches KW - Bridge construction KW - Bridge design KW - Embankments KW - Foundation soils KW - Geological surveying KW - Literature reviews KW - Oklahoma KW - Recommendations KW - Settlement (Structures) KW - Statistical analysis UR - http://ntl.bts.gov/lib/60000/60300/60308/FY12_2227_Miller_FinalReport.pdf UR - https://trid.trb.org/view/1423503 ER - TY - RPRT AN - 01611962 AU - Darwin, David AU - O'Reilly, Matthew AU - Somogie, Isaac AU - Sperry, Jayne AU - Lafikes, James AU - Storm, Scott AU - Browning, JoAnn AU - University of Kansas Center for Research, Incorporated AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Stainless Steel Reinforcement as a Replacement for Epoxy Coated Steel in Bridge Decks PY - 2013/08//Final Report SP - 205p AB - The corrosion resistance of 2304 stainless steel reinforcement and stainless steel clad reinforcement was compared to conventional and epoxy-coated reinforcement (ECR). 2304 stainless steel was tested in both the as-received condition (dark mottled finish) and repickled to a bright finish. Specimens were evaluated using rapid macrocell, Southern Exposure, and cracked beam tests. ECR and stainless steel clad specimens were evaluated with the coating having no intentional damage and with the coating or cladding penetrated. ECR with the coating penetrated is used to represent ECR that has undergone damage during construction. Clad bars were also bent to evaluate the corrosion resistance of the cladding after fabrication. Bars were tested for corrosion loss and chloride content at corrosion initiation. The critical chloride corrosion threshold for each system was established, as was an average corrosion rate after initiation. Results obtained from the southern exposure and cracked beam tests are used to the estimate cost effectiveness for each system under a 75-year and 100-year service life. Epoxy-coated reinforcement and stainless steel clad bars with and without intentional penetrations in the coating, as well as 2304 stainless steel in the as-received and repickled conditions exhibit a significant increase in corrosion resistance and critical chloride corrosion threshold compared to conventional steel, with undamaged epoxy-coated specimens exhibiting the lowest corrosion rate. In the as-received condition, 2304 stainless steel did not satisfy the requirements of ASTM A955, while repickled 2304 did. The undamaged stainless steel clad bars satisfied the requirements of the rapid macrocell test in ASTM A955; however, some cracked beam specimens containing stainless steel clad bars exhibited corrosion rates greater than the maximum allowable value permitted by ASTM A955. Conventional reinforcing steel is the least cost-effective form of reinforcement, with 2304 stainless steel in the as-received condition, ECR with penetrations through the epoxy, correctly pickled 2304 stainless steel, and stainless steel clad reinforcement representing progressively more cost-effective materials. Stainless steel clad reinforcement, however, is not currently available, and its failure to pass ASTM A955 calls its long-term performance into question. Increasing the cover over the top mat of steel and considering partial-deck replacements, where applicable, are methods that should be considered to decrease life cycle costs. KW - Alternatives analysis KW - ASTM A955 KW - Bridge decks KW - Chloride content KW - Corrosion resistance KW - Cost effectiveness KW - Epoxy coatings KW - Reinforcing bars KW - Reinforcing steel KW - Stainless steel UR - https://trid.trb.org/view/1423507 ER - TY - RPRT AN - 01605791 AU - Chen, S S AU - Shirolé, A M AU - Research Foundation of SUNY AU - State University of New York, Buffalo AU - Federal Highway Administration TI - Bridge Data File Protocols for Interoperability and Life Cycle Management Volume I: Implementation Roadmap for Bridge Information Modeling (BrIM) Data Exchange Protocols PY - 2013/08 SP - 50p AB - A national level, multi-year implementation roadmap for moving the industry towards bridge information modeling (BrIM) - based project delivery and life cycle management. This roadmap identifies and recommends steps and procedures deemed necessary to facilitate the adoption and use of the developed bridge data exchange protocols. The roadmap is intended to define a strategic plan for establishment and deployment of these protocols as a national standard for data exchange in the bridge industry, both during the execution of the current task and into the future. The objective of this roadmap is to identify specific steps and corresponding timetables for further developing, educating, implementing, and deploying bridge data exchange protocols. KW - Data files KW - Data sharing KW - Highway bridges KW - Implementation KW - Interoperability KW - Project management KW - Recommendations KW - Standards KW - Strategic planning UR - http://www.fhwa.dot.gov/bridge/protocols/hif16003_v1.pdf UR - https://trid.trb.org/view/1416735 ER - TY - RPRT AN - 01575100 AU - Snow, Michael AU - White, George AU - Katara, Si AU - Willoughby, Kim AU - Garcia, Roxana AU - Pavia Systems, Incorporated AU - Washington State Department of Transportation AU - Texas Department of Transportation AU - Federal Highway Administration TI - Project Inspection Using Mobile Technology–Phase I: An investigation into existing business processes and areas for improvement using mobile technology PY - 2013/08//Final Report SP - 44p AB - As mobile technology becomes widely available and affordable, transportation agencies can use this technology to streamline operations involved within project inspection. This research, conducted in two phases, identified opportunities for process improvement using mobile technologies and measured the outcomes from incorporating mobile tools as a part of project inspection work. The research also identified additional factors to characterize the use of mobile tools for project inspection. The research approach focused on measuring three main projected outcomes, which include productivity, data quality, and data availability. Additional characteristics were observed to evaluate other aspects of using mobile tools for project inspection, in particular as it relates to recommendations toward how an agency may approach deployment of mobile technology. A pilot program was established where a mobile technology solution was used via field trials to measure these outcomes. KW - Construction projects KW - Data collection KW - Data quality KW - Field studies KW - Inspection KW - Mobile applications KW - Productivity KW - Wireless communication systems UR - http://www.wsdot.wa.gov/research/reports/fullreports/840.1.pdf UR - http://ntl.bts.gov/lib/55000/55300/55311/840.1.pdf UR - https://trid.trb.org/view/1366890 ER - TY - RPRT AN - 01561593 AU - Khan, Mubassira AU - Machemehl, Randy AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Potential Impacts of Alternative Vehicle Fuels on TxDOT Funding PY - 2013/08 SP - 60p AB - This study presents an evaluation of the potential impacts on Texas Department of Transportation (TxDOT) revenues of substituting liquefied natural gas (LNG), compressed natural gas (CNG), and liquefied petroleum gas (LPG) for traditional diesel or gasoline vehicle fuels in Texas. Time series analyses are conducted for LNG, CNG, and LPG to estimate a model to forecast diesel and gasoline consumption for years 2012 to 2025. Taking into account the federal and state fuel taxes, the revenue generated from traditional fuel consumption is compared to three alternative fuel substitution scenarios. Overall, if the Federal and State excise tax rates remain at current levels the analysis suggests that substitution of LNG and LPG for traditional fuels will generate more revenue for the forecast years. However, substitution of CNG for gasoline consumption will reduce revenue if the Federal and State excise tax rates remain the same for the forecast years. KW - Alternate fuels KW - Alternatives analysis KW - Compressed natural gas KW - Economic impacts KW - Evaluation KW - Financing KW - Forecasting KW - Fuel consumption KW - Fuel taxes KW - Liquefied natural gas KW - Liquefied petroleum gas KW - Revenues KW - Texas Department of Transportation KW - Time series analysis UR - http://library.ctr.utexas.edu/ctr-publications/0-6581-CT-Task18.pdf UR - https://trid.trb.org/view/1352015 ER - TY - RPRT AN - 01561584 AU - Cleveland, Theodore G AU - Strom, Kyle B AU - Sharif, Hatim AU - Liu, Xiaofeng AU - Texas Tech University, Lubbock AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Empirical Flow Parameters - A Tool for Hydraulic Model Validity Assessment PY - 2013/08//Final Report SP - 171p AB - Data in Texas from the U.S. Geological Survey (USGS) physical stream flow and channel property measurements for gaging stations in the state of Texas were used to construct relations between observed stream flow, topographic slope, mean section velocity, and several other hydraulic factors, to produce three methods to assess "if hydraulic model results are way off." A generalized additive modeling technique was used to develop two equations, QGAM and VGAM, that estimate discharge and velocity at a location in Texas from a cross sectional flow area, topwidth, location (latitude and longitude), and mean annual precipitation. The data were also analyzed to develop conditional distributions of hydraulic parameters based on location related values to extend the utility of the QGAM and VGAM models. The data and ancillary properties developed in the research were used to develop dimensionless bankfull depth-discharge and similar charts as a way to evaluate anticipated behavior in streams in Texas. KW - Hydraulics KW - Hydrology KW - Mathematical models KW - Sediment discharge KW - Streamflow KW - Texas KW - Validation KW - Velocity UR - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/0-6654-1_Final.pdf UR - https://trid.trb.org/view/1352018 ER - TY - RPRT AN - 01557286 AU - McGrane, Ann AU - Mitman, Meghan AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - An Overview and Recommendations of High-Visibility Crosswalk Marking Styles PY - 2013/08//White Paper SP - 23p AB - The purpose of this paper is to examine the past and current research on crosswalk marking design and to come to conclusions about the best types of marking patterns under various traffic and roadway conditions. General crosswalk information is given in the paper, such as guidelines supplied by the Uniform Vehicle Code and the Manual on Uniform Traffic Control Devices, which provides a background of current recommendations in the United States for crosswalk design and installation. This paper also includes a brief description of the decades-long debate about whether uncontrolled crosswalks are safest for pedestrians when they are marked or unmarked. The paper then examines the current research about effective marking patterns. Different patterns’ effects on pedestrian collisions and their relative visibility are discussed, as well as best practices from across the country and abroad. KW - Best practices KW - Countries KW - Crosswalks KW - Guidelines KW - Highway safety KW - Manual on Uniform Traffic Control Devices KW - Pedestrian safety KW - Recommendations KW - Road markings KW - United States KW - Visibility UR - http://www.pedbikeinfo.org/cms/downloads/PBIC_WhitePaper_Crosswalks.pdf UR - https://trid.trb.org/view/1345919 ER - TY - RPRT AN - 01548505 AU - Choi, Pangil AU - Ryu, Sungwoo AU - Zhou, Wujun AU - Saraf, Sureel AU - Yeon, Jungheum AU - Ha, Soojun AU - Won, Moon AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Project Level Performance Database for Rigid Pavements in Texas, II PY - 2013/08//Technical Report SP - 323p AB - The primary objectives of this project included the collection of information on continuously reinforced concrete pavement (CRCP) behavior and performance in Texas to calibrate the mechanistic-empirical pavement design procedure for CRCP developed under Texas Department of Transportation (TxDOT) research study 0-5832, and the overall evaluation of rigid pavement performance in Texas, including special and experimental sections. To achieve the objectives, extensive field evaluations were conducted to identify the mechanisms of structural distress in CRCP and to investigate CRCP behavior at transverse cracks using falling weight deflectometer (FWD). Calibration of the distress prediction model in the new CRCP design procedure was made with a development of a transfer function. It was also observed that the most of the distresses in CRCP were due to the quality control issue of materials and construction. Jointed concrete pavement (CPCD) performance is satisfactory, except that most of the distresses were at transverse contraction joints, indicating construction quality issues. In addition, field evaluations were conducted on various experimental sections where the effects of design (steel percentages), materials (coarse aggregate type), and construction (placement season, early-entry saw cuts) variables on CRCP structural responses and performance were investigated. Furthermore, research efforts were made to examine the performance and behavior of a number of special test sections TxDOT has built over the years. The special portland cement concrete (PCC) sections addressed in this project include post-tensioned concrete pavement (PTCP), precast PTCP, bonded (BCO) and unbonded (UBCO) concrete overlays, fast-track concrete pavement (FTCP), whitetopping sections, 100% recycled concrete aggregate (RCA) concrete pavement, and roller-compacted concrete (RCC) pavement sections. Lastly, this project developed an advanced and user-friendly database called the Texas Rigid Pavement Database (TxRPDB). This database is webbased, geographic information system (GIS)-oriented, and application-integrated. This database includes all the information obtained in this project in an organized manner, with a query function. KW - Calibration KW - Continuously reinforced concrete pavements KW - Databases KW - Falling weight deflectometers KW - Field studies KW - Mechanistic-empirical pavement design KW - Pavement distress KW - Pavement performance KW - Portland cement concrete KW - Rigid pavements KW - Test sections KW - Texas KW - Transverse cracking UR - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/0-6274-2_Final.pdf UR - https://trid.trb.org/view/1335584 ER - TY - RPRT AN - 01545296 AU - Dowds, Jonathan AU - Sullivan, Jim AU - Scott, Darren AU - Novak, David AU - University of Vermont, Burlington AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Optimization of Snow Removal in Vermont PY - 2013/08//Final Report SP - 51p AB - The purpose of this report is to document the research activities performed under project SPR-RAC-727 for the State of Vermont, Agency of Transportation (VTrans), Materials & Research Section entitled “Optimization of Snow Removal in Vermont”. The overall objective for this project was to develop, for VTrans roadway snow and ice control operations, storm-specific routes designed to maximize the efficiency of the service provided in terms of labor-hours and fuel. This report describes the set of processes implemented for optimizing roadway snow and ice control (RSIC) operations for the roadways that VTrans is responsible for. Three different approaches to establishing priority for certain roadways are implemented, including one that uses the Network Robustness Index developed previously by researchers at the University of Vermont (UVM) Transportation Research Center (TRC), and each is run for three storm levels – low-salt, medium-salt, and high-salt. Storm-intensity levels are important because they dictate the amount of salt application required - – 200 lbs/mile, 500 lbs/mile, and 800 lbs/mile, which is the primary constraint for the maximum length of a round-trip route for roadway snow and ice control. The first task was to optimize the service areas for each of the 61 VTrans maintenance garages based on the travel time between each garage and the surrounding road network. The second task was to develop alternative vehicle allocation methods and assign each of the vehicles in the VTrans RSIC fleet to the maintenance garages based on these methods. The third task was to optimally route each of these vehicle allocations according to the combined service time/fuel consumption metric. The fourth and final task was to evaluate the competing vehicle allocations based on the speed with which high priority road corridors are serviced. KW - Fuel consumption KW - Network Robustness Index KW - Optimization KW - Resource allocation KW - Routes and routing KW - Snow and ice control KW - Travel time KW - Vermont KW - Winter maintenance UR - http://vtransplanning.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/2013%20-%2012%20Optimization%20of%20Snow%20Removal%20in%20Vermont_0.pdf UR - https://trid.trb.org/view/1331821 ER - TY - RPRT AN - 01531886 AU - Saraf, Sureel AU - Choi, Pangil AU - Ryu, Sungwoo AU - Ha, Soojun AU - Ghebrab, Tewodros AU - Won, Moon C AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Minimize Premature Distresses in Continuously Reinforced Concrete Pavements PY - 2013/08//Technical Report SP - 144p AB - The long-term performance of continuously reinforced concrete pavement (CRCP) has been quite satisfactory in Texas, providing an important network of highways with heavy truck traffic and minimal maintenance. Field evaluations of the performance of CRCP in Texas reveal that a substantial portion of distresses is not necessarily due to structural deficiencies of CRCP. Rather, many distresses appear to be due to construction and material related issues and to a lesser extent, imperfections in design details. Since these distresses occur long before structural distresses develop, they are considered premature distresses. The most effective way to prevent or minimize premature distresses is to identify the mechanisms of distresses, develop appropriate special provisions to existing specifications or special specifications, and modify existing design standards. Distresses at transverse construction joints (TCJs) were one of the most frequently observed and efforts were made to identify the mechanisms of those distresses and develop or improve design standards or specifications. Field evaluations of concrete and steel behavior near TCJs were made using various gages. The analysis of the data indicates that the current practice of placing additional tie bars at TCJs, along with poor construction practices, are the major causes of the distress. There is a large difference in the behavior of reinforcement between additional tie bars and longitudinal steel that is continuous through transverse construction joints. The premise that additional tie bars at TCJs will behave the same way as longitudinal steel, thus reducing steel stresses of longitudinal steel at TCJs, keeping the joint widths tight, and improving TCJ performance, is not necessarily correct. Also, the use of additional tie bars makes the consolidation of concrete at TCJs difficult due to the reduced spacing between longitudinal reinforcing steel. Not placing additional tie bars at TCJs, and the use of relief transverse saw cut joints near TCJs, along with improved construction practices at TCJs, will minimize the distresses. KW - Construction joints KW - Continuously reinforced concrete pavements KW - Design standards KW - Field studies KW - Pavement design KW - Pavement distress KW - Specifications KW - Texas KW - Tie bars KW - Transverse joints UR - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/0-6687-R1-Final.pdf UR - https://trid.trb.org/view/1317113 ER - TY - RPRT AN - 01531518 AU - Bullough, John D AU - Radetsky, Leora C AU - Transportation Research Board AU - Rensselaer Polytechnic Institute AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration TI - Analysis of New Highway Lighting Technologies PY - 2013/08//Final Report SP - 67p AB - This report documents and presents the results from a study of roadway lighting technologies including the use of light emitting diode (LED) sources and other light source types. A review of published research and case studies of new lighting technologies, as well as a comparison of roadway luminaire photometric performance, suggests that LED technologies, while still rapidly developing, are viable for specifying energy efficient and visually effective roadway lighting systems. New metrics such as luminaire system application efficacy can allow engineers to make informed decisions about the roadway lighting system configurations (including luminaire selection, spacing and mounting height) that will lead to the most economical system performance. Research also suggests that a number of other metrics such as mesopic photometry, brightness perception, and spectral sensitivity for discomfort glare could assist the designer in selecting among new lighting technologies, most of which have greater short-wavelength spectral output than conventional lighting mainly using high pressure sodium lamps. Evaluations of visual performance and visibility coverage areas from roadway lighting may also be of use in identifying appropriate adaptive control strategies for roadway lighting. KW - Alternatives analysis KW - Light emitting diodes KW - Luminaires KW - Metrics (Quantitative assessment) KW - Photometry KW - Street lighting UR - http://onlinepubs.trb.org/onlinepubs/nchrp/docs/NCHRP20-07(305)_FR.pdf UR - https://trid.trb.org/view/1315806 ER - TY - RPRT AN - 01523321 AU - Ozbas, Birnur AU - Greenberg, Michael R AU - Center for Advanced Infrastructure and Transportation AU - Rutgers University, New Brunswick AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Correlation between Hurricane Sandy Damage along the New Jersey Coast with Land Use, Dunes and Other Local Attributes PY - 2013/08//Final Report SP - 61p AB - The goal of this study was to evaluate the effectiveness of sand dunes along New Jersey’s Coast in reducing damage during Sandy. The study area included eight selected zones with different damage levels from Ocean County. A model to independently predict the damage level was built from the literature and field observations. The authors used a classification of the damage developed by an independent group, which had classified the damage at 89 blocks by the beach in Ocean County, New Jersey into severe, moderate, low and none. LIDAR data and site visits were used to measure dune attributes, such as height and width, as well as type of land use beyond the beach (boardwalk, building). Statistical analyses, mainly ordered logistic regression and multiple linear regression, were used to estimate the relationships among damage and the predictors. The analysis shows that dunes reduced the likelihood of damage during Hurricane Sandy. Dune width, dune crest height, height of the structure, proximity to structure and type of the structure were the strongest predictors that appeared to have decreased the negative impacts of the storm. In contrast, tall structures on the land were more likely to be severely damaged. The pilot test accurately classified 81% of the sites that had severe to low damage into the category that had been chosen by the independent group. The results suggest a follow-up that would include a more robust measure of damage and a wider range of sites for evaluation. KW - Dune sands KW - Flood damage KW - Hurricane Sandy, 2012 KW - Hurricanes KW - Land use KW - Laser radar KW - New Jersey KW - Regression analysis KW - Statistical analysis KW - Structures UR - http://cait.rutgers.edu/files/CAIT-UTC-019-final.pdf UR - https://trid.trb.org/view/1307065 ER - TY - RPRT AN - 01516584 AU - Redd, Larry AU - Redd, Kim AU - Redd Engineering AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Managing Risks in the Project Pipeline PY - 2013/08//Final Report SP - 121p AB - This research focuses on how to manage the risks of project costs and revenue uncertainties over the long-term, and identifies significant process improvements to ensure projects are delivered on time and as intended, thus maximizing the miles paved and minimizing financial risks to the organization. A dynamic simulation model is validated and tested by researching 50 historical projects, collecting data about these projects, and validating the key inputs for the simulation. A variety of parametric studies, including simulating the effects of various revenue scenarios, are performed and conclusive results are reached. Both Core Strategies, focusing on how to load and manage the project pipeline, and System and Organizational Improvement Strategies are identified. By implementing these strategies and minimizing the amount of projects held “on the shelf” and employing practices that minimize the risks of incurring Holding Costs due to revenue shortfalls, savings can be maximized. Applying new strategies and improving processes will allow the department to better manage the risks facing transportation projects in the project pipeline. Estimated cost savings are between 2 and 4 percent of the total budget; this would amount to a total savings of 90 million dollars, for a budget of 3 billion dollars over a ten-year period. The results of the research are enabling Wyoming Department of Transportation (WYDOT) to maximize the performance benefits from their asset management efforts. KW - Construction projects KW - Cost control KW - Project management KW - Risk management KW - Simulation KW - Wyoming Department of Transportation UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/RS02212_1306F.pdf UR - http://ntl.bts.gov/lib/51000/51800/51852/FHWA_1306F_RS02212.pdf UR - https://trid.trb.org/view/1300201 ER - TY - RPRT AN - 01502120 AU - Jiang, Yi AU - Zhao, Guangyuan AU - Li, Shuo AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - An Economic Analysis Methodology for Project Evaluation and Programming PY - 2013/08//Final Report SP - 45p AB - Economic analysis is a critical component of a comprehensive project or program evaluation methodology that considers all key quantitative and qualitative impacts of highway investments. It allows highway agencies to identify, quantify, and value the economic benefits and costs of highway projects and programs over a multiyear timeframe. This research was conducted to provide the Indiana Department of Transportation (INDOT) with a uniform economic analysis methodology. The developed economic evaluation model applies the methodology of life-cycle benefit cost analysis to perform economic analysis for proposed highway projects. As a result of this research, an Excel based computer program, the Indiana Highway Economic Evaluation Model (IHEEM), was developed to provide a convenient tool for INDOT personnel to implement the method. The main costs and benefits contained in the model are agency costs and user benefits. Agency costs include initial costs, routine maintenance costs, rehabilitation costs, and remaining value of the facility. User benefits contain travel time savings, vehicle operating cost savings, and crash reduction savings. In addition to the deterministic method for cost and benefit analysis, an alternative probabilistic approach was also developed and incorporated into IHEEM so that the outputs can be expressed as ranges of values with likelihoods of occurrence. KW - Benefit cost analysis KW - Computer models KW - Computer programs KW - Costs KW - Economic analysis KW - Highways KW - Indiana Department of Transportation KW - Life cycle costing KW - Programming (Planning) KW - Project management KW - User benefits UR - http://dx.doi.org/10.5703/1288284315219 UR - https://trid.trb.org/view/1280153 ER - TY - RPRT AN - 01499956 AU - Mooney, Michael A AU - Bearce, Richard G AU - Colorado School of Mines AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Evaluation of Seismic Testing for Quality Assurance of Lime-Stabilized Soil PY - 2013/08//Final Report SP - 108p AB - This study sought to determine the technical feasibility of using seismic techniques to measure the laboratory and field seismic modulus of lime-stabilized soils (LSS), and to compare/correlate test results from bench-top (free-free resonance) seismic testing on LSS cylinders to in-situ (surface seismic) testing performed on field-constructed LSS. In addition, this research sought to develop a pilot specification for quality assurance (QA) of LSS using seismic test methods. The growth of modulus was found to vary as a non-linear function of both temperature and curing time. Differences in modulus growth between free-free resonance (LSS cylinders) and surface wave (field-constructed LSS) data can be attributed to construction-related issues, and are not the result of testing equipment/practice. The study supports the recommendations of the Colorado Department of Transportation (CDOT) specification for LSS (Section 307) in that grading should be performed immediately after construction as grading conducted on later days (i.e., days 4-8) resulted in significant seismic modulus loss on field-constructed LSS. This study recommends the use of seismic testing for QA of LSS via the pilot specification developed in Chapter 5 of this report. The specification allows for the use of either cylinder or surface wave testing to determine the seismic modulus of field-constructed LSS. It is written in a manner that allows CDOT personnel to implement the proposed approach KW - Colorado KW - Elastic waves KW - Feasibility analysis KW - Field tests KW - Laboratory tests KW - Modulus of elasticity KW - Quality assurance KW - Seismicity KW - Soil lime mixtures KW - Soil stabilization KW - Test procedures UR - http://www.coloradodot.info/programs/research/pdfs/2013/lss.pdf/at_download/file UR - https://trid.trb.org/view/1278035 ER - TY - RPRT AN - 01499931 AU - Seedah, Dan AU - Harrison, Rob AU - Boske, Leigh AU - Kruse, Jim AU - University of Texas, Austin AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Container Terminal and Cargo-Handling Cost Analysis Toolkit PY - 2013/08 SP - 16p AB - For this task, the study team sought to determine the costs associated with container terminal operations and their influence on overall container shipping cost. Commercial ports publish prices (tariffs) for a wide variety of services and the study proposal included the development of a spreadsheet that would allow freight planners to build policy-based strategies to capture the impacts of current and new maritime services on Texas Gulf ports. This approach allows a technical dialog to be developed between Texas Department of Transportation (TxDOT)/metropolitan planning organization (MPO) staff and the port/shipping sectors. Published port terminal activity costs (tariffs) should, however, be regarded as nominal—they may not reflect actual prices charged to a steamship company or major shipper. Negotiated prices reflect a range of factors, such as customer size, that are confidential. Fortunately, nominal prices do work for strategic planning because they show the cost differentials between ports that drive port selection on supply chains. Accordingly, the study team developed a basic model or toolkit that could be evaluated by TxDOT planners. The Container Terminal and Cargo-Handling Cost Analysis model was developed using tariffs from select Texas ports and the results are presented here. KW - Cargo handling KW - Container terminals KW - Costs KW - Mathematical models KW - Metropolitan planning organizations KW - Ports KW - Strategic planning KW - Tariffs KW - Texas KW - Texas Department of Transportation UR - http://library.ctr.utexas.edu/ctr-publications/0-6690-p1p2.zip UR - https://trid.trb.org/view/1278037 ER - TY - RPRT AN - 01499635 AU - Gaines, Danena AU - Waldheim, Nicole AU - Herbel, Susan AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Assessment of Local Road Safety Funding, Training, and Technical Assistance PY - 2013/08//Technical Report SP - 80p AB - The purpose of this report is to summarize State Department of Transportation (DOT) practices for delivering safety funding and resources to local entities for road safety improvement projects. These practices were identified in large part through a questionnaire administered to State DOTs during this assessment. This report identifies model local road safety practices that can be implemented by State DOTs, local practitioners (i.e., public works directors, transportation directors, county engineers, transportation planners, and elected officials), Local Technical Assistance Programs (LTAP), and Metropolitan Planning Organizations (MPO) in any State. KW - Assessments KW - Financing KW - Highway safety KW - Local Technical Assistance Program KW - Metropolitan planning organizations KW - State departments of transportation KW - Technical assistance KW - Training UR - http://safety.fhwa.dot.gov/local_rural/training/fhwasa13029/lclrdsfy.pdf UR - https://trid.trb.org/view/1268014 ER - TY - RPRT AN - 01496787 AU - Consensus Systems Technologies AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Real-Time System Management Information Program Data Exchange Format Specification: Implementation Guidance PY - 2013/08 SP - 80p AB - Section 1201 of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), published in August 2005, instructed the Secretary of Transportation to establish a real-time system management information program to provide, in all states, the capability to monitor, in real-time, the traffic and travel conditions of the major highways of the United States and to share that information to improve the security of the surface transportation system, to address congestion problems, to support improved response to weather events and surface transportation incidents, and facilitate national and regional highway traveler information. In response to these requirements, U.S. Code of Federal Regulations (CFR) 23 Part 511 was developed. Title 23 CFR Part 511 requires each state to establish and operate a Real-Time System Management Information Program (RTSMIP) capable of gathering and making available the data for traffic and travel conditions. However, Title 23 CFR 511 does not require the dissemination of real-time information in any particular manner, only that the states make the information available. It also does not require states to apply any particular technology, technology-dependent application, or business model for collecting, processing and disseminating information. As a result, development of a Data Exchange Format Specification (DXFS) and implementation guidance was initiated to support the need of states for a specification that satisfies the essential elements of the rule. In 2011, U.S. Department of Transportation began development of the Data Exchange Format Specification (DXFS) to facilitate the development of interoperable real-time traffic and travel information between public agencies, with other public agencies, and with private entities. The DXFS has been developed to assist users to specify and then develop an RTSMIP implementation. KW - Data sharing KW - Driver information systems KW - Implementation KW - Information dissemination KW - Real time information KW - Specifications KW - Traffic surveillance KW - Transportation system management KW - United States UR - http://www.ops.fhwa.dot.gov/publications/fhwahop13046/fhwahop13046.pdf UR - https://trid.trb.org/view/1265991 ER - TY - RPRT AN - 01496782 AU - Irizarry, Javier AU - Castro, Daniel AU - Georgia Institute of Technology, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Evaluation of Data Requirements for Computerized Constructability Analysis of Pavement Rehabilitation Projects PY - 2013/08//Final Report SP - 103p AB - This research aimed to evaluate the data requirements for computer assisted construction planning and staging methods that can be implemented in pavement rehabilitation projects in the state of Georgia. Results showed that two main issues for the use of the Construction Analysis for Pavement Rehabilitation Strategies (CA4PRS) in the state of Georgia were (1) the need for modifications to Georgia Department of Transportation's (GDOT’s) operating procedures and (2) lack of data required for performing the CA4PRS analysis. Several unavailable data for CA4PRS-based analysis were also identified through this research, such as efficiency for the material delivery trucks, number of batch plants, and lift cooling time for asphalt pavement. The steps involved in running the CA4PRS software for supporting decision making in rehabilitation projects are also described through this research. KW - Construction Analysis for Pavement Rehabilitation Strategies software KW - Data collection KW - Decision making KW - Georgia KW - Pavement maintenance KW - Rehabilitation (Maintenance) KW - Software UR - http://www.dot.ga.gov/BuildSmart/research/Documents/11-16.pdf UR - https://trid.trb.org/view/1265115 ER - TY - RPRT AN - 01496772 AU - Consensus Systems Technologies AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Real-Time System Management Information Program Data Exchange Format Specification PY - 2013/08 SP - 132p AB - Section 1201 of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), published in August 2005, instructed the Secretary of Transportation to establish a real-time system management information program to provide, in all states, the capability to monitor, in real-time, the traffic and travel conditions of the major highways of the United States and to share that information to improve the security of the surface transportation system, to address congestion problems, to support improved response to weather events and surface transportation incidents, and facilitate national and regional highway traveler information. In response to these requirements, U.S. Code of Federal Regulations (CFR) 23 Part 511 was developed. Title 23 CFR Part 511 requires each state to establish and operate a Real-Time System Management Information Program (RTSMIP) capable of gathering and making available the data for traffic and travel conditions. However, Title 23 CFR 511 does not require the dissemination of real-time information in any particular manner, only that the states make the information available. It also does not require states to apply any particular technology, technology-dependent application, or business model for collecting, processing and disseminating information. As a result, development of a Data Exchange Format Specification (DXFS) and implementation guidance was initiated to support the need of states for a specification that satisfies the essential elements of the rule. In 2011, U.S. Department of Transportation began development of the Data Exchange Format Specification (DXFS) to facilitate the development of interoperable real-time traffic and travel information between public agencies, with other public agencies, and with private entities. The DXFS has been developed to assist users to specify and then develop an RTSMIP implementation. KW - Data sharing KW - Driver information systems KW - Implementation KW - Information dissemination KW - Real time information KW - Specifications KW - Traffic surveillance KW - Transportation system management KW - United States UR - http://www.ops.fhwa.dot.gov/publications/fhwahop13047/fhwahop13047.pdf UR - https://trid.trb.org/view/1265988 ER - TY - RPRT AN - 01495420 AU - Gambatese, John A AU - Tymvios, Nicholas AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Evaluation Of A Mobile Work Zone Barrier System PY - 2013/08//Final Report SP - 420p AB - A high percentage of highway maintenance activities and some construction activities are performed in a travel lane, median, or shoulder while the public travels by at relatively high speeds in very close proximity to the workers. Work zone traffic control efforts include safety measures for the workers, but current capabilities for short duration work zones can be improved in order to increase the protection of the workers. A recent advancement in work zone safety is a mobile barrier system that consists of a motorized tractor/trailer combination, and can provide complete isolation of the work area for a distance of up to 100 feet. The research presented in this report involved evaluating a mobile barrier in a variety of work zone environments, leading to a determination of its benefits and limitations to guide ODOT in future work zone safety strategies/investments. A benefit of using a mobile barrier system is the added safety provided by the isolation of workers from errant vehicles. Anticipated benefits also include: improved efficiency of work zone setup and removal; improved efficiency of the work activity as the mobile barrier can be equipped with lights, generators, variable message signs, and TMAs; and improved mobility of the work zone where multiple finite work areas are involved. KW - Evaluation and assessment KW - Highway maintenance KW - Road construction KW - Temporary barriers KW - Work zone safety KW - Work zone traffic control UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR746_MobileBarriers.pdf UR - https://trid.trb.org/view/1264720 ER - TY - RPRT AN - 01495391 AU - Wolcott, Michael P AU - Poor, Cara AU - Haselbach, Liv AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Sustainable Design Guidelines to Support the Washington State Ferries Terminal Design Manual: Design Guideline Application and Refinement PY - 2013/08//Final Report SP - 237p AB - The Sustainable Design Guidelines were developed in Phase I of this research program (WA-RD 816.1). Here the authors are reporting on the Phase II effort that “beta-tested” the Phase I Guidelines on example ferry terminal designs and refinements made to the tool. The specific objectives of this project are to: 1. Cite example Washington State Ferries (WSF) terminal projects that would serve as candidates for assessing the Sustainable Design Guidelines; 2. Compile and analyze site and resource attributes influencing the design needs; 3. Develop a “20% design” for each of the example terminals; 4. Refine the Draft Sustainable Design Guideline; 5. Develop preliminary data on the efficacy of sample stormwater design solutions; and 6. Develop a database tool for GRIP, the proposed Green Rating Integration Platform for WSF. This project represents the second phase in a three-part effort. The final component will develop and potentially demonstrate specific solutions that present unique opportunities will be deployed in Phase III. KW - Beta tests KW - Design KW - Ferry terminals KW - Guidelines KW - Sustainable transportation KW - Washington (State) KW - Washington State Ferries UR - http://www.wsdot.wa.gov/research/reports/fullreports/816.2.pdf UR - https://trid.trb.org/view/1264804 ER - TY - SER AN - 01494726 JO - Exploratory Advanced Research Program Fact Sheet PB - Federal Highway Administration AU - Lan, Bo AU - Srinivasan, Raghavan TI - Safety Evaluation of Discontinuing Late-Night Flash Operations at Signalized Intersections PY - 2013/08 SP - 4p AB - Late-night flash (LNF) mode at signalized intersections consists of traffic signals that flash yellow for one road (requiring drivers to show caution but not stop) and flash red for the other road (requiring drivers to stop, then proceed after yielding to the main road). Although the intent of this mode has been to reduce energy consumption and delay during periods of low traffic demand, safety concerns have caused agencies to begin replacing LNF with normal phasing operations. Studies of the safety impacts of replacing LNF with normal phasing operations have indicated that doing so will reduce night crashes; however, a limitation of many studies is a potential bias due to regression to the mean (RTM). In this article, the authors examine the effect of eliminating LNF operations at signalized intersections using state-of-the-art methods and to address the noted limitations. The authors aimed to include an adequate sample of locations for which traffic volume data were available. KW - Flashing traffic signals KW - Signalized intersections KW - Traffic crashes KW - Traffic safety KW - Traffic signal phases UR - http://www.fhwa.dot.gov/publications/research/safety/hsis/13069/13069.pdf UR - https://trid.trb.org/view/1263346 ER - TY - RPRT AN - 01493966 AU - Boske, Leigh B AU - Gamkhar, Shama AU - Harrison, Robert AU - Diamond-Ortiz, Andres D AU - Harwin, Alexandra L AU - Lazarus, Dana R AU - Martin, John Anthony AU - Martinez, Sergio AU - Neuhausen, Alissa AU - Payne, Will AU - Somerville, Courtney AU - Udwin, Trevor C AU - Zhang, Weihui AU - University of Texas, Austin AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Texas Highway Funding Options PY - 2013/08//Technical Report SP - 107p AB - This study was designed to provide strategic information on highway funding options and alternatives in preparation for the 2013 Texas Legislative Session. The contents evolved during the research team’s two-semester interaction with senior Texas Department of Transportation (TxDOT) staff, led by Mr. Phil Wilson, Executive Director. Three workshops narrowed the scope to the four finance issue briefs on the following subjects: energy sector infrastructure financing in selected U.S states, weight distance charges, electric vehicle fees, and toll road availability payments. Each brief follows this structure: executive summary, purpose, key points, lessons learned, relevance to Texas, and appendices. KW - Case studies KW - Electric vehicles KW - Fees KW - Financing KW - Government funding KW - Heavy duty trucks KW - Texas KW - Toll roads KW - United States KW - User charges UR - http://library.ctr.utexas.edu/ctr-publications/0-6802-1.pdf UR - https://trid.trb.org/view/1262978 ER - TY - RPRT AN - 01493415 AU - Nicks, J E AU - Adams, M T AU - Ooi, P S K AU - Stabile, T AU - Turner-Fairbank Highway Research Center AU - Federal Highway Administration TI - Geosynthetic Reinforced Soil Performance Testing—Axial Load Deformation Relationships PY - 2013/08//Technical Report SP - 172p AB - The geosynthetic reinforced soil (GRS) performance test (PT), also called a mini-pier experiment, consists of constructing alternating layers of compacted granular fill and geosynthetic reinforcement with a facing element that is frictionally connected, then axially loading the GRS mass while measuring deformation to monitor performance. This large element load test provides material strength properties of a particular GRS composite built with unique combinations of reinforcement, compacted fill, and facing elements. This report describes the procedure and provides axial load- deformation results for a series of PTs conducted in both Defiance County, OH, as part of the Federal Highway Administration’s (FHWA) Every Day Counts (EDC) GRS Validation Sessions and in McLean, VA, at the FHWA’s Turner-Fairbank Highway Research Center as part of a parametric study. The primary objectives of this research report are to: (1) build a database of GRS material properties that can be used by designers for GRS abutments and integrated bridge systems; (2) evaluate the relationship between reinforcement strength and spacing; (3) quantify the contribution of the frictionally connected facing elements at the service limit and strength limit states; (4) assess the new internal stability design method proposed by Adams et al. 2011 for GRS; and (5) perform a reliability analysis of the proposed soil-geosynthetic capacity equation for LRFD calibration. KW - Axial loads KW - Deformation KW - Geosynthetics KW - Mechanically stabilized earth KW - Performance tests KW - Strength of materials UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/13066/13066.pdf UR - https://trid.trb.org/view/1261174 ER - TY - RPRT AN - 01493410 AU - Federal Highway Administration TI - Safety Evaluation of Converting Traffic Signals from Incandescent to Light-Emitting Diodes PY - 2013/08 SP - 6p AB - This article focuses on the increasing use of light-emitting diodes (LEDs) in traffic signals in place of incandescent bulbs in order to reduce energy consumption and decrease maintenance. The study used data from Charlotte, NC to evaluate the impact of converting signals to LEDs from incandescent bulbs has on safety. The authors used an empirical Bayes before and after evaluation of traffic crashes at signalized intersections over a five-year period. The results showed significant differences among the many sites studied in terms of safety effects of LEDS. KW - Before and after studies KW - Charlotte (North Carolina) KW - Crash data KW - Incandescent lamps KW - Light emitting diodes KW - Signalized intersections KW - Traffic crashes KW - Traffic safety KW - Traffic signals UR - http://www.fhwa.dot.gov/publications/research/safety/13070/13070.pdf UR - https://trid.trb.org/view/1261173 ER - TY - RPRT AN - 01493394 AU - Rister, Brad W AU - Whelan, Joe AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Utilization of Mobile LiDAR to Verify Bridge Clearance Height on the Western Kentucky Parkway PY - 2013/08//Final Report SP - 52p AB - Bridge clearances can vary from lane-to-lane beneath overpasses, and can often be difficult to measure due to high traffic volumes. Therefore, a mobile LiDAR unit was utilized in this project to obtain the bridge clearance heights on the Western Kentucky Parkway. The LiDAR information was collected at 400,000 points-per-second at a driving speed of 30 mph. Hand measurements were also taken on each bridge to assist in quantifying the potential error between field measurements and LiDAR measurements. The results of the collected LiDAR data appear to be less than 1.2 inches, which appears to be in line with both manufacturer and industry standards. KW - Bridges KW - Clearances (Navigation) KW - Height KW - Kentucky KW - Laser radar KW - Parkways KW - Scanners UR - http://www.ktc.uky.edu/files/2013/08/KTC_13_09_FRT_199_13_1F.pdf UR - https://trid.trb.org/view/1261368 ER - TY - RPRT AN - 01493375 AU - Federal Highway Administration TI - Interstate Brief: Summary of the extent, usage, and condition of the U.S. Interstate System: By State and Interstate Route Number PY - 2013/08 SP - 19p AB - This report attempts to explore the diversity of the Interstate system by State and route, by focusing on a few data attributes that reflect its extent, usage, and condition. The data contained in this report were submitted to the Office of Highway Policy Information, Federal Highway Administration (FHWA) in 2011 by each State. The data were submitted through, and are maintained in, a FHWA data system known as the Highway Performance Monitoring System (HPMS). States are required to submit HPMS data annually to FHWA. Data includes: route number, length, lane miles, annual average daily traffic, annual vehicle miles traveled, and pavement roughness. KW - Annual average daily traffic KW - Highway Performance Monitoring System KW - Interstate highways KW - Length KW - Roughness KW - States KW - United States KW - Vehicle miles of travel UR - http://www.fhwa.dot.gov/interstatebrief2011/2011interstatebrief.pdf UR - https://trid.trb.org/view/1261361 ER - TY - RPRT AN - 01493371 AU - Ellis, David AU - Baker, Trey AU - Weatherby, Cinde AU - Vadali, Sharada AU - Aldrete, Rafael AU - Damnjanovic, Ivan AU - Mander, John AU - Glover, Brianne AU - Norboge, Nicolas AU - Wagner, Jason AU - Rocha, Jose M AU - Sandefur, Elizabeth AU - Hardy, Michael AU - Caldwell, Chandra AU - Weldon, Allison AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Innovative Finance: Strategic Research Project PY - 2013/08 SP - 40p AB - This executive summary not only provides a list of possible out-of-the-box transportation revenue strategies, it also provides an overall framework in which to understand them. The authors intend to provide a holistic approach to examine how Texas approaches how it funds and finances transportation infrastructure. These processes are part of an overall system with inputs, outputs, and institutional processes that ultimately govern how revenue is collected and allocated. This framework provides a guide to understanding the implications of current and innovative funding and financing strategies and will help Texas identify the preferred path for funding and financing the transportation network in the 21st century. KW - Financing KW - Highways KW - Infrastructure KW - Return on investment KW - Revenues KW - Texas UR - http://tti.tamu.edu/documents/6-0700-1.pdf UR - https://trid.trb.org/view/1261561 ER - TY - RPRT AN - 01493355 AU - Pike, Adam M AU - Carlson, Paul J AU - Borchardt, Darrell W AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Traffic Control Devices, Year 4 PY - 2013/08//Technical Report SP - 40p AB - This project was established to provide a means of conducting small scale research activities on an as-needed basis so that the results could be available within months of starting the specific research. This report summarizes the research activities that were conducted between September 2011 and August 2012. The research included two primary activities and two secondary activities. The two primary activities were: (1) Rural Intersection Sign Reduction Evaluation, and (2) Update on Sequential Dynamic Curve Warning System Research. The two secondary activities were: (1) Development of Hurricane Evacuation Animation Maps for the Corpus Christi District, and (2) Mobile Pavement Marking Retroreflectivity Data Training. KW - Digital maps KW - Evacuation KW - Highway curves KW - Intersections KW - Retroreflectivity KW - Rural areas KW - Texas KW - Traffic control devices KW - Traffic signs KW - Training KW - Warning systems UR - http://tti.tamu.edu/documents/9-1001-3.pdf UR - https://trid.trb.org/view/1262245 ER - TY - RPRT AN - 01493345 AU - Walubita, Lubinda F AU - Faruk, Abu N AU - Koohi, Yasser AU - Luo, Rong AU - Scullion, Tom AU - Lytton, Robert L. AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - The Overlay Tester (OT): Comparison with Other Crack Test Methods and Recommendation for Surrogate Crack Tests PY - 2013/08//Technical Report SP - 180p AB - Presently, one of the principal performance concerns of hot-mix asphalt (HMA) pavements is premature cracking, particularly of HMA surfacing mixes. Regrettably, however, while many U.S. transportation agencies have implemented design-level tests to measure the rutting potential of HMA mixes; there is hardly any standardized national design-level test for measuring and characterizing the HMA cracking resistance potential. Currently, the Texas Department of Transportation (TxDOT) uses the Overlay Tester (OT) to routinely evaluate the cracking susceptibility of HMA mixes in the laboratory. While the OT effectively simulates the reflective cracking mechanism of opening and closing of joints and/or cracks, repeatability and variability in the test results have been major areas of concern. As an effort towards addressing these repeatability/variability issues, this laboratory study was undertaken, namely to: 1) conduct a comprehensive sensitivity evaluation of the OT test procedure so as to improve its repeatability and minimize variability in the OT test results; 2) recommend updates and modifications to the Tex-248-F specification including development of OT calibration and service maintenance manuals; 3) explore other alternative OT data analysis methods; 4) comparatively evaluate and explore other crack test methods (both in monotonic and dynamic loading modes) that could serve as supplementary and/or surrogate tests to the OT test method; and 5) develop new crack test procedures, specifications, and technical implementation recommendations. As documented in this report, the scope of work to accomplish these objectives included evaluating the following crack test methods: 1) the standard OT repeated (OTR, Tex-248-F) and monotonic loading OT test (OTM); 2) the monotonic indirect-tension (IDT) and repeated loading IDT (R-IDT) test; 3) the monotonic semi-circular bending (SCB) and repeated loading SCB (R-SCB) test; 4) the disk-shaped compaction tension test (DSCTT); and 5) the monotonic direct-tension (DT) and repeated loading DT (R-DT) tests. KW - Bituminous overlays KW - Hot mix asphalt KW - Laboratory studies KW - Load tests KW - Pavement cracking KW - Pavement performance KW - Tension tests KW - Test procedures KW - Texas UR - http://tti.tamu.edu/documents/0-6607-2.pdf UR - https://trid.trb.org/view/1261150 ER - TY - SER AN - 01493328 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Mohammadian, Kouros AU - Karimi, Behzad AU - Pourabdollahi, Zahra AU - Frignani, Martina AU - University of Illinois, Chicago AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Modeling Seniors’ Activity-Travel Data PY - 2013/08 IS - 13-026 SP - 79p AB - The United States is experiencing an increase in its elderly population. According to Census Bureau estimates, this population should increase by 104.2% from 2000 to 2030, which translates into 72.1 million elders by 2030. This demographic change will affect the transportation system, like any other socioeconomic system. Thus, this study seeks to understand the dynamics of elderly activity-travel behavior and its potential effects on the transportation system to better identify and meet seniors’ transportation needs. The Urban Travel Route and Activity Choice Survey (UTRACS), an automated, Internet- and global positioning system (GPS)-based prompted-recall survey that was coupled with learning algorithms, was employed for that purpose. In this report, the study team analyzes elderly tour formation, activity-trip planning, mode-choice selection, and activity timing. KW - Activity choices KW - Aged KW - Mathematical models KW - Mode choice KW - Time duration KW - Travel behavior KW - Travel surveys KW - United States KW - Urban areas UR - http://hdl.handle.net/2142/45748 UR - https://trid.trb.org/view/1261616 ER - TY - RPRT AN - 01493326 AU - Wilson, James H AU - Mullen, Maureen AU - Matos, Patrick AU - Schreiber, Jackson AU - SC&A, Incorporated AU - Montana Department of Transportation AU - Federal Highway Administration TI - Re-evaluation of Montana’s Air Quality Program PY - 2013/08//Final Report SP - 108p AB - This project examined the Montana Department of Transportation's (MDT's) current methods for determining projects for the Montana Air and Congestion Initiative (MACI) program, and made recommendations to improve and implement this program. A major project objective was to keep the program oriented towards high-value investments for Montana communities. Key project tasks included: (1) Determine the best use of Congestion Mitigation and Air Quality (CMAQ) funds for each of Montana’s transportation-related pollutants; (2) Determine project recommendations that use highest cost to air quality benefit for long-term attainment; (3) Determine needed funding and program policy changes; (4) Identify areas prone to future transportation-related issues; and (5) Determine need for education in Montana communities on best practices to prevent nonattainment of transportation related pollutants. One of the primary products of this research is a set of methods descriptions and Microsoft Excel-based tools that are designed for MDT staff and other Montana agencies to use to estimate the air pollution emission reduction benefit and the cost effectiveness of the new measures and projects that are being considered in the state. KW - Air quality KW - Air quality management KW - Best practices KW - Congestion management systems KW - Evaluation and assessment KW - Financing KW - Montana KW - Nonattainment areas KW - Pollutants UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/cmaq/FINAL_REPORT_13.PDF UR - https://trid.trb.org/view/1262910 ER - TY - RPRT AN - 01493290 AU - Whitney, David AU - Fowler, David W AU - Rached, Marc AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Use of Manufactured Sands for Concrete Pavement PY - 2013/08//Technical Report SP - 204p AB - Manufactured fine aggregates are a product created when rocks are crushed using a mechanical crusher. With the depletion of sources of natural sands, the usage of manufactured fine aggregates has increased. Manufactured fine aggregates have properties that differ from natural sands; for this reason, the plastic and hardened properties of concrete produced using manufactured fine aggregates differ from the properties of concrete made with natural sands. The main concrete properties affected by the usage of manufactured fine aggregates are skid resistance, workability, and finishability. The aim of this research project was to investigate how manufactured fine aggregates could be used in concrete pavements without causing workability or skid related issues. To improve the workability of concrete made with manufactured fine aggregates, the use of the optimized mixture proportioning method developed by the International Center for Aggregate Research (ICAR) was investigated. Results obtained from this testing were used to make recommendations on how to optimize class P concrete mixtures made with any type and combination of aggregates. KW - Artificial aggregates KW - Concrete pavements KW - Fine aggregates KW - Laboratory tests KW - Mix design KW - Proportioning KW - Sand KW - Skid resistance tests KW - Texas KW - Workability UR - http://library.ctr.utexas.edu/ctr-publications/0-6255-1.pdf UR - https://trid.trb.org/view/1261146 ER - TY - RPRT AN - 01493285 AU - Abbas, Ala R AU - Ali, Ayman AU - Alhasan, Ahmad AU - Nazzal, Munir AU - Sargand, Shad AU - Roy, Arjun AU - University of Akron AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Determining the Limitations of Warm Mix Asphalt by Water Injection in Mix Design, Quality Control and Placement PY - 2013/08//Final Report SP - 137p AB - In this project, a comprehensive study was conducted to evaluate the laboratory performance of foamed warm mix asphalt (WMA) mixtures with regard to permanent deformation, moisture-induced damage, fatigue cracking, and low-temperature (thermal) cracking; and compare it to traditional hot mix asphalt (HMA). In addition, the workability of foamed WMA and HMA mixtures was evaluated using a new device that was designed and fabricated at the University of Akron, and the compactability of both mixtures was examined by analyzing compaction data collected using the Superpave gyratory compactor. The effect of the temperature reduction, foaming water content, and aggregate moisture content on the performance of foamed WMA was also investigated. Furthermore, the rutting performance of plant-produced foamed WMA and HMA mixtures was evaluated in the Ohio University (OU) Accelerated Pavement Load Facility (APLF), and the long-term performance of pavement structures constructed using foamed WMA and HMA surface and intermediate courses was analyzed using the Mechanistic-Empirical Pavement Design Guide (MEPDG). The laboratory test results revealed comparable resistance to permanent deformation, moisture-induced damage, and fatigue cracking for foamed WMA and HMA mixtures. However, the HMA mixtures had significantly higher indirect tensile strength (ITS) values at 14 degrees F (-10 degrees C) and comparable failure strains to the foamed WMA mixtures, which indicates that the traditional HMA mixtures have better resistance to low-temperature (thermal) cracking. The laboratory tests conducted to evaluate the effect of the temperature reduction, foaming water content, and aggregate moisture content revealed that the performance of foamed WMA mixtures prepared using 30 degrees F (16.7 degrees C) temperature reduction, 1.8% foaming water content, and fully dried aggregates was comparable to that of the HMA mixtures. However, reducing the production temperature of foamed WMA resulted in increased susceptibility to permanent deformation and moisture-induced damage. In addition, producing foamed WMA using moist aggregates resulted in inadequate aggregate coating leading to concerns with regard to long-term durability. Increasing the foaming water content (up to 2.6% of the weight of the asphalt binder) did not seem to have a negative effect on the rutting performance or moisture sensitivity of the foamed WMA. The rut depth measurements obtained at the OU APLF confirmed the laboratory asphalt pavement analyzer (APA) test results. It was found through these tests that the foamed WMA mixtures have comparable rutting resistance to the HMA mixtures. Finally, the long-term pavement performance predictions obtained using the MEPDG showed comparable service lives for pavement structures constructed using foamed WMA and HMA surface and intermediate mixtures. KW - Deformation KW - Durability tests KW - Fatigue cracking KW - Foamed asphalt KW - Hot mix asphalt KW - Laboratory tests KW - Low temperature tests KW - Mix design KW - Moisture damage KW - Ohio KW - Pavement performance KW - Quality control KW - Rutting KW - Warm mix paving mixtures UR - http://worldcat.org/arcviewer/7/OHI/2014/02/26/H1393430390187/viewer/file1.pdf UR - https://trid.trb.org/view/1261614 ER - TY - RPRT AN - 01493273 AU - Zornberg, J G AU - Ferreira, J A Z AU - Roodi, G H AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Geosynthetic-Reinforced Unbound Base Courses: Quantification of the Reinforcement Benefits PY - 2013/08 SP - 757p AB - As part of Research Project 0-4829, a new testing device was developed and a field monitoring program was initiated to evaluate the performance of geosynthetics used as reinforcement for unbound base courses. This implementation includes the use of the new testing device and procedures developed by the 0-4829 research project, which involves characterization of the confined stiffness in geosynthetic reinforcements. The project also provides continued monitoring of 32 experimental test sections constructed in Farm-to-Market Road (FM) 2 and 6 test sections constructed in FM1644 for the purpose of correlating field performance with material characterization. The experimental component of this implementation project was accomplished by testing 11 different geosynthetic reinforcement products in the small pullout test. The field component of this implementation project involved conducting continued condition surveys, subsurface exploration, and weather data gathering in order to establish the threshold of the proposed confined stiffness parameter in the new specification based on the field performance. KW - Base course (Pavements) KW - Geosynthetics KW - Monitoring KW - Pull out test KW - Reinforcement (Engineering) KW - Stiffness KW - Test procedures KW - Test sections UR - http://library.ctr.utexas.edu/ctr-publications/5-4829-01-2.pdf UR - https://trid.trb.org/view/1262398 ER - TY - RPRT AN - 01493228 AU - Hosteng, Travis AU - Phares, Brent AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Soy Transportation Coalition AU - Federal Highway Administration TI - Demonstration of Load Rating Capabilities through Physical Load Testing: Ida County Bridge Case Study PY - 2013/08//Final Report 2 of 3 SP - 27p AB - The objective of this work, Pilot Project - Demonstration of Capabilities and Benefits of Bridge Load Rating through Physical Testing, was to demonstrate the capabilities for load testing and rating bridges in Iowa, study the economic benefit of performing such testing, and perform outreach to local, state, and national engineers on the topic of bridge load testing and rating. This report documents one of three bridges inspected, load tested, and load rated as part of the project, the Ida County Bridge (FHWA #186070), including testing procedures and performance of the bridge under static loading along with the calculated load rating from the field-calibrated analytical model. Two parallel reports document the testing and load rating of the Sioux County Bridge (FHWA #308730) and the Johnson County Bridge (FHWA #205750). A tech brief provides overall information about the project. KW - Bearing capacity KW - Case studies KW - Demonstration projects KW - Highway bridges KW - Ida County (Iowa) KW - Load factor KW - Load tests KW - Overweight loads KW - Test procedures UR - http://publications.iowa.gov/14917/1/IA_DOT_RB32-013_InTrans_ida_county_bridge_rating.pdf UR - https://trid.trb.org/view/1261164 ER - TY - RPRT AN - 01493223 AU - Hosteng, Travis AU - Phares, Brent AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Soy Transportation Coalition AU - Federal Highway Administration TI - Demonstration of Load Rating Capabilities through Physical Load Testing: Johnson County Bridge Case Study PY - 2013/08//Final Report 3 of 3 SP - 29p AB - The objective of this work, Pilot Project - Demonstration of Capabilities and Benefits of Bridge Load Rating through Physical Testing, was to demonstrate the capabilities for load testing and rating bridges in Iowa, study the economic benefit of performing such testing, and perform outreach to local, state, and national engineers on the topic of bridge load testing and rating. This report documents one of three bridges inspected, load tested, and load rated as part of the project, the Johnson County Bridge (FHWA #205750), including testing procedures and performance of the bridge under static loading along with the calculated load rating from the field-calibrated analytical model. Two parallel reports document the testing and load rating of the Sioux County Bridge (FHWA #308730) and the Ida County Bridge (FHWA #186070). A tech brief provides overall information about the project. KW - Bearing capacity KW - Case studies KW - Demonstration projects KW - Highway bridges KW - Johnson County (Iowa) KW - Load factor KW - Load tests KW - Overweight loads KW - Test procedures UR - http://publications.iowa.gov/14918/1/IA_DOT_RB32-013_InTrans_johnson_county_bridge_rating.pdf UR - https://trid.trb.org/view/1261165 ER - TY - RPRT AN - 01493162 AU - Phares, Brent AU - Hosteng, Travis AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Soy Transportation Coalition AU - Federal Highway Administration TI - Demonstration of Load Rating Capabilities through Physical Load Testing: Sioux County Bridge Case Study PY - 2013/08//Final Report 1 of 3 SP - 27p AB - The objective of this work, Pilot Project - Demonstration of Capabilities and Benefits of Bridge Load Rating through Physical Testing, was to demonstrate the capabilities for load testing and rating bridges in Iowa, study the economic benefit of performing such testing, and perform outreach to local, state, and national engineers on the topic of bridge load testing and rating. This report documents one of three bridges inspected, load tested, and load rated as part of the project, the Sioux County Bridge (FHWA #308730), including testing procedures and performance of the bridge under static loading along with the calculated load rating from the field-calibrated analytical model. Two parallel reports document the testing and load rating of the Ida County Bridge (FHWA #186070) and the Johnson County Bridge (FHWA #205750). A tech brief provides overall information about the project. KW - Bearing capacity KW - Case studies KW - Demonstration projects KW - Highway bridges KW - Load factor KW - Load tests KW - Overweight loads KW - Sioux County (Iowa) KW - Test procedures UR - http://publications.iowa.gov/14916/1/IA_DOT_RB32-013_InTrans_sioux_county_bridge_rating.pdf UR - https://trid.trb.org/view/1261163 ER - TY - RPRT AN - 01492700 AU - Seekins, Tom AU - Blatt, Alan AU - Flanigan, Marie AU - University of Montana, Missoula AU - CUBRC, Incorporated AU - Montana Department of Transportation AU - Federal Highway Administration TI - Automatic Crash Notification Project: Assessing Montana’s Motor Vehicle Crash and Related Injury Data Infrastructure PY - 2013/08//Final Report SP - 207p AB - Highway crashes exact an enormous human and financial cost. The problem is proportionately more acute in rural states. Points of intervention include immediate response to crashes and community supports to individuals injured in crashes. Two studies were conducted. The first examined the context of routing advanced automatic crash notification (AACN) messages into the emergency response system and demonstrating the feasibility of doing so. The second examined the referral process from medical treatment to community return. The effort to integrate AACN data into the existing emergency response system culminated in the demonstration of the receipt of simulated AACN information by the Missoula Public Safety Answering Point (PSAP) and the subsequent real-time sharing of this information with Emergency Medical Services (EMS) and hospital-based stakeholders. The project also included the development of a computerized database infrastructure, which was designed to capture OnStar AACN crash data starting in July 2012. The effort to develop and expand models for providing community supports to individuals injured in car crashes culminated in the development of new strategies for marketing the Resource Referral System – now the Brain Injury Help Line – and an assessment of the effectiveness of various strategies for recruiting hospital emergency department participation. Since the beginning of the project, overall referrals to the Help Line increased from 148 to 222. Finally, these data were used to estimate the budget needed to expand the service to meet the potential need. That estimate suggests either the Brain Injury Association of Montana (BIAMT) Hot Line is underfunded or it is overstretched. KW - Automatic crash notification KW - Community support KW - Crash victims KW - Data sharing KW - Emergency communication systems KW - Emergency management KW - Emergency medical services KW - Financing KW - Missoula (Montana) KW - Montana KW - OnStar (Motorist aid system) KW - Real time information KW - Traumatic brain injuries UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/crash_notification/FINAL_REPORT_AUG13.PDF UR - https://trid.trb.org/view/1261620 ER - TY - RPRT AN - 01492444 AU - Williams, R Christopher AU - Cascione, Andrew AU - Yu, Jianhua AU - Haugen, Debra AU - Marasteanu, Mihai AU - McGraw, Jim AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Performance of Recycled Asphalt Shingles in Hot Mix Asphalt PY - 2013/08//Final Report SP - 227p AB - State highway agencies are increasingly intersted in using recycled asphalt shingles (RAS) in hot mix asphalt (HMA) applications, yet many agencies share common questions about the effect of RAS on the performance of HMA. Previous research has allowed for only limited laboratory testing and field surveys. The complexity of RAS materials and lack of past experiences led to the creation of Transportation Pooled Fund (TPF) Program TPF-5(213). The primary goal of this study is to address research needs of state department of transportation (DOT) and environmental officials to determine the best practices for the use of recycled asphalt shingles in HMA applications. Agencies participating in the study include Missouri (lead state), California, Colorado, Illinois, Indiana, Iowa, Minnesota, Wisconsin, and the Federal Highway Administration. The agencies conducted demonstration projects that focused on evaluating different aspects (factors) of RAS that include RAS grind size, RAS percentage, RAS source (post-consumer versus post-manufactured), RAS in combination with warm mix asphalt (WMA) technology, RAS as a fiber replacement for stone matrix asphalt (SMA), and RAS in combination with ground tire rubber (GTR). Field mixes from each demonstration project were sampled for conducting the following tests: dynamic modulus, flow number, four-point beam fatigue, semi-circular bending, and binder extraction and recovery with subsequent binder characterization. Pavement condition surveys were then conducted for each project after completion. The demonstration projects showed that pavements using RAS alone or in combination with other cost saving technologies (e.g., WMA, RAP, GTR, SMA) can be successfully produced and meet state agency quality assurance requirements. The RAS mixes have very promising prospects since laboratory test results indicate good rutting and fatigue cracking resistance with low temperature cracking resistance similar to the mixes without RAS. The pavement condition of the mixes in the field after two years corroborated the laboratory test results. No signs of rutting, wheel path fatigue cracking, or thermal cracking were exhibited in the pavements. However, transverse reflective cracking from the underlying jointed concrete pavement was measured in the Missouri, Colorado, Iowa, Indiana, and Minnesota projects. KW - Demonstration projects KW - Fatigue cracking KW - Hot mix asphalt KW - Laboratory tests KW - Pavement performance KW - Recycled materials KW - Reflection cracking KW - Rutting KW - Shingles KW - State departments of transportation KW - Transverse cracking UR - http://www.intrans.iastate.edu/research/documents/research-reports/ras_pooled_fund_w_cvr.pdf UR - https://trid.trb.org/view/1261355 ER - TY - RPRT AN - 01492442 AU - Cummings, Laura AU - Pyles, Marvin R AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Effect of the Implementation of the Fluvial Performance Standard on Maintenance of Bridges and Culverts PY - 2013/08//Final Report SP - 83p AB - The objective of this project was to determine what factors influence maintenance cost of Oregon Department of Transportation (ODOT) stream-crossing structures. Data acquired for the project included structure characteristics, stream characteristics, peak flows, and 1996-2010 maintenance costs for five maintenance activities. Nine factors were selected to investigate: active channel width, ratio of valley width to active channel width, number of hardwoods, number of conifers, ratio of bridge length to active channel width, ratio of longest bridge span to active channel width, and the ratio of peak flow to average flow both the year of maintenance and the year prior to maintenance. Possible relationships were investigated through the use of scatter-plots and bar-charts. Potential problems with the datasets may have prevented the discovery of relationships. The average maintenance interval and the average annual cost of maintenance over the fifteen-year period were both found to be very low. KW - Bridges KW - Channels (Waterways) KW - Costs KW - Culverts KW - Maintenance KW - Oregon KW - Peak flows KW - Stream crossings KW - Width UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR715_Fluvial_Final.pdf UR - https://trid.trb.org/view/1261621 ER - TY - RPRT AN - 01492326 AU - Edara, Praveen AU - Sun, Carlos AU - Hou, Yi AU - University of Missouri, Columbia AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Evaluation of Variable Advisory Speed Limits in Work Zones PY - 2013/08//Final Report SP - 79p AB - Variable advisory speed limit (VASL) systems could be effective at both urban and rural work zones, at both uncongested and congested sites. At uncongested urban work zones, the average speeds with VASL were lower than without VASL. But the standard deviation of speeds with VASL was higher. The increase in standard deviation may be due to the advisory nature of VASL. The speed limit compliance with VASL was about eight times greater than without VASL. At the congested sites, the VASL was effective in making drivers slow down gradually as they approached the work zone, reducing any sudden changes in speeds. Mobility-wise the use of VASL resulted in a decrease in average queue length, throughput, number of stops, and an increase in travel time. Several surrogate safety measures also demonstrated the benefits of VASL in congested work zones. VASL deployments in rural work zones resulted in reductions in mean speed, speed variance, and 85th percentile speeds downstream of the VASL sign. The study makes the following recommendations based on the case studies investigated: 1. The use of VASL is recommended for uncongested work zones to achieve better speed compliance and lower speeds. Greater enforcement of regulatory speed limits could help to decrease the standard deviation in speeds. 2. The use of VASL to complement the static speed limits in rural work zones is beneficial even if the VASL is only used to display the static speed limits. It leads to safer traffic conditions by encouraging traffic to slow down gradually and by reminding traffic of the reduced speed limit. A well-designed VASL algorithm, like the P5 algorithm developed in this study, can significantly improve the mobility and safety conditions in congested work zones. The use of simulation is recommended for optimizing the VASL algorithms before field deployment KW - Advisory speeds KW - Algorithms KW - Compliance KW - Speed limits KW - Variable message signs KW - Variable speed limits KW - Work zone safety KW - Work zone traffic control UR - http://publications.iowa.gov/14932/1/IA_DOT_TPF-5-081_InTrans_variable_advisory_speeds.pdf UR - https://trid.trb.org/view/1261141 ER - TY - RPRT AN - 01491454 AU - Fitzpatrick, Kay AU - Chrysler, Susan T AU - Brewer, Marcus A AU - Nelson, Alicia AU - Iragavarapu, Vichika AU - Texas Transportation Institute AU - Federal Highway Administration TI - Simulator Study of Signs for a Complex Interchange and Complex Interchange Spreadsheet Tool PY - 2013/08//September 2010–September 2012 SP - 228p AB - This report documents a Federal Highway Administration (FHWA) project to identify potential improvements to current signing practices for complex interchanges. Based on the initial literature review task along with discussions on other ongoing work, FHWA and the research team divided the project into the following two studies: (1) conduct a driving simulator study and (2) develop a metric or tool that can score, rate, or otherwise categorize interchange complexity. In the first study, test signs were introduced as six topics in a simulation along freeway roadways to evaluate drivers’ real-time response to the signs. Topic 1 tested the understanding and use of different methods to sign for an option lane. Almost all participants made the correct decision to exit or stay on the freeway; however, many unnecessary lane changes were made with each of the three sign sets (SSs). Topic 2 studied sign methods when two interstate exits were within close proximity and a need existed to sign for three destinations (two interchanges/exits and the through lanes). For the SS that had an arrow-per-lane design, all participants made correct lane change decisions. Topic 3 evaluated signing for an upcoming exit that had a Y-split into two directions. While several incorrect lane changes were made for each SS, the SS that used split exit signs at all three sign bridge (SB) locations had the fewest incorrect lane changes and was judged superior in comparison to the other two arrangements. Topic 4 evaluated whether it was better to fill an advance single sign with supplemental way-finding information or to spread the information among multiple signs. An observation from this topic was that spreading information about the next exit across multiple signs on a single bridge may have unintended consequences if the SB also includes a sign for another exit that is located to the left of the preferred lane. Topic 5 evaluated the effectiveness of sign spreading when there were many pieces of information on one SB. Similar to topic 4, it was determined that the lateral position of a sign on the SB is important. Topic 6 evaluated driver understanding of left exit signs. The difference between the two SSs that were tested was minimal. In study 2, the complexity rating tool focused on geometric design factors and related effects on driver expectancy and driver workload. After several revisions, researchers settled on a spreadsheet tool that considered the effects of 32 weighted factors that were based on site characteristics. To determine how well the spreadsheet tool would evaluate interchanges, the research team used the spreadsheet to review 28 existing sites in 11 States. The sites were submitted by State transportation departments based on their perceived complexity. For the characteristics included in the spreadsheet, the results provided a general sense of the relative complexity of the interchanges studied. KW - Complexity KW - Driver expectancy KW - Driving simulators KW - Geometric design KW - Interchanges KW - Spreadsheets KW - Traffic signs UR - http://www.fhwa.dot.gov/publications/research/safety/13047/13047.pdf UR - https://trid.trb.org/view/1259874 ER - TY - RPRT AN - 01491442 AU - Mahmassani, Hani S AU - Koppelman, Frank AU - Frei, Charlotte AU - Frei, Andreas AU - Haas, Robert AU - Science Applications International Corporation AU - Northwestern University, Evanston AU - Federal Highway Administration TI - Synthesis of Traveler Choice Research: Improving Modeling Accuracy for Better Transportation Decisionmaking PY - 2013/08 SP - 60p AB - Over the last 50 years, advances in the fields of travel behavior research and travel demand forecasting have been immense, driven by the increasing costs of infrastructure and spatial limitations in areas of high population density together with externalities in these areas. The field has changed from supply-oriented planning to incorporating and managing demand. As such, methods from a variety of disciplines have been borrowed and extended to explain human behavior and interaction. Many experts have called for better data collection and methods of analysis across a number of time horizons, that is, integrated supply and demand models that capture travel behavior over time and space. A new paradigm may be called for to address the present challenges of model integration; user preferences, heterogeneity, and endogeneity; habitual behavior; and human socializing. This report provides a synthesis of the state of knowledge in travel behavior research and identifies gaps in existing data, methods, and practices that must be filled to meet the analysis needs of an emerging class of supply- and demand-side interventions that seek to leverage the opportunities of real-time information. KW - Decision making KW - Mode choice KW - Real time information KW - Travel behavior KW - Travel demand KW - Travel demand management UR - http://www.fhwa.dot.gov/publications/research/operations/13022/13022.pdf UR - http://ntl.bts.gov/lib/51000/51000/51070/13022.pdf UR - https://trid.trb.org/view/1259875 ER - TY - RPRT AN - 01491439 AU - Inman, Vaughan W AU - Balk, Stacy A AU - Perez, William A AU - Science Applications International Corporation AU - Federal Highway Administration TI - Traffic Control Device Conspicuity PY - 2013/08//Final Report SP - 70p AB - The conspicuity of a traffic control device (TCD) is defined as the probability that the device will be noticed. However, there is no agreed-upon measure of what constitutes being noticed. Various measures have been suggested, including eye fixations, recall, and verbal reports. Four conspicuity studies are discussed in this report. It has been observed that conspicuity is not solely a property of a TCD but must include consideration of the surrounding environment. The first of the studies described in this report used multidimensional scaling (MDS) to identify factors that characterize drivers’ perceptions of TCD environments. The MDS study revealed that two dimensions, clutter and predictability, characterized the roadway environments included in the study. In the second study, drivers’ eye glances to TCDs were recorded on a 34-mi (55-km) drive. After passing selected TCDs, drivers’ recall of the TCD was assessed by asking them to identify it. That study showed that warning signs are seldom glanced at and only about half of them are recalled just 2 s after they are passed. About 20 percent of speed limit signs received glances, but drivers were aware of the posted speed limit about 80 percent of the time. The third study examined drivers’ ability to detect speed limit and warning signs. The ability to detect speed limit signs, as measured by conspicuity angle, was degraded by cluttered backgrounds. However, the detectability of fluorescent yellow-green warning signs was not affected by background clutter. The fourth study examined the effect of background environment on drivers’ ability to read TCDs. Background had no effect on speed limit sign readability and had a small effect on warning sign readability. Recommendations for enhancing the conspicuity of regulatory signs are proposed. KW - Detection (Recognition) time KW - Eye fixations KW - Speed signs KW - Traffic control devices KW - Visibility KW - Warning signs UR - http://www.fhwa.dot.gov/publications/research/safety/13044/13044.pdf UR - https://trid.trb.org/view/1259873 ER - TY - RPRT AN - 01491438 AU - Nevers, Brandon L AU - Nguyen, Khang M AU - Quayle, Shaun M AU - Zhou, Xuesong AU - Taylor, Jeffrey AU - Science Applications International Corporation AU - Federal Highway Administration TI - The Effective Integration of Analysis, Modeling, and Simulation Tools PY - 2013/08 SP - 132p AB - The need for model integration arises from the recognition that both transportation decisionmaking and the tools supporting it continue to increase in complexity. Many strategies that agencies evaluate require using tools that are sensitive to supply and demand at local and regional levels. This in turn requires the use and integration of analysis tools across multiple resolutions. Despite this need, many integrated modeling practices remain ad hoc and inefficient. A concept for an open-source data hub was developed to better enable the exchange of model information across multiple resolutions. All modeling and field data are fed and stored using a unified data schema. Tools within the data hub aid users in modifying modeling network, control, and demand data to match an objective, such as calibrating to field data. Visualization tools were built into the data hub’s core visualization program, NeXTA, along with powerful links to common Web-based tools such as Google Earth®, Google Maps®, and Google Fusion Tables®. The data hub reduces barriers to interfacing models across multiple resolutions and software platforms, which ultimately saves time and reduces costs. KW - Data analysis KW - Dynamic traffic assignment KW - Integrated modeling KW - Microsimulation KW - Simulation KW - Traffic forecasting KW - Travel demand KW - Visualization UR - http://www.fhwa.dot.gov/publications/research/operations/13036/13036.pdf UR - https://trid.trb.org/view/1259872 ER - TY - RPRT AN - 01491393 AU - Kruse, Karla AU - Jasso, Andres AU - Folliard, Kevin AU - Ferron, Raissa AU - Juenger, Maria AU - Drimalas, Thano AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Characterizing Fly Ash PY - 2013/08//Technical Report SP - 172p AB - Although fly ash can and typically does impart benefits to concrete, several technical and practical issues must still be addressed. First, all fly ashes are not created equally. The chemical/mineralogical/ physical properties can vary significantly from one source to another, based on differences in fuel sources (coal), combustion conditions, and cooling regimes. Furthermore, the fly ash industry is quite dynamic and is rapidly changing due to recently imposed environmental regulations. As such, fly ash produced from a given power plant may be considerably different than fly ash produced from the same plant just a few years ago. Therefore, it is becoming increasingly important to be able to characterize fly ash in a way that best predicts how it will perform in concrete. This is the primary focus of this project. KW - Alkali silica reactions KW - Classification KW - Concrete KW - Durability tests KW - Fly ash KW - Laboratory studies KW - Performance tests KW - Sulfates KW - Texas UR - http://library.ctr.utexas.edu/ctr-publications/0-6648-1.pdf UR - https://trid.trb.org/view/1259154 ER - TY - RPRT AN - 01491300 AU - Garber, David AU - Gallardo, Jose AU - Deschenes, Dean AU - Dunkman, David AU - Bayrak, Oguzhan AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Effect of New Prestress Loss Estimates on Pretensioned Concrete Bridge Girder Design PY - 2013/08//Technical Report SP - 300p AB - In 2008, Texas Department of Transportation (TxDOT) initiated Project 0-6374 to investigate prestress losses in pretensioned concrete girders. The prestress loss estimates in the American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Design Specifications had been recalibrated in 2005 to be more accurate for “high-strength [conventional] concrete.” Greater accuracy implies less conservatism, the result of which may be flexural cracking of beams under service loads. Project 0-6374 was therefore funded to provide an experimental evaluation and an engineering recommendation of whether implementation of the new prestress loss estimates (currently outlined in AASHTO LRFD 2012) is appropriate for TxDOT. The primary objectives were: (1) to assess the conservatism and accuracy of the current prestress loss provisions; (2) to identify the benefits and weaknesses of using the AASHTO LRFD 2004 and 2012 prestress loss provisions; and (3) to make recommendations to simplify the prestress loss provisions of AASHTO LRFD 2012. These objectives were accomplished through: (1) the fabrication, conditioning, and testing of 30 field-representative girders; (2) the assembly and analysis of a prestress loss database; and (3) a parametric study of the design implications of the various prestress loss provisions. The database evaluation, coupled with the experimental results, revealed that use of the AASHTO LRFD 2012 prestress loss provisions resulted in underestimation of the prestress loss in nearly half of all cases. With this in mind, new prestress loss provisions were developed through simplification and recalibration of the method outlined in AASHTO LRFD 2012. The TxDOT Project 0-6374 prestress loss provisions were found to be simpler, more conservative, and more precise than the current methods outlined within the AASHTO LRFD Bridge Design Specifications. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Field tests KW - Girders KW - High strength concrete KW - Load and resistance factor design KW - Prestressed concrete bridges KW - Prestressing KW - Texas UR - http://library.ctr.utexas.edu/ctr-publications/0-6374-2.pdf UR - https://trid.trb.org/view/1259155 ER - TY - RPRT AN - 01490315 AU - Barr, Paul J AU - Halling, Marv W AU - Huffaker, Conner AU - Boyle, Hugh AU - Utah State University, Logan AU - Utah Department of Transportation AU - Federal Highway Administration TI - Behavior and Analysis of an Integral Abutment Bridge PY - 2013/08//Final Report SP - 124p AB - As a result of abutment spalling on the integral abutment bridge over 400 South Street in Salt Lake City, Utah, the Utah Department of Transportation (UDOT) instigated research measures to better understand the behavior of integral abutment bridges. The bridge was instrumented with survey targets and monitored each month for one year. The monthly surveys were also supplemented by a day-long survey. Measurements of temperature change and span length were obtained and used to show general trends in the movement of the 400 South Street Bridge. A detailed finite-element model was created and results from the model confirmed locations of stress concentrations at the bottom of the bridge girders. A simplified model was then created and used to show the same trends as observed in the survey data. The simplified model was then modified to conduct a parametric study on the effects of skew, span length, and temperature gradient. The results from this research were used to make conclusions and recommendations regarding the implementation of integral abutment bridges in the state of Utah. KW - Bridge abutments KW - Jointless bridges KW - Spalling KW - Structural analysis KW - Utah UR - http://www.mountain-plains.org/pubs/pdf/MPC13-256.pdf UR - http://www.udot.utah.gov/main/uconowner.gf?n=7778830403284671 UR - http://www.ugpti.org/resources/reports/details.php?id=752 UR - https://trid.trb.org/view/1258798 ER - TY - RPRT AN - 01488180 AU - Zornberg, Jorge G AU - Plaisted, Michael D AU - Armstrong, Christian P AU - Walker, Trevor M AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Implementation of Centrifuge Testing for Swelling Properties of Highly Plastic Clays PY - 2013/08//Technical Report SP - 89p AB - A novel centrifuge-testing device was developed for characterization of expansive soils, which are the source of major pavement design and maintenance problems across the state. Specifically, testing protocols were developed for use of a small centrifuge device to provide direct measurement of the vertical swelling of clays. In this test, soil samples are subjected to water infiltration during a comparatively short testing period. The centrifuge approach is well suited for pavement design because it provides not only one data point for a single normal stress but the entire relationship between vertical strains and vertical stresses. This feature represents a significant advantage over conventional swelling tests, which are prohibitively long; in addition, each conventional test provides the vertical strain for one vertical stress. Consequently, this approach is particularly well suited for use with the Potential Vertical Raise (PVR) approach. The objective of this project is to quantify the benefits and implement the new centrifuge technology for characterization of expansive clays in Texas. This research team will achieve this objective by implementing the laboratory procedure developed as part of Research Project 0-6048 using multiple clay sources, developing a spreadsheet with swelling curves (vertical strain versus normal stress) for relevant high-plasticity clays in Texas, incorporating the use of swelling curves obtained using centrifuge technology into the PVR methodology, and developing training material that includes examples of practical problems for calculation of the PVR using actual swelling curves and actual subgrade profiles. KW - Centrifuges KW - Clay soils KW - Expansive clays KW - Plasticity KW - Soil tests KW - Swelling KW - Test procedures KW - Texas UR - http://library.ctr.utexas.edu/ctr-publications/5-6048-01-1.pdf UR - https://trid.trb.org/view/1257083 ER - TY - ABST AN - 01547398 TI - Proposed Revisions to the AASHTO Movable Bridge Inspection, Evaluation, and Maintenance Manual AB - The American Association of State Highway and Transportation Officials (AASHTO) Movable Bridge Inspection, Evaluation, and Maintenance Manual (Manual) was first issued in 1998 and is still currently available in this first edition. In the intervening years, there have been many new developments in bridge design and analysis methodologies, as well as many developments in bridge inspection, evaluation and maintenance that were not contemplated in the 1998 edition. For example, the AASHTO Highway Subcommittee on Bridges and Structures (HSCOBS) has adopted the AASHTO load and resistance factor design (LRFD) Bridge Design Specifications, the Manual for Bridge Evaluation, and the AASHTO Guide Manual for Bridge Element Inspection. Correspondingly, a companion document for the design of movable bridges, incorporating the LRFD methodology, was adopted and is currently in its 2nd edition, 2007. The AASHTO Movable Bridge Inspection, Evaluation, and Maintenance Manual, which predates all of these newer documents, no longer reflects the latest thinking and developments in bridge design and evaluation, and so has lost much of its relevance in addressing the inspection, evaluation and maintenance of the nation's inventory of movable bridges. A more up-to-date and relevant document is needed to provide current, state-of-the-art guidance to owners and practitioners in the movable bridge industry. A more current manual will assure that the latest thinking in movable bridge inspection, evaluation, and maintenance is being utilized. The result will be a national inventory of movable bridges that is safer, in better condition, and better maintained. The objective of this research is to propose revisions to the AASHTO Movable Bridge Inspection, Evaluation, and Maintenance Manual. The revisions should be prepared recognizing the latest developments in movable bridge design, inspection, evaluation, and maintenance practices. Additionally, the proposed revisions should be consistent with adopted AASHTO specifications and manuals, and Federal Highway Administration (FHWA) National Bridge Inspection Standards (NBIS) and Bridge Inspector's Reference Manual. Project tasks are as follows: PHASE I--Planning (1). Review relevant literature, specifications and manuals, current practices and other information, canvassing all engineering disciplines, to determine the current state of knowledge. This information should be assembled from bridge owners and cover research findings from both domestic and foreign sources.(2). Summarize the various developments since the publication of the Manual in 1998 and identify gaps in the Manual as well as other interrelated specifications and manuals.(3). Prepare a detailed outline identifying the proposed areas of the Manual that will require modification (e.g., combining Parts 2 and 3 of the Manual) or addition (e.g., best practices for documentation and reporting of inventory, inspection, and maintenance). (4). Prepare Interim Report No.1 that documents Tasks 1 though 3 and provides an updated work plan for the remainder of the project. This report is due no later than 4 months after the contract award. The updated plan must describe the process and rationale for the work proposed for Phases II and III. PHASE II--Manual Update (5). Execute the approved work plan to revise the Manual. (6). Quantify the potential impact of the proposed revisions to the Manual on public safety, inspection procedures, and resources needed for implementation.(7). Develop standardized descriptions for inventory and inspection based on the element-level condition assessment methods (no database and software development are intended) as a stand-alone document. (8). Prepare Interim Report No. 2 that documents Tasks 5 through 7 of Phase II no later than 12 months after approval of Phase II. PHASE III--Final Products (9). Update proposed modifications to the AASHTO Movable Bridge Inspection, Evaluation, and Maintenance Manual after consideration of review comments and prepare ballot items for AASHTO Highway Subcommittee on Bridges and Structures consideration. (10). Prepare a final report that documents the entire research effort. KW - Bridge design KW - Inspection KW - Load and resistance factor design KW - Maintenance KW - Manuals KW - Movable bridges KW - Safety KW - Specifications UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3414 UR - https://trid.trb.org/view/1334662 ER - TY - RPRT AN - 01493278 AU - Blaesing-Thompson, Shawn AU - Haubrich, Matthew AU - Schuman, William AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Maintenance Asset Management Project - Phase II PY - 2013/07/31/Final Report SP - 22p AB - Iowa Department of Transportation (IA DOT) is finalizing research to streamline field inventory/inspection of culverts by Maintenance and Construction staff while maximizing the use of tablet technologies. The project began in 2011 to develop some new best practices for field staff to assist in the inventory, inspection and maintenance of assets along the roadway. The team has spent the past year working through the complexities of identifying the most appropriate tablet hardware for field data collection. A small scale deployment of tablets occurred in spring of 2013 to collect several safety related assets (culverts, signs, guardrail, and incidents). Data can be collected in disconnected or connected modes and there is an associated desktop environment where data can be viewed and queried after being synced into the master database. The development of a deployment plan and related workflow processes are underway; which will eventually feed information into IA DOTs larger asset management system and make the information available for decision making. The team is also working with the IA DOT Design Office on Computer Aided Drafting (CAD) data processing and the IA DOT Construction office with a new digital As-Built plan process to leverage the complete data life-cycle so information can be developed once and leveraged by the Maintenance staff farther along in the process. KW - Asset management KW - Best practices KW - Culverts KW - Data collection KW - Implementation KW - Inspection KW - Inventory KW - Iowa Department of Transportation KW - Maintenance management KW - Mobile computing KW - Tablet computers UR - http://publications.iowa.gov/14875/1/IA_DOT_RB10-012_MaintenanceManagement_Phase_II_2013.pdf UR - http://ntl.bts.gov/lib/48000/48200/48209/IA_DOT_RB10-012_MaintenanceManagement_Phase_II_2013.pdf UR - https://trid.trb.org/view/1261367 ER - TY - ABST AN - 01547518 TI - Proposed LRFD Bridge Design Specifications for Light Rail Transit Loads AB - Bridges carrying or anticipated to carry rail-transit vehicles become more commonplace in crowded metropolitan areas as an alternative to relieve traffic congestion and provide additional transportation choices. In many cases, there are bridges designed to carry the rail-transit vehicles only, but there are instances where rail transit is designed to occupy a dedicated lane or perhaps mix with regular highway traffic. While there is a wide spectrum of railway systems, light rail transit is distinct from heavy rail (i.e., metro rail systems, commuter rail, and railroad freight systems). Heavy rail entirely operates in exclusive rights-of-way while light rail transit can operate in shared rights-of-way (i.e., mixed with traffic). The American Public Transportation Association (APTA) defines light rail transit as, "an electric railway system characterized by its ability to operate single or multiple car consists (trains) along exclusive rights-of-way at ground level, on aerial structures, in subways or in streets, able to board and discharge passengers at station platforms or at street, track, or car-floor level and normally powered by overhead electrical wires." For bridges designed for light rail transit systems, the responsible agency often requires that such bridges be designed to satisfy owner-specific and local design codes, various American Association of State Highway and Transportation Officials (AASHTO) bridge specifications, and the Manual for Railway Engineering (MRE) by the American Railway Engineering and Maintenance of Way Association (AREMA). However, neither AASHTO bridge specifications nor the AREMA manual specifies the light rail transit loads. In addition, design of bridges for light rail transit systems involves a number of additional conditions that affect bridge design and may not be familiar to highway bridge engineers such as the details of the trackwork design and the interaction between the rails and structure. State departments of transportation (DOTs) have an immediate need for commonly accepted design procedures for bridges carrying light rail transit systems. The objective of this research is to develop proposed AASHTO Load and Resistance Factor Design (LRFD) Bridge Design Specifications for bridges carrying only light rail transit vehicles and bridges carrying both light rail transit vehicles and regular highway traffic. As a minimum, the specifications shall specify transit load characteristics (e.g., loads and forces, load distribution, load frequency, dynamic allowance, and dimensional requirements), load factors and combinations, analysis requirements, and detailing requirements. Design examples should be developed to illustrate the proposed specifications. Accomplishment of the project objective will require at least the following tasks: PHASE I--Planning - (1). Conduct a critical review of relevant specifications, technical literature, different light rail equipment, and owner and industry experiences. The review should cover research findings from both domestic and foreign sources. (2). Propose a methodology based on the concept of LRFD to specify the light rail transit load characteristics considering track configuration requirements, rail-structure interaction forces, and the expected interaction between transit and highway traffic (e.g., live load models and multiple presence factors). (3). Propose a detailed outline with annotated description for the developed specifications. (4). Prepare Interim Report No. 1 that documents Tasks 1 through 3 and provides an updated work plan for the remainder of the project no later than 4 months after contract award. The updated plan must describe the process and rationale for the work proposed for Phases II through IV PHASE II--Methodology Development and Calibration - (5). Execute the approved work plan to develop the proposed methodology. Limited calibration based on current design procedures is recommended. However statistical calibration is not required.(6). Prepare Interim Report No. 2 that documents Task 5 and provides an updated work plan for the remainder of the project no later than 15 months after Phase I approval. The updated plan must describe the process and rationale for the work proposed for Phases III and IV PHASE III--Proposed Specifications Development and Design Examples - (7). Develop proposed AASHTO LRFD Design Specifications and commentary. (8). Develop design examples to illustrate the proposed specifications.(9). Prepare Interim Report No. 3 that documents Tasks 7 and 8 no later than 6 months after Phase II approval. PHASE IV--Final Products - (10). Update proposed development to the AASHTO LRFD Bridge Specifications after consideration of review comments and prepare ballot items for AASHTO Highway Subcommittee on Bridges and Structures consideration. (11). Prepare a final report that documents the entire research effort. KW - Bridge design KW - Highway traffic KW - Light rail transit KW - Load and resistance factor design KW - Load factor KW - Specifications UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3405 UR - https://trid.trb.org/view/1334955 ER - TY - ABST AN - 01545239 TI - Research for the AASHTO Standing Committee on the Environment. Task 78. Programmatic Agreements for Project-Level Air Quality Analyses Using MOVES, CAL3QHC/R and AERMOD AB - At the national level, average carbon monoxide (CO) concentrations have decreased substantially over the years. As of September 2010, all CO nonattainment areas have been redesignated to maintenance areas. Federal requirements for modeling project-level "hot-spot" analyses with the Environmental Protection Agency (EPA) Motor Vehicle Emission Simulator (MOVES) (new model) and either CAL3QHC or AERMOD create challenges for state DOTs and other agencies responsible for project implementation. These challenges may be partly addressed through programmatic agreements (PAs) and categorical findings (CFs) for project-level analyses based on the new models and guidance. PAs need to meet National Environmental Policy Act (NEPA) requirements for transportation improvement projects in all locations. CFs need to meet federal transportation conformity rule requirement in designated nonattainment and maintenance areas. PAs are typically executed between state departments of transportation (DOTs) and the United States Department of Transportation (USDOT) (Federal Highway Administration (FHWA)/Federal Transit Administration (FTA)). USDOT makes project level conformity determinations. The FHWA has recently initiated a process to develop, in consultation with EPA (in accordance with the requirements of the conformity rule), regional or multi-state CFs for both carbon monoxide (CO) and particulate matter (PM). This project is aimed at developing standard approaches to streamline air quality analyses relating to CO and PM. KW - Agreements KW - Carbon monoxide KW - Environmental impacts KW - Guidelines KW - Motor Vehicle Emission Simulator (MOVES) KW - Nonattainment areas KW - Pollutants KW - State departments of transportation KW - Transportation improvement projects KW - U.S. Environmental Protection Agency UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3311 UR - https://trid.trb.org/view/1332758 ER - TY - ABST AN - 01543698 TI - Research for the AASHTO Standing Committee on the Environment. Task 87. Coordination of Section 106 and Long Range Transportation Planning AB - Many state departments of transportation (DOTs) and metropolitan planning organizations (MPOs) include historic preservation goals and objectives in their long range transportation plans. These goals and objectives generally focus on the importance of avoiding and minimizing impacts to historic properties, and in some cases, enhancing these resources. These goals and objectives are usually addressed in the context of Section 106 compliance, during project development. There are several DOTs and MPOs, however, who begin to address these goals and objectives during long range planning, long before the start of Section 106. These DOTs and MPOs have developed programs or implement approaches that identify historic properties within proposed project areas identified in long range plans, assess impacts on these properties from the proposed projects, and consult with their State Historic Preservation Officers (SHPOs) and other stakeholders about historic preservation issues associated with these projects. The results of these identification, evaluation, and consultation efforts are then used for decision-making in programming and project development. This research highlights effective practices that may help historic preservation and transportation planners better coordinate their efforts. KW - Decision making KW - Historic preservation KW - Long range planning KW - Metropolitan planning organizations KW - State departments of transportation KW - Strategic planning KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3512 UR - https://trid.trb.org/view/1331734 ER - TY - ABST AN - 01573312 TI - Near Road Air Quality Research AB - The following are initial objectives of this pooled fund effort: (1) Create a "roadmap" that clarifies current state of the practice and outlines and prioritizes research needs. (2) Provide expertise and research that supports states with near-road and related air quality issues. (3) Provide a forum for states to collaborate on issues and develop strategies and research priorities for addressing critical near-roadway air quality issues. This forum will promote technology transfer between states and prevent duplication of research efforts. Conduct priority near-road air quality research that benefits the state of knowledge and shares new information and technologies. Augments limited resources to help state departments of transportation (DOTs) meet the new air quality regulations and promote project delivery. KW - Air quality KW - Regulations KW - State departments of transportation KW - State of the practice KW - Technology transfer UR - http://www.pooledfund.org/Details/Study/526 UR - https://trid.trb.org/view/1366536 ER - TY - ABST AN - 01547644 TI - Design Hydrology for Stream Restoration and Channel Stability at Stream Crossings AB - Significant resources are being applied by public and private road and rail organizations to design and construct restored streams in disturbed watersheds as well as to provide for stable transportation crossings (bridges and culverts) of streams. Lacking in this effort is a scientifically supported method for defining the design hydrology for such efforts along with an understanding of how that design hydrology might change with land use changes. For natural stream watercourses, the morphology of the principal channel has been believed to be related to a comparatively frequent flood discharge. Fundamentally, the product of net sediment transport at a given flow rate and the frequency of occurrence of that flow rate is not monotonic, but achieves an extremum for some relatively frequent value. That value is called "dominant discharge" or "effective discharge." Some authors draw subtle distinctions between these two terms, but both are founded on the assumption that the geomorphology of the stream is an artifact of the dominant sediment transport processes. This discharge is often considered to be approximately represented in hydraulic geometry by the bankfull stage. The bankfull stage is the depth that occurs in the main channel before spilling over into the floodplain. Current thinking is that the recurrence interval of this flow is thought to vary somewhat across the United States, but in many studies the discharge at bankfull stage has been considered to be approximately a 2-year event or more frequent based on an annual peak flow series. Wolman and Miller (1960) have shown that for a variety of American rivers located in different climatic and physiographic regions, 90% of the sediment load is carried by events with less than a 5-year return period. Regardless of nomenclature associated with particular authors, it is evident that channel forming discharges correspond to flood-frequency return periods of less than 5 years. However, the focus on defining a design discharge based on traditional return period analysis of annual peak discharges has not proven successful. There is a need to look at the flow-duration curve to characterize the range of flows experienced by a channel and to identify how the flow-duration curve or key points on that curve may be used to derive design hydrology. In addition, much stream restoration and stream stability work is performed at sites were the upstream watershed is experiencing land-use changes. These changes, in turn, not only affect peak discharges but also the flow-duration curves. Discharges with recurrence intervals of 5 years or less are typically most significantly affected by land-use change such as urbanization, surface mining, removal of trees, and varying agriculture practices. In addition to peak flow values, considerable changes to flow duration relationships and total runoff volume can occur with changes in watershed character. For example, conventional wisdom is that urbanization usually involves the clearing of natural vegetation and replacement with impervious cover such as rooftops, roadways, parking lots, and sidewalks and increases the volume of flood runoff. Furthermore, "improved" stream channels through straightening or lining, curb-and-gutter streets and storm drains or sewers are thought to cause more rapid and dramatic watershed response to particular storm characteristics. Sauer and others (1983) showed that impervious cover of 30% and moderate engineered alteration of stream channels would approximately double the magnitude of discharge associated with a 2-year recurrence interval. Such increases in flow rate and flow volume imply related increases in net sediment transport potential. Conversely, diminished magnitude of frequent flows may result from a number of anthropogenic activities. Agricultural water conservation activities such as contour plowing, terracing, pumping from valley alluvium, and structural control such as flood control and water supply reservoirs can all result in dramatic reduction in both peak flow rate and flow duration associated with frequent events. The net result of diminishing flow would obviously be a reduction in net sediment transport potential and sediment throughput. Either increases or decreases in net sediment transport potential imply some similar change in the character of channel-forming discharge, consequently affecting both geometry and stability of existing stream channels. Many watersheds are affected by the land-use change. Changes in the character of frequently occurring event hydrographs imply that changes will also occur in the net sediment transport rates out of a watershed and in available stream power. The effects of these changes are unknown, but are thought to imply potential changes in-state of sediment throughput relationships. Research is needed to quantify the effects of land-use change on the channel forming discharges and resulting channel geometry that are important in designing culverts and bridges for long-term performance. The evolution of the stream channel is important to the design of culverts and bridges. If the stage-discharge curve of a bridge or culvert rises significantly more rapidly than the adjacent stream reach, stream power is diminished and local aggradation of the stream often occurs, reducing the effectiveness of the stream and the structure. If the stage-discharge curve of the structure does not rise as rapidly as that of the stream, it may serve as an obstruction, resulting in increased channel velocities and stream power that may lead to local stream degradation and instability. As a result, many state departments of transportation (DOTs) are designing these hydraulic structures to be consistent with bankfull or effective discharges. To obtain permits for highway construction, highway agencies are being required, by environmental agencies, to design stream restoration projects. The long-term hydrology of these designs has not been investigated, resulting in a weak link in protecting highway infrastructure from the effects of stream instability. This is especially significant in designing for bridge scour, the leading cause of bridge failures around the nation. The objective of this research is to develop a scientifically supported method for defining the design hydrology for such efforts along with an understanding of how that design hydrology might change with land-use changes. Steps to produce that methodology include the following: (1) Investigate flow metrics other than peak annual flood frequency curves for more consistent correlation with channel forming processes (such as distribution of daily mean discharge, flow duration, key points on a flow-duration curve, etc); (2) Develop quantitative methods for estimating the impact of land-use change on the design metric that is appropriate for design; and (3) Investigate the connection between these changes and changes in channel-forming discharge, and consequently bankfull channel hydraulic geometry. These methods should include changes due to urbanization, surface mining, agriculture, and forestry practices. KW - Bridge design KW - Bridges and culverts KW - Channel stabilization KW - Design KW - Hydrology KW - Land use KW - Sediment discharge KW - Stream crossings KW - Stream restoration KW - Streamflow KW - Watersheds UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3426 UR - https://trid.trb.org/view/1335197 ER - TY - ABST AN - 01547642 TI - Guidelines for Designing Low- and Intermediate-Speed Roadways that Serve All Users AB - There is increasing recognition that successful roadway geometric design must provide an appropriate balance of service and safety for all users, including the consideration of cyclist and pedestrian users, and be coordinated with the uses and "context" of adjacent properties. The 2011 American Association of State Highway and Transportation Officials (AASHTO) A Policy on the Geometric Design of Highways and Streets (Green Book) recognizes this need to consider and serve all users, but provides limited specific guidance on how designers evaluate their needs and address them during the roadway design process. The need for a more "complete" roadway design process has been well recognized in the design profession for many years and much research has been published on the importance of designing for safe and efficient travel of all user modes along a facility. However, little established practical engineering design guidance exists on how to effectively integrate and balance the service to all transportation modes along the same facility, corridor, or intersection. Most available geometric design guidance is based upon design for a single mode and does not fully address or incorporate the often competing needs of other modes requiring attention. For example, pedestrians and cyclists are involved in a disproportionate number of serious injury and fatal collisions at intersections, because of their vulnerability. Factors, including roadway functional classification, roadway operating speed, current and projected user demand, adjacent context, and community goals, present a challenge in creating geometric designs that adequately recognize and provide for a mix of transportation modes and trip types, and reflect the priority that each should be given. This can be particularly difficult for certain intermediate-speed situations, which present a combination of multimodal features that may not integrate well or be congruent with each other. Thus, there is a need to develop design guidelines that address the full range of users of low- and intermediate-speed roadways. The design process should apply to roadways of all types, but particularly those in an environment of limited right-of-way, congested traffic conditions, and other routine design challenges. There is a need for design guidance that is both integrated (comprehensively and mutually compatible) and multi-modal, and includes a methodology for optimizing the balance of tradeoffs between geometric design elements and safety and operational performance for all users of these facilities. The objective of this research is to develop a set of integrated guidelines that will help designers accommodate all users in the design of low- and intermediate-speed roadways, including the following: (1) Methods that can be used to identify the mix of users that need to be served on various roadway functional classifications (context, area types, etc.) and speed categories (low and intermediate speeds); (2) A methodology supported by empirically based research that can balance and optimize how geometric design elements provide for safe and effective operation; (3) Geometric design parameters for the types and designs of facilities to serve all users, and; (4) Examples showing how facilities representing various roadway functional classifications and speed categories have been or could be designed effectively. Items to consider in the development of the guidelines should include the following: (1) Performance metrics addressing operations and safety; (2) Best practices for developing design policies, including those of local government; (3) Best practices for implementation of multimodal projects; (4) "Complete streets"; (5) Constraints, e.g., right-of-way, roadside features, environmental, etc.; (6) Balance among principal elements of design; (7) Flexibility through: (a) Allocation of cross section design elements; (b) Use of design exception process; (c) Use of low cost options; (d) Use of graphical illustrations; and (e) User groups and their needs; (8) Use of TRB's Highway Capacity Manual and AASHTO's Highway Safety Manual, including intermodal chapters; (9) Use of geometric design and traffic control elements to create optimum roadway operation and safety for all users; (10) Consistency with AASHTO, Transportation Research Board (TRB), and Institution of Transportation Engineers (ITE) references; (11) Livable, sustainable communities; and (12) Accessibility. A kick-off teleconference of the research team and National Cooperative Highway Research Program (NCHRP) shall be scheduled within 1 month of the contract's execution. The tasks must be divided into two phases. Phase I will consist of information gathering and planning tasks, culminating in the submittal of an Interim Report. The Interim Report will describe the work completed in the Phase I tasks and provide an updated work plan for the Phase II tasks. The updated Phase II work plan should address the manner in which the proposer intends to use the information obtained in Phase I to satisfy the project objective. A face-to-face Interim Meeting with NCHRP will be scheduled to discuss the Interim Report. Work on Phase II tasks shall not begin until the updated work plan is approved by NCHRP. The project schedule should include 1 month for NCHRP review and approval of the Interim Report. The research plan should include, but not be limited to the following: (1) A literature search; (2) A survey of relevant agencies; and (3) Appropriate field investigations. A detailed description of any proposed survey or field investigation shall be submitted to NCHRP for prior review and comment. The final deliverables shall include the following: (1) A final report documenting the conduct of the research; and (2) A standalone guidelines document. KW - Accessibility KW - Best practices KW - Complete streets KW - Geometric design KW - Guidelines KW - Highway operations KW - Highway safety KW - Low speed roads KW - Metrics (Quantitative assessment) KW - Performance measurement KW - Speed UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3416 UR - https://trid.trb.org/view/1335195 ER - TY - ABST AN - 01543720 TI - Legal Problems Arising out of Highway Programs. Topic 19-04. Use of Social Media in Transportation Agencies AB - Research is needed on the use of Social Media by State and Local Transportation Agencies and Metropolitan Planning Organizations. Many transportation agencies, such as State DOT's, Tollway Authorities and Transit Agencies, are using social media (Twitter, Facebook, LinkedIn, etc.) to communicate with customers and users. Public involvement approaches for project development under National Environmental Policy Act (NEPA) often include the use of social media to foster public discussion on purpose and need, impacts and alternatives. Planning agencies use social media to convene discussion groups on a broad range of issues relating to transportation plans. According to a February 2010 survey by the American Association of State Highway and Transportation Officials (AASHTO) of those State Departments of Transportation responding, 81% use Twitter to relay information about traffic accidents, road closings and emergencies such as tornados and hurricanes. In addition, responding agencies reported that 45% have active Facebook accounts, and 64% have a YouTube page. These departments view the social media as alternative and additional means to communicate with the public, and appreciate the ability to have direct feedback from people. The use of Facebook, Twitter, listserves, and other social media is considered a supplement to traditional communication methods. The subscribers are able to get information in a quick, assessable manner, and have more interaction with the agency. More information is needed on how social media should function for maximum effectiveness, whether communications need to be archived, who should communicate for the agency when there is a two-way communication, how the communications can be retrieved and stored, and whether there are issues on proving that these communications are received. In some cases, involving direct feedback from the public, issues of civil rights and privacy are matters of concern. Issues have also arisen on whether the communications that result from the use of social media are public records. For instance, transit agencies can use social media to communicate bus schedules. State DOT's can use social media to communicate warnings of road hazards or traffic conditions. If so, do the public agencies have a duty to maintain copies of these communications? If copies are maintained, must they be produced in response to public records requests or in discovery in civil litigation? Would release of these records constitute invasions of privacy? When social media are used to foster public involvement in NEPA studies or project permits or other public hearings, must the records be maintained as part of the administrative record? If so, are all of the communications maintained or only the ones that originate with or are returned to the transportation agency? KW - Communications KW - Facebook KW - Metropolitan planning organizations KW - Social media KW - State departments of transportation KW - Traffic crashes KW - Traffic flow KW - Transit operating agencies KW - Twitter KW - Weather conditions UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3761 UR - https://trid.trb.org/view/1331756 ER - TY - ABST AN - 01577889 TI - SI-12-05.02: P3s Model Contracts & Best Practices (BAH) AB - To assist the Federal Highway Administration (FHWA) in the development of standard highway P3 transaction model contracts of an educational nature for use by States and local governments as an aid or template in developing their own P3 transaction contracts and to assist FHWA in incorporating public and stakeholder input during the development of the model contracts KW - Contracts KW - Education KW - Public private partnerships KW - Stakeholders KW - State departments of transportation KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/1371196 ER - TY - RPRT AN - 01560090 AU - Fayez, Sam AU - Zavagnini, Fabio AU - Jensen, Mark AU - Schiller, Roger AU - Williamson, Michael AU - Cambridge Systematics, Incorporated AU - Department of Transportation AU - Federal Highway Administration TI - South Florida Freight Advanced Traveler Information System: Architecture and Implementation Options Summary Report PY - 2013/07/19/Final Report SP - 26p AB - This Final Architecture and Design report has been prepared to describe the structure and design of all the system components for the South Florida Freight Advanced Traveler Information System (FRATIS) Demonstration Project. More specifically, this document provides: (1) Detailed descriptions of the selected architecture implemented in the South Florida Region; (2) A summary of the Agile development process; and (3) Software development testing procedures, technologies selected for system development, and open-source development protocols for the South Florida FRATIS prototype. KW - Advanced traveler information systems KW - Demonstration projects KW - Freight transportation KW - Implementation KW - Prototypes KW - South Florida KW - System architecture KW - System design UR - http://ntl.bts.gov/lib/54000/54400/54479/Fratis_FHWA-JPO-14-181.pdf UR - https://trid.trb.org/view/1344670 ER - TY - RPRT AN - 01598931 AU - Von Quintus, Harold L AU - Mallela, Jagannath AU - Sadasivam, Suri AU - Darter, Michael I AU - Applied Research Associates, Incorporated AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Literature Search and Synthesis – Verification and Local Calibration/Validation of the MEPDG Performance Models for Use in Georgia PY - 2013/07/16/Interim Report SP - 76p AB - The Georgia Department of Transportation (GDOT) is transitioning from empirical design procedures to the Mechanistic-Empirical Pavement Design Guide (MEPDG) procedure for designing new and rehabilitated highway pavements. GDOT currently uses the 1972 AASHTO Interim Guide for Design of Pavement Structures as the standard pavement design procedure. As a part of the implementation process, GDOT has undertaken a project to verify the MEPDG global distress models and locally calibrate these models for local field conditions of Georgia, if determined to be necessary by the verification process, using the Long-Term Pavement Performance (LTPP) and non-LTPP sections in Georgia. A comprehensive literature search was conducted at the beginning of the project to collect, review, and summarize available information on both completed and ongoing MEPDG implementation activities by various federal and state agencies. The literature search covered a full spectrum of the implementation process from material characterization research to local calibration and full-scale deployment. This report synthesizes the current and completed implementation activities by the State DOTs and identifies outcomes from those implementation studies that will be of benefit to GDOT in their implementation activities. More importantly, the interim report summarizes the lessons learned from various calibration studies that are directly applicable to Georgia for use in determining appropriate design inputs, setting up a sampling matrix to verify, locally calibrate, and validate the MEPDG transfer functions, and selecting design reliability and performance criteria. KW - Calibration KW - Georgia KW - Implementation KW - Lessons learned KW - Literature reviews KW - Mathematical models KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement distress KW - Syntheses KW - Transfer functions KW - Validation UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/11-17%20Task%20Order%201%20IR%20Task%201.pdf UR - https://trid.trb.org/view/1405571 ER - TY - RPRT AN - 01598927 AU - Von Quintus, Harold L AU - Mallela, Jagannath AU - Sadasivam, Suri AU - Darter, Michael I AU - Applied Research Associates, Incorporated AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Validation of the MEPDG Transfer Functions Using the LTPP Test Sections in Georgia PY - 2013/07/16/Interim Report SP - 142p AB - The Georgia Department of Transportation (GDOT) is transitioning from empirical design procedures to the Mechanistic-Empirical Pavement Design Guide (MEPDG) procedure for designing new and rehabilitated highway pavements. GDOT currently uses the 1972 AASHTO Interim Guide for Design of Pavement Structures as the standard pavement design procedure. As a part of the implementation process, GDOT has undertaken a project to verify the MEPDG global distress models and locally calibrate these models for local field conditions of Georgia, if determined to be necessary by the verification process, using the Long-Term Pavement Performance (LTPP) and non-LTPP sections in Georgia. One objective of this project is to verify or confirm that the MEPDG transfer functions and global calibration factors derived from NCHRP project 1-40D reasonably predict distresses and smoothness for the LTPP sites located in Georgia using proper design inputs. This report includes a comparison of the predicted and measured distress and International Roughness Index (IRI) values measured over time and between different projects, pavement design features, and/or site condition features. The confirmation process follows the procedure presented in the AASHTO MEPDG Local Calibration Guide (AASHTO, 2010). Specifically, this report documents use of the LTPP sites in Georgia to determine the bias and accuracy of the MEPDG transfer functions in predicting the distress and performance of those LTPP test sections. In summary, the number of Georgia LTPP sites and levels of distress exhibited on the test sections are considered inadequate for the validation or confirmation process of the global calibration coefficients from a statistical perspective. More importantly, bias between the measured and predicted distress for some of the transfer functions of both flexible and rigid pavements were found. Thus, it is recommended that GDOT proceed with the next phase of the study and select projects to fill in the many key gaps so that the calibration process can be used to adjust the calibration coefficients for each distress. KW - Calibration KW - Georgia KW - International Roughness Index KW - Long-Term Pavement Performance Program KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement distress KW - Test sections KW - Transfer functions KW - Validation UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/11-17%20Task%20Order%201%20IR%20Task%202.pdf UR - https://trid.trb.org/view/1405572 ER - TY - RPRT AN - 01494598 AU - Schmidt, Jennifer D AU - Faller, Ronald K AU - Sicking, Dean L AU - Reid, John D AU - Lechtenberg, Karla A AU - Bielenberg, Robert W AU - Rosenbaugh, Scott K AU - Holloway, Jim C AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Development of a New Energy-Absorbing Roadside/Median Barrier System with Restorable Elastomer Cartridges PY - 2013/07/16/Final Report SP - 248p AB - A Manual for Assessing Safety Hardware (MASH) Test Level 4 (TL-4) energy-absorbing, urban roadside/median barrier was developed to reduce lateral vehicle accelerations below those observed during similar crashes into permanent concrete barriers. Several types of energy absorbers were evaluated for use in this barrier. Elastic polymers, or elastomers, have superior restorability, reusability, compressibility, and resistance to environmental effects. Finite element analysis simulations were used to further study the energy absorption and deflection of conical-shaped, cylindrical-shaped, and shear fender elastomer shapes. Component tests were conducted on rubber cylinders and marine shear fenders. The proposed design consisted of an open concrete rail with shear fender rubber posts that are anchored to a concrete foundation. The precast concrete beams measured 22 in. (559 mm) wide, 20 in. (508 mm) tall, and 20 ft (6.1 m) long and were spliced on top of 16-in. (406-mm) high, 14-in. (356-mm) wide, and 22-in. (559-mm) long shear fender posts, which were spaced at 10 ft (3 m) on center. Finite element analysis simulations also demonstrated that lateral vehicle accelerations were reduced by up to 33 percent for a MASH TL-4 small car impact into the new barrier as compared to a rigid concrete barrier. Simulations also demonstrated that the new barrier had adequate capacity to contain the MASH TL-4 single-unit truck. The cost of the barrier was estimated to be $175/ft ($574/m). The barrier should be further evaluated using finite element simulations and full-scale crash testing. KW - AASHTO Manual for Assessing Safety Hardware KW - Deflection tests KW - Elastomers KW - Energy absorption KW - Finite element method KW - Highway safety KW - Median barriers KW - Rubber KW - Simulation UR - http://www.transportation.nebraska.gov/mat-n-tests/research/docs/DevelopmentofaNewEnergy-Absorbing.pdf UR - https://trid.trb.org/view/1263479 ER - TY - RPRT AN - 01489299 AU - Lawson, Catherine T AU - Ravi, Sekharipuram S AU - Hwang, Jeong-Hyon AU - State University of New York, Albany AU - University Transportation Research Center AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Compressing and Querying Multiple GPS Traces for Transportation Planning PY - 2013/07/14/Final Report SP - 17p AB - In recent years, there has been a significant increase in the number of vehicles which have been equipped with Global Positioning System (GPS) devices. These devices generate huge volumes of trace data, and information extracted from these traces could significantly help transportation planners with routine tasks and special studies. However, extracting information from trace data is a challenging problem because of the proliferation of GPS devices and the rate at which trace data is generated. One approach for handling this problem is to compress the GPS data in such a way that the amount of information lost due to compression is as small as possible. During the period of this project, the focus was on the design, implementation and evaluation of GPS trajectory compression algorithms that can achieve specified compression rates while minimizing the information loss due to compression. This work has led to new algorithms for compressing single and multiple GPS traces. KW - Algorithms KW - Data compression KW - Global Positioning System KW - Transportation planning UR - http://www.utrc2.org/sites/default/files/pubs/GPS-Tracec-for-transportation-planning-final.pdf UR - https://trid.trb.org/view/1257426 ER - TY - ABST AN - 01547646 TI - Communicating the Results of NCHRP Strategic Transportation Issues Research AB - In a departure from the traditional nature of research conducted by the National Cooperative Highway Research Program (NCHRP), seven recently completed and ongoing NCHRP research projects (NCHRP 20-83 series) are examining global and domestic longer-term strategic issues with the potential to affect state departments of transportation (DOTs) in important ways in 30 to 50 years. The NCHRP 20-83 research series represents a significant investment in research designed to prepare transportation practitioners to respond to future challenges--and opportunities--facing the industry. The NCHRP 20-83 series is intended to meet the following two goals: (1) anticipate future issues so that transportation agencies are better prepared to respond to new and emerging challenges; and (2) enable transportation agencies to help shape the future through their decision making by exploring visions of what the future could look like. Currently active research in the NCHRP 20-83 series includes projects: 20-83(01) Economic Changes Driving Future Freight Transportation; 20-83(02) Expediting Future Technologies for Enhancing Transportation System Performance; 20-83(03) Long-Range Strategic Issues Affecting Preservation, Maintenance, and Renewal of Highway Infrastructure; 20-83(04) Effects of Changing Transportation Energy Supplies and Alternative Fuel Sources on Transportation; 20-83(05) Climate Change and the Highway System: Impacts and Adaptation Approaches; 20-83(06) Effects of Socio-Demographics on Travel Demand; and 20-83(07) Sustainable Transportation Systems and Sustainability as an Organizing Principle for Transportation Agencies. These seven research projects are on a staggered completion schedule and published results are expected in 2013 and 2014. The strategic issues discussed in the NCHRP 20-83 series will have to compete with other issues and matters for the attention of executive-level transportation leaders in the crowded transportation policy environment. To gain that attention, creative and innovative means are needed to convey the relevant and actionable information necessary to begin and sustain a dynamic conversation within transportation leadership circles about the results of NCHRP 20-83 research, how to connect short-term decision-making with long-term thinking, and how to prepare for and respond to opportunities and challenges that may occur several decades in the future. Because of the highly changeable nature of the transportation policy environment, it is necessary to begin this project before all of the NCHRP 20-83 research projects are completed. This will allow transportation leaders to learn and benefit from the work completed to date and provide timely access to the results of the remaining research projects as they are completed. The objectives of this research are to (1) identify, synthesize, integrate, communicate, and build on the individual results of the NCHRP 20-83 series to create a master narrative for the transportation industry's executive leadership about the implications of these research results for state departments of transportation (DOTS), (2) develop a comprehensive communication plan that addresses all seven projects in the NCHRP 20-83 series, (3) develop creative and innovative messages and communication approaches that (a) encourage and enable changing leadership to engage in an ongoing and dynamic conversation to address or respond to these issues and (b) integrates the results of each NCHRP 20-83 project as it is completed, and (4) identify roles for potential partner communities to amplify and expand the reach of the message(s). KW - Communications KW - Decision making KW - Executives KW - State departments of transportation KW - Strategic planning KW - Transportation policy UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3466 UR - https://trid.trb.org/view/1335199 ER - TY - ABST AN - 01543912 TI - Field Performance of Corrugated Pipe Manufactured with Recycled Polyethylene Content AB - The objective of this research is to correlate the performance limits and laboratory test results of corrugated pipe produced with recycled High Density Polyethylene (HDPE) content from National Cooperative Highway Research Program (NCHRP) Project 4-32 with measured field performance. This research shall be based on and extend the results in NCHRP Report 696 and its appendixes and shall address the following issues with the use of recycled HDPE content in corrugated pipe production. KW - Corrugated pipe KW - Laboratory tests KW - Materials tests KW - Polyethylene KW - Recycling UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3393 UR - https://trid.trb.org/view/1332069 ER - TY - RPRT AN - 01530270 AU - Hayden, Larry AU - Western Transportation Institute AU - California Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Pager Performance for the Western Transportation Institute’s Augmented Speed Enforcement Project PY - 2013/07/06/Final Report SP - 35p AB - The purpose of the augmented Speed Enforcement (aSE) project is to detect speeding vehicles in a work zone and provide alerts to drivers and warnings to work zone workers. When the system detects a vehicle approaching above a trigger speed, the system activates a pager system that warns the workers of the speeding vehicle. Basic range measurements were performed for the transmitter and a repeater; the range is about 600 feet. The transmitter to repeater range measures over 1700 feet. Transmitter and repeater power consumption were also measured. This report contains the full results of the pager system tests. KW - Pagers KW - Radio transmitters KW - Speeding KW - Vibration KW - Work zone safety KW - Work zone traffic control UR - http://www.dot.ca.gov/research/researchreports/reports/2013/final_report_task_2062e.pdf UR - https://trid.trb.org/view/1302004 ER - TY - ABST AN - 01547400 TI - Guidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation Projects AB - The objective of this research is to develop guidelines for safe and cost-effective practices for resurfacing, restoration, and/or rehabilitation projects. The primary focus of the guidelines will be on two-lane rural roads and should address both the roadway and roadside. KW - Best practices KW - Cost effectiveness KW - Guidelines KW - Highway safety KW - Pavement maintenance KW - Rehabilitation (Maintenance) KW - Resurfacing UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3418 UR - https://trid.trb.org/view/1334664 ER - TY - ABST AN - 01543916 TI - Improved Prediction Models for Crash Types and Crash Severities AB - An important component of the American Association of State Highway and Transportation Officials (AASHTO) Highway Safety Manual (HSM) is the ability to estimate the safety performance of highways and the effects of proposed countermeasures. The HSM utilizes safety performance functions (SPFs) to estimate the number of crashes over a specific roadway over a specific time period. The move toward scientific approaches in safety analysis has driven the need for further development of SPFs so that they provide more detailed estimates by crash type and crash severity. These aspects are a natural and important step in the progression of crash analyses that is currently focused primarily on frequency reduction. It is envisioned that the SPFs and crash distributions will be refined to determine the expected severity and crash types of various road facilities. Planners and designers can then better target and select countermeasures to address these particular aspects resulting in improved project selection. Having a wide range of safety evaluation tools that facilitate a comparative analysis of crash severity and crash type will lead to potential systematic and system wide improvement scenarios. Currently, the models in HSM Part C differ by chapter. In Chapter 10 (rural two-lane highways), predictive models provide estimates for total crashes and then values are allocated to crash types and severity levels based on tabulated proportions. In Chapter 11 (rural multilane highways), separate predictive models are provided for total crashes, fatal-and-injury (KABC) crashes, and fatal-and-injury (KAB) crashes, with crash frequencies for property-damage-only (PDO) crashes determined by subtracting the KABC crash frequency from the total crash frequency. Crashes for any given crash severity level are then allocated to crash types based on tabulated proportions. In Chapter 12 (urban and suburban arterials), separate predictive models are provided for combinations of three crash severity levels (total, fatal-and-injury, and PDO) and five crash types (multiple-vehicle non-driveway crashes, single-vehicle crashes, multiple-vehicle driveway-related crashes, vehicle-pedestrian crashes, and vehicle-bicycle crashes). Within two of the crash types (multiple-vehicle non-driveway crashes and single-vehicle crashes), predicted crash frequencies can be broken down into even more specific crash frequencies by tabulated proportions.To provide more consistency for users, it is desirable that a HSM second edition provide a consistent approach to predictive modeling by crash severity and crash type. This would require that models from past research be refit using the databases that were used to develop those models or for new models to be developed from new databases. Certainly, users should expect all future HSM chapters to use a consistent set of crash severity and crash type. Candidate crash severity levels from which final choices should be made include total crashes (all severity levels combined) and K, A, B, C, PDO, KA, KAB, KABC, AB, and ABC crashes. There is a need to model individual crash types. User needs and sample size issues should be addressed in this modeling effort. In addition, there is a need to account for the variations of specific crash types by facility type. In other words, it may not be desirable to require modeling of a common set of crash types across all facility types, because some crash types are common (and, thus, easy to model) on some facility types and relatively uncommon (and thus difficult to model) on other facility types. A consistent approach, with reasonable variations by facility type, is needed for the HSM second edition. Once a consistent and practical set of categories for crash severity and crash type have been defined, these prediction models should be developed and implemented throughout HSM for future editions. The objectives of this research are to develop: (1) Crash severity and crash type SPFs or distributions or both that can be used in the estimation of the crash type and crash severity likely on the facility types contained or intended for use in the HSM; (2) Recommendations of how the research results can be incorporated into the HSM and associated tools, including the development of associated chapters or chapter content in AASHTO standard format for the HSM second edition and recommended procedures for consistent use of crash severity and crash type SPFs or distributions or both; and (3) A description of the statistical and practical advantages and disadvantages of the methodology developed in the research and potential barriers to implementation. KW - Countermeasures KW - Crash analysis KW - Crash severity KW - Crash types KW - Highway safety KW - Highway Safety Manual KW - Safety Performance Functions UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3420 UR - https://trid.trb.org/view/1332074 ER - TY - RPRT AN - 01502010 AU - Grant, Michael AU - Hartley, William Seth AU - Milam, Ron AU - Walters, Jerry AU - O'Rourke, Laurence AU - Brickett, Jennifer AU - Suter, Sonya AU - ICF International AU - Fehr & Peers Transportation Consultants AU - Federal Highway Administration TI - Handbook for Estimating Transportation Greenhouse Gases for Integration into the Planning Process PY - 2013/07/02/6/2011-12/2012 SP - 137p AB - This publication is a handbook designed to provide information on how to analyze on-road greenhouse gas (GHG) emissions at the state and regional level, and how to incorporate those analyses into transportation planning efforts. The handbook is intended to help state departments of transportation (DOTs) and metropolitan planning organizations (MPOs) understand the possible approaches, data sources, and step-by-step procedures for analyzing GHG emissions. It provides an overview of estimating GHG emissions in the planning process, and identifies and describes several key methodologies used to estimate emissions. It also provides a discussion of the strengths and weaknesses of each methodology, and includes a section designed to help users identify which methodology is best for their situation. KW - Analysis KW - Estimating KW - Greenhouse gases KW - Handbooks KW - Methodology KW - Metropolitan planning organizations KW - Pollutants KW - State departments of transportation KW - Transportation planning UR - http://www.fhwa.dot.gov/environment/climate_change/mitigation/resources_and_publications/ghg_handbook/ghghandbook.pdf UR - https://trid.trb.org/view/1280724 ER - TY - ABST AN - 01485571 TI - Intersection Control for Autonomous Vehicles AB - This research project will consider the impact of autonomous vehicles on urban traffic infrastructure, specifically at intersections. The aim is to dramatically decrease time wasted at intersections and increase vehicle throughput on roads. KW - Highway traffic control KW - Intelligent vehicles KW - Intersections KW - Traffic delays KW - Traffic flow KW - Urban areas UR - http://www.fhwa.dot.gov/advancedresearch/pubs/10023/index.cfm UR - https://trid.trb.org/view/1254335 ER - TY - ABST AN - 01485570 TI - Mega-Regional Travel AB - This project will work toward a multi-disciplinary, multi-modal, multi-level modeling system for the nation's operative regions for global economic competition. The analysis focuses on a critical, overarching, complex, and vexing aspect of transportation policy decisions: how the cost and the pricing of different regional transportation investments affects travel performance in the large mega-region. The project will conduct a number of transportation pricing experiments and examine how changes in prices affect travel behavior, land use, economic growth, residential energy consumption, and regional environmental impacts. KW - Competition KW - Decision making KW - Economic growth KW - Megaregions KW - Multimodal transportation KW - Policy analysis KW - Regional transportation UR - https://trid.trb.org/view/1254334 ER - TY - ABST AN - 01485569 TI - Multifunctional Nanomaterials and Processes for Infrastructure Repair and Corrosion Inhibition AB - This project seeks to develop technologies for new in situ nanomaterial-based repair methods that can tailor the materials to include multifunctional properties of carbon nanotubes. The proposed effort will create new materials and methods to either repair or retrofit structures located both above and underwater to inhibit corrosion The team will take advantage of the advancement in nanomaterials, in particular, carbon nanotubes and their related versatile physical and mechanical properties, to develop an onsite spray based method to develop a structural capacity enhancement and a barrier layer for corrosion resistance. The technical innovations could lead to profound impacts in advanced multifunctional strengthening and repair technology. KW - Corrosion resistance KW - Infrastructure KW - Mechanical properties KW - Nanostructured materials KW - Nanotubes KW - Repairing KW - Structural analysis UR - https://trid.trb.org/view/1254333 ER - TY - ABST AN - 01485567 TI - New Technologies for Development of Renewable Energy in the Public Right-of-Way AB - The aim of this project is to develop a novel Roadway Wind/Solar Hybrid Power Generation and Distribution System (RHPS) towards energy-plus roadways, where energy-plus stands for annual energy consumption that is less than production. The RHPS would be an low footprint, intelligent and multi-layer power system designed for integration into urban and suburban areas, which reduces the need for new distribution networks.  The RHPS represents a dramatic change the role of the public right-of-way from an energy consumer to an energy producer and, therefore, will aid in reducing transportation system operating costs. KW - Energy consumption KW - Hybrid vehicles KW - Operating costs KW - Renewable energy sources KW - Right of way (Land) KW - Solar power generation KW - Technological innovations KW - Wind power generation UR - http://energyplusroadways.unl.edu/ UR - https://trid.trb.org/view/1254331 ER - TY - ABST AN - 01485566 TI - Next Generation Vehicle Positioning in GPS-Degraded Environments for Vehicle Safety and Automation Systems AB - By combining three technology areas, the research seeks to develop an integrated system that exploits the strengths of each technique. First, terrain-based localization (based on precise measurements of vehicle pitch and roll, combined with wheel odometry) can be readily used to find the vehicle's absolute longitudinal position within a pre-mapped highway segment - compensating for drift which occurs in dead-reckoning systems in long longitudinal stretches of road. Secondly, visual odometry keys upon visual landmarks at a detailed level to correlate position to a (visually) premapped road segment to find vehicle position along the roadway. The third technology approach relies on radio frequency (RF) ranging based on dedicated short range communication (DSRC) radio technology. KW - Automation KW - Dead reckoning KW - Dedicated short range communications KW - Global Positioning System KW - Radio frequency KW - Technological innovations KW - Vehicle positioning systems KW - Vehicle safety UR - http://www.fhwa.dot.gov/advancedresearch/pubs/10064/index.cfm UR - https://trid.trb.org/view/1254330 ER - TY - ABST AN - 01485564 TI - Volumetric Particle Image Velocimetry (VPIV) System for Experimental Bridge Scour Research AB - A proposed high resolution volumetric particle image velocimetry (VPIV) system would allow measurement of instantaneous flow volumes around bridge pier models, leading to more precise scour predictive models. KW - Bridge piers KW - Experiments KW - Image analysis KW - Measurement KW - Particle image velocimetry KW - Scour KW - Velocimeters UR - https://trid.trb.org/view/1254328 ER - TY - ABST AN - 01577152 TI - TO-14020: Lane Change/Merge Fundamental Research: Phase 1 AB - Federal Highway Administration (FHWA) is developing concepts for using automated longitudinal control in several projects that explore the potential to improve mobility and safety. But while most research has explored automated longitudinal control in simple highway driving scenarios only, deployment will necessarily require that other traffic movements, such as lane changes, weaves, merges, and demerges, will be enabled. In addition, new operational concepts and technologies, e.g. driver lateral control while longitudinal control is automated, are necessary in order for mobility and safety benefits to be realized. The purpose of this project is to initiate foundational experimental research, based upon enabling technologies for automated operation and vehicle-to-vehicle and vehicle-to-infrastructure communication, in the area of Lane Change and Merging. KW - Highway safety KW - Lane changing KW - Longitudinal control KW - Merging traffic KW - Mobility KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications KW - Weaving traffic UR - https://trid.trb.org/view/1370428 ER - TY - ABST AN - 01572296 TI - Investigation of Rural/Suburban High-Speed Multilane Roundabouts AB - The proposed research is focused on investigating two issues related to multilane roundabouts on high-speed highways (speed limit 50 mph or greater) in rural and suburban areas. The first is the tradeoff between converting a traditional stop controlled or signalized intersection to a multilane roundabout on high-speed state highways while the second is the safety of newly constructed high-speed multilane roundabouts in rural and suburban areas. Guidance on design of roundabouts is available in the Nebraska Department of Roads (NDOR) Roadway Design Manual (Chapter 4) and in the National Cooperative Highway Research Program (NCHRP) Report 672. The latter document also provides information on the safety benefits of converting traditional intersections to roundabouts. However, most of the available information deals with urban or suburban locations and with single-lane roundabouts. There is no information available on the benefits of converting rural intersections on high-speed highways to multilane roundabouts. Availability of such information would be useful to NDOR staff when contemplating conversions of intersections to roundabouts. Many single lane roundabouts have been constructed in Nebraska with favorable safety results and several multilane roundabouts on high-speed Nebraska state highways are planned for construction in the near future. However, there are questions about the safety performance of multilane roundabouts constructed on high-speed facilities. The NCHRP 672 report notes that most multilane roundabouts experience increased safety benefits over conventional intersections; however some state transportation agencies experienced an increase in crashes immediately after converting a conventional intersection to a multilane roundabout. In these instances, the subject roundabout was followed by negative publicity and public opinion (http://www.insurancejournal.com/news/east/2011/06/28/204259.htm). A recent City of Lincoln experience with the newly constructed multilane roundabout at North 14th and Superior streets has also not been favorable due to a spate of crashes after completion of construction. Therefore, one of the aims in this research is to avoid safety issues that other agencies experienced with newly constructed roundabouts in Nebraska and thereby mitigate possible negative publicity and public opinion about multilane roundabouts. Overall, this research is aimed at investigating the tradeoffs between traditional intersections and roundabouts on high-speed state highways located in rural and suburban areas and exploring safety issues associated with multilane roundabouts on high-speed facilities located in rural and suburban areas. The following NDOR projects could potentially benefit from this research: Kearney East Bypass, 11th St. to 56th St.; Norfolk intersection of US-275 and N-35, and Norfolk intersection of 37th St. and US-275. These projects are planned for construction during the 2013-2015 periods. KW - High speed ground transportation KW - Highway design KW - Highway safety KW - Intersection elements KW - Multilane highways KW - Nebraska KW - Roundabouts KW - Rural highways KW - Suburban highways UR - https://trid.trb.org/view/1363916 ER - TY - ABST AN - 01562742 TI - Highway Work Zone Capacity Estimation Using Field Data from Kansas AB - Highway capacity estimation is fundamental to the study of traffic. The work zone capacity has an impact on congestion and traffic delays. Traffic delays may result in not only increased fuel consumption and increased vehicle emissions, but also create driver frustration making some drivers willing to take risks, and thereby leading to increased crashes. The work zone delays can be quantified, if the work zone capacity is known. This can be used by planners and engineers to schedule work zone activities to minimize the traffic congestion. A unique definition to estimate work zone capacity cannot find in the literature. The Highway Capacity Manual (HCM) provides guidance on the capacity impacts for highway work zones. However, simplified methodologies for capacity estimation of highway work zones are limited. Those methodologies that predict highway capacity through work zones do not consider factors such as temporary reduced lane width geometry and design, and activity at the construction site based upon local conditions. Hence, investigation of the work zone field data to identify capacity estimation approaches for rural highway work zones is needed. According to recommendation made by Bham and Khazraee at their report, work zone capacity studies for different environmental, geometric, traffic and control characteristics are needed. The objectives of this study are to; (1) investigate the work zone field data to identify capacity estimation approaches; (2) compare different capacity estimation methods; and (3) identify the most suitable capacity estimation method for rural highway work zones. A study on the work zone capacity estimation study has not been done in Kansas. Accordingly this study will serve that purpose and supplement the existing body of knowledge. The proposed study investigates the capacity estimation of few Kansas rural highway work zones and comparison of different estimation approaches eventually leading to the identification of the most suitable methodology. Finding of this study would be helpful in identifying the better work zone capacity estimation procedures for rural highways. KW - Geometric design KW - Highway capacity KW - Highway Capacity Manual KW - Kansas KW - Rural highways KW - Traffic congestion KW - Traffic delays KW - Work zone traffic control UR - http://www.intrans.iastate.edu/smartwz/ UR - https://trid.trb.org/view/1352941 ER - TY - ABST AN - 01547519 TI - Simplified Full-Depth Precast Concrete Deck Panel Systems AB - Full-depth precast concrete deck panels have been widely used in accelerated bridge construction (ABC) in various forms and sizes. As a prefabricated component, current panel design has played a major role in meeting the objectives of ABC by expediting construction, improving quality and durability, improving public and worker safety, and reducing road user impact. Typically, deck panels are connected to the supporting beams by shear connectors in formed openings in panels (i.e., shear pocket) to achieve a composite action between beams and precast concrete deck panels on a bridge. Because these deck panel systems are connected for their full length to the supporting beams, the design is similar to traditional cast-in-place decks. However, constructability poses some challenges. One of the disadvantages of the current system is poor bond between the grout and the panel-soffit. Another disadvantage is the work associated with grouting/concreting the numerous shear pockets and the longitudinal beam haunches. Specifically, the leveling, sealing, forming, grouting, and concreting can be time consuming and require access from above and below the deck. This access requirement may create adverse traffic impacts. A new system that can overcome these constructability challenges by reducing the number of or eliminating the shear pockets would provide additional benefits to this construction technique. The objective of this research is to develop recommended guidelines and proposed American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Specification language for the design, fabrication, and construction of transverse full-depth precast concrete deck panel systems that simplify the connection between the deck panel and beam. As a minimum, the proposed systems should consider constructability, inspection during construction, reducing the impact of construction on traffic, and future deck replacement. Accomplishment of the project objective will require at least the following tasks: PHASE I--Planning - (1). Conduct a critical review of relevant specifications, technical literature, and owner and industry experiences. The review should cover research findings from both domestic and foreign sources. (2). Based upon the review and assessment of the findings in Task 1 as well as the research objective, propose conceptual designs for transverse full-depth precast concrete deck panel systems with simplified connection details (e.g., deck panels connected to the supporting beams to achieve composite action at the panel transverse joints only without grouting the gap formed between the unconnected panel-soffits and the tops of supporting beams as shown below) to be developed, validated, and detailed in this project. (3). Propose analytical and testing programs to investigate the proposed full-depth precast concrete deck panel systems. The testing program should cover the design of full-scale and mock-up laboratory specimens to be tested in Phase III for each proposed full-depth panel deck system. The mock-up should replicate the construction process and be tested for strength and serviceability. The mock-up design should consider the scale effect and configurations on the accuracy of the results.(4). Prepare Interim Report No. 1 that documents Tasks 1 through 3 and provides an updated work plan for the remainder of the project. This report is due no later than 6 months after the contract award. The updated plan must describe the process and rationale for the work proposed for Phases II through V. PHASE II--Analytical Program - (5). Execute the approved work plan for the analytical program. (6). Finalize the testing program to validate the findings of the analytical program. (7). Prepare a detailed outline with annotated description for the recommended guidelines and proposed AASHTO LRFD Specifications. The guidelines should include criteria and restrictions for each proposed system and simplified design procedures with examples for various beam spacings.(8). Prepare Interim Report No. 2 that documents Tasks 5 through 7 and provides an updated work plan for the remainder of the project. This report is due no later than 9 months after approval of Phase I. The updated plan must describe the work proposed for Phases III through V. PHASE III--Testing Program and Analytical Program Validation - (9). Execute the testing program according to the approved work plan. (10). Finalize the analytical program validation based on testing results. (11). Prepare Interim Report No. 3 that documents Tasks 9 and 10 of Phase III no later than 9 months after approval of Phase II. PHASE IV--Guidelines Development and Proposed AASHTO LRFD Specifications - (12). Based on the analytical and testing investigations, develop guidelines and proposed specification and commentary language for AASHTO LRFD Bridge Specifications supported with examples. (13). Identify the potential economic impact of the proposed specifications.(14). Prepare Interim Report No. 4 that documents Tasks 12 and 13 of Phase IV no later than 3 months after approval of Phase III. PHASE V--Final Products - (15). Update proposed guidelines and AASHTO LRFD Bridge Specifications after consideration of review comments and prepare ballot items for AASHTO Highway Subcommittee on Bridges and Structures consideration. (16). Prepare a final report that documents the entire research effort. KW - Bridge construction KW - Bridge decks KW - Bridge design KW - Guidelines KW - Load and resistance factor design KW - Precast concrete UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3409 UR - https://trid.trb.org/view/1334956 ER - TY - ABST AN - 01543699 TI - Research for the AASHTO Standing Committee on the Environment. Task 88. Giving Away the Bridge: A National Synthesis of on Transferring Ownership of Historic Bridges AB - Since the late 1980s, federal law has required that a state, using federal funds to replace a historic bridge, shall first attempt to donate that bridge to a responsible party. This study sought to answer three essential questions about this aspect of federal law. First, in general, how well is it working? Second, among the approaches taken by different states, which approaches seem to work and which do not? Third, are there specific recommendations for how this program could be made to work better? As a general matter, the donation requirement can be shown to have preserved many bridges nationally and is a success in that regard. It is also a program whose implementation differs greatly from one state to the next and the success of which differs widely. The final report contains examples that have been shown to work well in a small number of states with active historic bridge preservation programs. KW - Federal aid KW - Federal laws KW - Highway Bridge Replacement and Rehabilitation Program KW - Historic bridges KW - Historic preservation KW - State departments of transportation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3513 UR - https://trid.trb.org/view/1331735 ER - TY - ABST AN - 01514357 TI - Evaluation of Repair Techniques for Impact Damaged Prestressed Beams AB - Bridges in the Commonwealth of Virginia and other states are often damaged by impact with over-height vehicles. The impact damage may be relatively superficial or quite extensive. For precast, prestress concrete beams, superficial damage may be repaired with cosmetic methods such as shot-crete or patching with repair grouts. More extensive damage may require splicing of severed prestressing strands, or strengthening with steel plates or fiber reinforced polymer (FRP) layups. External prestressing and near-surface-mounted FRP repairs are also possible. Virginia does not have in place a policy for evaluation of impact-damaged girders. A guideline to assist in the evaluation of the severity of the damage, and to recommend repair techniques appropriate for various damage levels is needed to consistently, efficiently, and economically address impact damage. KW - Beams KW - Fiber reinforced polymers KW - Grout KW - Impact KW - Oversize loads KW - Patching KW - Prestressed concrete KW - Virginia UR - http://cait.rutgers.edu/cait/research/evaluation-repair-techniques-impact-damaged-prestressed-beams UR - https://trid.trb.org/view/1298765 ER - TY - RPRT AN - 01496645 AU - Minnesota Department of Transportation AU - Applied Pavement Technology, Inc AU - Federal Highway Administration TI - Minnesota DOT Work Plan for Developing a Transportation Asset Management Plan PY - 2013/07/01 SP - 18p AB - On July 6, 2012, President Obama signed into law new highway legislation, the first long-term highway authorization enacted since 2005. That legislation, commonly known as the “Moving Ahead for Progress in the 21st Century Act” (or MAP-21), funds transportation programs for fiscal years 2013 and 2014. In addition to providing funding, the legislation establishes a performance-based Federal highway program that focuses on national transportation goals, increases the accountability and transparency of the Federal highway programs, and supports the use of performance data to drive investment decision making. It also includes a requirement for States to develop “a risk-based asset management plan for the National Highway System to improve or preserve the condition of the assets and the performance of the system.” To provide guidance to State departments of transportation (DOTs) in meeting the MAP-21 requirements, the Federal Highway Administration (FHWA) initiated a pilot project to assist three state agencies with the development of their TAMP. The Minnesota DOT (MnDOT) is one of the three participating agencies, along with the Louisiana Department of Transportation and Development (LA DOTD) and the New York State DOT (NYSDOT). This document outlines a plan for conducting the work required to develop the Department’s first formal TAMP. It is based on input from MnDOT’s Asset Management Steering Committee and Project Management Team (PMT), which include members from a broad cross-section of the Department and the FHWA. KW - Asset management KW - Minnesota Department of Transportation KW - Moving Ahead for Progress in the 21st Century Act KW - Resource allocation UR - http://www.fhwa.dot.gov/asset/tamp/mn_tamp.pdf UR - https://trid.trb.org/view/1265579 ER - TY - ABST AN - 01485437 TI - Advanced Research on the Empirical Mode Decomposition (EMD) Algorithm AB - This project is designed to further refine this advanced mathematical concept and explore its potential applications in highway safety, infrastructure, and environment. The research consists of two broad fronts of studies: to improve the presently available Empirical Mode Decomposition (EMD) algorithms and to establish a rigorous mathematical foundation for the generalized adaptive data analysis methodology. The success of the first will enhance immediate improvement of information management in a complex or significantly rich signal data system, such as the Integrated Safety System (ISS) being considered by the Federal Highway Administration (FHWA) or for full scale traffic control systems. The success of the second research area would enable drastic improvement of robustness and reliability of the algorithm and guarantees its further applications. The project is managed by the Office of Safety Research & Development (R&D). KW - Algorithms KW - Empirical methods KW - Empirical Mode Decomposition KW - Highway traffic control KW - Mathematical methods KW - Traffic signals UR - http://www.fhwa.dot.gov/advancedresearch/pubs/10029/index.cfm UR - https://trid.trb.org/view/1254155 ER - TY - ABST AN - 01485436 TI - Advanced Traffic Signal Control Algorithms AB - The research could lead to major improvements in the operational efficiency of arterial traffic signal systems. The research would include data from real world probe vehicles and the development of algorithms in a simulated environment that would allow for multiple experiments and trade-offs.  The simulation would include emissions as well as operational benefits. KW - Algorithms KW - Highway operations KW - Probe vehicles KW - Traffic signal controllers KW - Traffic simulation UR - https://trid.trb.org/view/1254154 ER - TY - ABST AN - 01485435 TI - Agent-Based Approach for Integrated Driver and Traveler Behavior Modeling AB - The project will develop a theoretical framework for agent-based driver and traveler behavior modeling; evaluate traditional and emerging data collection methods for agent-based modeling and simulation (ABMS) in transportation; evaluate alternative implementation platforms for ABMS applications in transportation; and  develop an agent-based model of en-route/pre-trip route, departure time, and mode choices toward the integration of travel demand, dynamic network, and traffic simulation models; and apply the model to transportation systems management and capital investment applications. KW - Agent based models KW - Data collection KW - Integrated systems KW - Mode choice KW - Traffic simulation KW - Travel behavior KW - Travel demand KW - Traveler information and communication systems UR - https://trid.trb.org/view/1254153 ER - TY - ABST AN - 01485434 TI - Assessing the Potential of Automated Transit Services and Effective Pedestrian/Bicycle Facilities on Urban Travel Patterns AB - This project will employ agent-based modeling and activity based transit demand modeling. After identifying ideal and target communities and conducting a preliminary sketch analysis to serve as a basis of comparison, the research will proceed with the modeling effort. The virtual decision makers in software, often called agents, include residents, consumers, government, transport providers, vehicle manufactures, energy providers, and others. By developing these models with population, land use, and transit patterns consistent with actual locations and using reasonable and accepted decision rules consistent with the different classes of agents, they are expecting the sought after collective responses revealed in the temporal demand and use function to be quite consistent with those in actual locations. KW - Automation KW - Bikeways KW - Decision making KW - Land use planning KW - Pedestrians KW - Travel demand KW - Travel patterns UR - https://trid.trb.org/view/1254152 ER - TY - ABST AN - 01485428 TI - Development of Methodologies to Evaluate the Nighttime Safety Implications of the Roadway Visual Scene Under Varying Cognitive Task Loads AB - This cooperative agreement aims to integrate new technology and identify a dynamic driver visual model to improve nighttime driving safety. The research is designed to develop a model framework of human visual perception in the driving environment that is comprehensive yet simple enough to derive probabilistic forecasts of driver performance under given visual conditions. An important aspect of the research is development of a combined driver/roadway monitoring system, which combines two existing systems, an infrared eye tracker and a dynamic photometer, into a unified system which also links to in-vehicle instrumentation. The project is managed by the Office of Safety Research & Development (R&D). KW - Cognition KW - Eye movements KW - Highway safety KW - Monitoring KW - Night visibility KW - Technological innovations KW - Visual perception UR - http://www.fhwa.dot.gov/advancedresearch/pubs/11033/index.cfm UR - https://trid.trb.org/view/1254146 ER - TY - ABST AN - 01485426 TI - Driver Behavior in Traffic AB - The approach addresses three interrelated and critical threads: (1) naturalistic data processing and extraction of critical traffic flow and driving tasks parameters; (2) development and implementation of artificial-intelligence-based driver class agents that encapsulate individual driver's decisions; and (3) testing and evaluation of the developed agents in an internationally acclaimed simulation platform. KW - Artificial intelligence KW - Decision making KW - Drivers KW - Information processing KW - Traffic flow KW - Traffic simulation KW - Travel behavior UR - http://www.fhwa.dot.gov/advancedresearch/pubs/10070/index.cfm UR - https://trid.trb.org/view/1254144 ER - TY - ABST AN - 01485425 TI - Feasibility for a New Concept of Integrated Active Transportation Systems AB - The Integrated Active Transportation System (IATS) is envisioned as a system wherein all vehicles in all modes of transport are seemlessly interrelated, sharing information and actively adapting to both the current local situations, and to the larger system state, and the overall system objectives. In the IATS, collisions would be infrequent, if not impossible, in the same way that people can move effortlessly in many directions through large crowds without collisions and with optimal throughput. KW - Crashes KW - Feasibility analysis KW - Integrated systems KW - Mode choice KW - Nonmotorized transportation KW - Throughput KW - Traffic control centers UR - http://www.fhwa.dot.gov/advancedresearch/pubs/12021/index.cfm UR - https://trid.trb.org/view/1254143 ER - TY - ABST AN - 01485424 TI - Flexible Skin Areal Shear Stress and Pressure Sensing System for Experimental Bridge Scour Research AB - This study will explore ways to directly measure instantaneous boundary shear stresses and pressure fields for small scale bridge scour experiments to significantly advance the understanding of bridge scour problems. KW - Experiments KW - Flexible structures KW - Pressure KW - Scour KW - Sensors KW - Shear stress KW - Skin UR - http://www.fhwa.dot.gov/research/tfhrc/labs/hydraulics/tfhrclab/flexskin.cfm UR - https://trid.trb.org/view/1254142 ER - TY - ABST AN - 01485423 TI - Freeway Merge Assistance AB - This project will develop and evaluate three algorithms designed to improve freeway merging: dynamic lane control, gap-responsive metering, and merge control. These algorithms will be developed specifically to take advantage of the capabilities provided by IntelliDrive. Then, the research will utilize the enhanced simulation environment to evaluate the safety and efficiency impacts of these algorithms under different scenarios of equipped/non-equipped vehicles. KW - Algorithms KW - Freeway operations KW - Gap acceptance KW - Highway traffic control KW - IntelliDrive (Program) KW - Intelligent vehicles KW - Merging traffic KW - Traffic simulation UR - https://trid.trb.org/view/1254141 ER - TY - ABST AN - 01485421 TI - Green Advanced Coatings for Application on Steel Structures and Bridges AB - The objective of this project is to develop novel, nanotechnology-based green coatings for corrosion protection of new and existing steel highway infrastructure. Two coating systems will be investigated and compared to traditional steel anti-corrosive coatings. The two proposed coatings will use conductive polymer nanoparticles to provide electrochemical corrosion inhibition, carbon-black additives to improve the scratch resistance and toughness of these coatings, and metallic nanoparticles to improve the dispersion of the additives. The proposed new coatings will be compared to a traditional zinc-enhanced, epoxy-based coating for both mechanical strength and corrosion protection. The advantage of the nanotechnology-based coatings lies in their expected ability, with a very low concentration of additives, to provide significant corrosion protection while improving adhesion strength and scratch resistance. This could lead to significant savings in their life-cycle costs. KW - Coatings KW - Corrosion protection KW - Epoxides KW - Life cycle costing KW - Nanotechnology KW - Polymers KW - Steel structures UR - https://trid.trb.org/view/1254139 ER - TY - ABST AN - 01485419 TI - Human Factors for Limited-Ability Autonomous Driving Systems AB - This project proposes to study the human factors aspects of limited automated driving systems. The research will address a number of concerns pertaining to these systems including drivers becoming over-reliant upon the systems, drivers evoking such systems outside of design parameters and drivers not being aware when the systems are not operating as intended. Expected outcomes are the impact of human factors on performance of automated systems and better definition of roles of drivers using such systems in a variety of scenarios. The project is managed by the Office of Safety Research & Development (R&D). KW - Automated vehicle control KW - Autonomous vehicle guidance KW - Drivers KW - Human factors engineering KW - Intelligent vehicles KW - Vehicle design KW - Vehicle safety UR - http://www.fhwa.dot.gov/advancedresearch/pubs/10021/index.cfm UR - https://trid.trb.org/view/1254137 ER - TY - RPRT AN - 01529330 AU - Rogge, David F AU - Zhang, Fan AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Delivering Better Value for Money: Determining Outsourcing Feasibility and Standard Pricing Methods PY - 2013/07//Final Report SP - 135p AB - Two databases of engineering hours were developed to aid contract administrators in negotiating consultant hours for contracts for preliminary engineering (PE) and/or construction engineering (CE) services. The local agency projects database includes 181 projects. The OTIA III bridge projects database includes 124 bridge repair and replacement projects. Databases include estimated consultant hours by task for the projects, and descriptive information for the projects. The databases were analyzed to identify relationships between project characteristics and consultant contract hours required. Results of these analyses are presented. A procedure for use of the databases in the negotiation process is presented. In addition, general information relating to procurement of personal services contracts is presented. This information was obtained from a literature review, the Oregon Department of Transportation, and other transportation agency personnel. KW - Construction engineering KW - Construction projects KW - Consultants KW - Contract administration KW - Contracting out KW - Cost estimating KW - Databases KW - Oregon Department of Transportation KW - Pricing KW - State departments of transportation UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR738_OutsourcingFeasibility1.pdf UR - https://trid.trb.org/view/1313468 ER - TY - RPRT AN - 01522370 AU - Gettman, Douglas AU - Folk, Edward AU - Curtis, Eddie AU - Kacir, Kent AU - Ormand, Dan AU - Mayer, Matthew AU - Flanigan, Erin AU - Kimley-Horn and Associates, Incorporated AU - Federal Highway Administration TI - Measures of Effectiveness and Validation Guidance for Adaptive Signal Control Technologies PY - 2013/07//Final Report SP - 170p AB - As part of the Every Day Counts initiative, Federal Highway Administration (FHWA) is promoting the implementation of Adaptive Signal Control Technology (ASCT) to improve traffic signal system operations in the United States. Among the other “low hanging fruit” technologies in the Every Day Counts program (e.g., rumble strips, safety edge), ASCT technology has been in existence for many years but has not seen widespread acceptance. ASCTs have not historically been implemented widely due to their cost and complexity (perceived or real) compounded by a lack of clear documentation of benefits. One reason for the uncertainty about benefits of ASCT is due to the wide variation in cost, complexity, and performance reporting methodologies of evaluation studies for ASCT. In this project, generic measures of effectiveness and validation tools were developed for agencies to validate that selected ASCT meet their performance objectives. In addition, the process and tools can be applied to traditional coordinated-actuated signal timing as well. The report identifies how each of the measures and processes can be used for validation of ASCT. Guidance on improving the state of the practice is provided. This approach was tested at a field site in Mesa, Arizona where an ASCT system has been deployed for over one year. The City of Mesa allowed the test phase to include approximately 30 days during which the ASCT was turned off and background coordination patterns were used instead. Detailed findings for the validation approach are provided in Appendices to the main report. KW - Adaptive control KW - Evaluation and assessment KW - Field tests KW - Mesa (Arizona) KW - Performance measurement KW - Traffic signal control systems KW - Validation UR - http://www.ops.fhwa.dot.gov/publications/fhwahop13031/fhwahop13031.pdf UR - https://trid.trb.org/view/1304846 ER - TY - RPRT AN - 01520483 AU - Lottes, S A AU - Bojanowski, C AU - Shen, J AU - Xie, Z C AU - Argonne National Laboratory AU - Federal Highway Administration TI - Computational Mechanics Research and Support for Aerodynamics and Hydraulics at TFHRC, Year 3 Quarter 2 Progress Report PY - 2013/07 SP - 59p AB - The computational fluid dynamics (CFD) and computational structural mechanics (CSM) focus areas at Argonne’s Transportation Research and Analysis Computing Center (TRACC) initiated a project to support and compliment the experimental programs at the Turner-Fairbank Highway Research Center (TFHRC) with high performance computing based analysis capabilities in August 2010. The project was established with a new interagency agreement between the Department of Energy and the Department of Transportation to provide collaborative research, development, and benchmarking of advanced three-dimensional computational mechanics analysis methods to the aerodynamics and hydraulics laboratories at TFHRC for a period of five years, beginning in October 2010. The analysis methods employ well benchmarked and supported commercial computational mechanics software. Computational mechanics encompasses the areas of Computational Fluid Dynamics (CFD), Computational Wind Engineering (CWE), Computational Structural Mechanics (CSM), and Computational Multiphysics Mechanics (CMM) applied in Fluid-Structure Interaction (FSI) problems. The major areas of focus of the project are wind and water effects on bridges — superstructure, deck, cables, and substructure (including soil), primarily during storms and flood events — and the risks that these loads pose to structural failure. For flood events at bridges, another major focus of the work is assessment of the risk to bridges caused by scour of stream and riverbed material away from the foundations of a bridge. Other areas of current research include modeling of the salt spray transport into bridge girders to address suitability of using weathering steel in bridges, CFD analysis of the operation of the wind tunnel in the TFHRC wind engineering laboratory, and coupling of CFD and CSM software to solve fluid structure interaction problems, primarily analysis of bridge cables in wind. This quarterly report documents technical progress on the project tasks for the period of January through March 2013. KW - Aerodynamics KW - Bridge members KW - Fluid dynamics KW - Hydraulics KW - Research projects KW - Scour KW - Structural mechanics KW - Turner-Fairbank Highway Research Center KW - Weathering steel KW - Wind KW - Wind tunnels UR - http://www.ipd.anl.gov/anlpubs/2013/10/77205.pdf UR - https://trid.trb.org/view/1302469 ER - TY - RPRT AN - 01518995 AU - Preston, Howard AU - Storm, Richard AU - Bennett, Jacqueline Dowds AU - Wemple, Beth AU - CH2M HILL AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Systemic Safety Project Selection Tool PY - 2013/07 SP - 100p AB - The Systemic Safety Project Selection Tool presents a process for incorporating systemic safety planning into traditional safety management processes. The Systemic Tool provides a step-by-step process for conducting systemic safety analysis; considerations for determining a reasonable distribution between the implementation of spot safety improvements and systemic safety improvements; and a mechanism for quantifying the benefits of safety improvements implemented through a systemic approach. The tool is intended for use by transportation safety practitioners in state, county, and local government agencies to plan, implement, and evaluate systemic safety improvement programs and projects that best meet their capabilities and needs. KW - Evaluation KW - Implementation KW - Improvements KW - Local government agencies KW - Safety management KW - State government agencies KW - Traffic safety KW - Transportation planning UR - http://safety.fhwa.dot.gov/systemic/fhwasa13019/sspst.pdf UR - https://trid.trb.org/view/1300311 ER - TY - RPRT AN - 01501091 AU - Day, Christopher M AU - Hainen, Alexander M AU - Bullock, Darcy M AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Best Practices for Roundabouts on State Highways PY - 2013/07//Final Report SP - 22p AB - This report presents a series of research findings from an investigation into roundabout operations. This includes a comparison of several analysis tools for estimating roundabout performance (the Highway Capacity Manual, SIDRA, ARCADY, VISSIM, and SimTraffic); a measurement of rejected headways for the purpose of analyzing critical headway; a review of roundabout lighting practices; and a review of considerations for roundabout site selection. It was found that VISSIM and SIDRA provided the most reliable predictions of roundabout performance for the test site analyzed herein. Additionally, the critical headways measured at this site were significantly lower (at a median value of 2.2 seconds) than other values published in the literature, with driving populations less acquainted with roundabouts. Additionally, a site selection procedure is developed based on a survey of peer agency practices and a checklist is provided for assisting in the determination of whether roundabout control is a feasible alternative for a location. Finally, based upon a review of the literature and practices commonly followed by peer states, the authors recommend that roundabouts be lighted. KW - Best practices KW - Headways KW - Lighting KW - Location KW - Operational performance KW - Roundabouts KW - SIDRA (Computer program) KW - State highways KW - VISSIM (Computer model) UR - http://dx.doi.org/10.5703/1288284315216 UR - https://trid.trb.org/view/1279416 ER - TY - RPRT AN - 01501089 AU - Everett, Stephanie R AU - Xiong, Yingge AU - Fricker, Jon D AU - Sinha, Kumares C AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Measurement and Monitoring of the Performance of Highway Investment PY - 2013/07//Final Report SP - 78p AB - In response to the federal SAFETEA-LU requirements, nearly all state departments of transportation (DOTs) have started to use performance measurement at some point in the planning and/or programming process. Although these performance measures are routinely monitored, they are generally completed during the project development process on a project-by-project basis for anticipated future conditions. No state has a fully developed post-implementation tool to monitor and evaluate capital investment programs at a system (statewide) level. The primary objective of this study is to establish a systematic, comprehensive, and robust tool for the Indiana DOT (INDOT) to routinely perform an ex-post facto appraisal of its investment program at the system level. Using historical highway expenditure and performance data, the link between investment and performance was characterized in four asset areas—pavements, bridges, safety, and mobility. Linear regression models were developed to quantify the relationships. Additionally the short-term economic development impacts, in terms of jobs-created and earnings-added, were estimated for the total investment each year. The most recent surface transportation reauthorization, Moving Ahead for Progress in the 21st Century (MAP-21), sets a precedent for performance-based management of the nation’s transportation network. The present study provides a monitoring methodology that can be used to demonstrate the effectiveness of INDOT’s investment of surface transportation funds and the improvement program to legislative bodies responsible for funding decisions. It also provides a mechanism to communicate the impacts of transportation investment to the general public. KW - Asset management KW - Economic impacts KW - Highways KW - Indiana Department of Transportation KW - Investments KW - Monitoring KW - Moving Ahead for Progress in the 21st Century Act KW - Performance measurement KW - State departments of transportation UR - http://dx.doi.org/10.5703/1288284315218 UR - https://trid.trb.org/view/1279417 ER - TY - RPRT AN - 01499685 AU - Chandler, Brian E AU - Myers, Matthew C AU - Atkinson, Jennifer E AU - Bryer, Thomas E AU - Retting, Richard AU - Smithline, Jeff AU - Trim, Jeff AU - Wojtkiewicz, Peter AU - Thomas, Gary B AU - Venglar, Steven P AU - Sunkari, Srinivasa AU - Malone, Brian J AU - Izadpanah, Pedram AU - SAIC AU - CIMA+ AU - Sam Schwartz Engineering AU - Texas A&M Transportation Institute AU - Federal Highway Administration TI - Signalized Intersections Informational Guide PY - 2013/07//Second Edition SP - 323p AB - This is the Second Edition of a document that was originally published in 2004. This document serves as an introduction to and guide for evaluating the safety, design, and operations of signalized intersections. It also provides tools to deliver better balanced solutions for all users. It takes a holistic approach to signalized intersections and considers the safety and operational implications of a particular treatment on all system users (e.g., motorists, pedestrians, bicyclists, and transit users). Readers will find the tools and information necessary to make insightful intersection assessments and to understand the impacts of potential improvement measures. The information in this guide is based on the latest research available and includes examples of novel treatments as well as best practices in use by jurisdictions across the United States and other countries. KW - Best practices KW - Evaluation and assessment KW - Geometric design KW - Handbooks KW - Highway operations KW - Highway traffic control KW - Intersection elements KW - Signalized intersections KW - Traffic safety KW - United States UR - http://safety.fhwa.dot.gov/intersection/signalized/13027/fhwasa13027.pdf UR - https://trid.trb.org/view/1267799 ER - TY - RPRT AN - 01499677 AU - American Traffic Safety Services Association AU - Federal Highway Administration TI - Guidelines on Rolling Roadblocks for Work Zone Applications PY - 2013/07 SP - n.p. AB - This document includes information on when and where to use rolling roadblocks. Sections include: planning and coordinating, temporary traffic control details, communicating with the public, site preparations, initiating the operation and alternatives. A sample rolling roadblock checklist is included. Appendices include pacing distance calculations from Florida Department of Transportation's (FDOT) Traffic Pacing Guide, a sample press release, Colorado DOT specifications for rolling roadblocks, and West Virginia DOT's special provision for rolling roadblocks. KW - Highway operations KW - Lane closure KW - Roadblocks KW - Specifications KW - Traffic diversion KW - Work zone traffic control KW - Work zones UR - http://www.workzonesafety.org/fhwa_wz_grant/atssa/atssa_rolling_roadblocks UR - https://trid.trb.org/view/1268143 ER - TY - RPRT AN - 01496800 AU - Bauer, Jocelyn AU - Worth, Phillip AU - Bedsole, Lisa AU - Millsaps, Gary AU - Giragosian, Anna AU - Science Applications International Corporation AU - Kittelson and Associates, Incorporated AU - Delcan Corporation AU - Federal Highway Administration TI - Making the Connection: Advancing Traffic Incident Management in Transportation Planning: A Primer PY - 2013/07 SP - 72p AB - The intent of this primer is to inform and guide traffic incident management (TIM) professionals and transportation planners to initiate and develop collaborative relationships and advance TIM programs through the metropolitan planning process. The primer aims to inspire planners and TIM professionals to create transportation plans and programs that support regional TIM programs through TIM-focused objectives, performance measures, and TIM strategies and projects. The ultimate goal of this primer is to strengthen, support, and elevate regional TIM programs as a crucial, lower-cost strategy for reliability, safety, environmental improvements, and mobility. The primer explains the benefits for TIM professionals and planners of linking planning and TIM. It contains specific opportunities, supported by case studies, to integrate TIM considerations and stakeholders into the planning process. TIM planning sheets provide tangible examples of TIM objectives that can be drawn from, in whole or in part, to develop metropolitan transportation plans or related operations or TIM-focused plans. KW - Case studies KW - City planning KW - Incident management KW - Performance measurement KW - Regional planning KW - Traffic incidents KW - Transportation planning UR - http://www.ops.fhwa.dot.gov/publications/fhwahop13044/fhwahop13044.pdf UR - http://ntl.bts.gov/lib/50000/50800/50831/fhwahop13044.pdf UR - https://trid.trb.org/view/1265986 ER - TY - RPRT AN - 01496761 AU - McDaniel, Rebecca S AU - Levenberg, Eyal AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Risk Management of Low Air Void Asphalt Concrete Mixtures PY - 2013/07//Final Report SP - 24p AB - Various forms of asphalt pavement distress, such as rutting, shoving and bleeding, can be attributed, in many cases, to low air voids in the mixtures during production and placement. The occurrence of low air void contents during plant production may originate as a result of an accidental increase in binder content or mix fines (or both). When low air voids are encountered during production, the specifying agency must decide whether to require the material that has already been placed to be removed and replaced or whether it can be left in place with a reduction in pay. Consequently, the Indiana Department of Transportation (INDOT) initiated this research project to develop a decision-support tool for dealing with such events that is based on projected rutting performance of the pavement system. The study was conducted along three paths. In the first, INDOT sponsored two pavement test sections at the National Center for Asphalt Technology (NCAT) Test Track. The second path involved testing mixes in the INDOT Accelerated Pavement Testing (APT) Facility. In both cases, mixtures were produced in local hot mix plants by either increasing the fines content or the binder content. The NCAT test sections included low void mixes in the surface course only and performance was measured by the progression of rutting. Significant rutting developed in the low void mixes. The results suggested that removal be considered for mixtures with air voids below 2.75% but that no pay adjustment was necessary for air voids above this level. However, the NCAT results were limited to one pavement structure, one set of materials, one climate and low voids in the surface mix only. In the APT, low air void mixtures were placed in either the surface or the intermediate course and different materials were used. The pavement response (permanent deformation of the top pavement layers) resulting from repetitive APT wheel passes was measured using a laser based system. Lastly, a simplified mechanistic analysis, using a software program called QRSS (Quality Related Specification Software) was used in an attempt to simulate the effects of low void mixtures on pavement performance and service life with different materials in different pavement layers and under different traffic loads. The results of these efforts were used along with engineering judgment to formulate the desired decision-support tool. KW - Air voids KW - Asphalt concrete KW - Asphalt pavements KW - Binder content KW - Decision support systems KW - Indiana Department of Transportation KW - Mix design KW - Pavement distress KW - Pavement performance KW - Risk management KW - Rutting KW - Service life KW - Test sections UR - http://dx.doi.org/10.5703/1288284315217 UR - https://trid.trb.org/view/1264101 ER - TY - RPRT AN - 01496708 AU - AMEC Environment & Infrastructure, Incorporated AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - New York State DOT Work Plan for Developing a TAMP PY - 2013/07 SP - 30p AB - In July 2012, Moving Ahead for Progress in the 21st Century (MAP-21) established a performance-based highway program with the goal of improving how Federal transportation funds are allocated. The legislation requires each State department of transportation (DOT) to develop a risk-based Transportation Asset Management Plan (TAMP). This document presents a work plan for developing the New York State Department of Transportation’s (NYSDOT) TAMP. This work plan is based on the results from a NYSDOT TAMP workshop and a NYSDOT TAMP Working Group Meeting. Participants at the TAMP workshop included members of the NYSDOT’s TAMP Working Group, representatives from the Federal Highway Administration (FHWA), and members of the consultant team. The objectives of the workshop were to: walk through elements of NYSDOT’s asset management process that had been identified previously as opportunities for improvement; discuss existing NYSDOT resources and data related to each area; discuss options for moving forward; and identify key activities required to develop an initial TAMP. KW - Asset management KW - Moving Ahead for Progress in the 21st Century Act KW - New York State Department of Transportation KW - Resource allocation KW - Workshops UR - http://www.fhwa.dot.gov/asset/tamp/ny_tamp.pdf UR - https://trid.trb.org/view/1265580 ER - TY - RPRT AN - 01494416 AU - Burton, Maria AU - Smit, Andre AU - Trevino, Manuel AU - Prozzi, Jorge AU - Murphy, Mike AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Best Practices for Flexible Pavement Structure Widening: Workshops PY - 2013/07 SP - 337p AB - This document presents a summary of the two half-day workshops/webinars that took place at Center for Transportation Research (CTR) July 2, 2013. The workshops constitute Product 2 (P2) of the research project and correspond to Task 3. The purpose of the workshops was to obtain expert opinions from Texas Department of Transportation (TxDOT) personnel, contractors, and construction equipment and materials manufacturers with experience in pavement widening projects. For logistical and practical reasons both workshops were conducted on the same day. The workshop was conducted to facilitate face-to-face participation for those who could travel to Austin; the webinar component was added to increase the participation of those who could not attend due to limited travel budgets or time restrictions. The morning workshop focused on contractors and suppliers presenting their experience while the afternoon workshop focused on TxDOT experience. KW - Best practices KW - Construction and maintenance personnel KW - Construction equipment KW - Contractors KW - Flexible pavements KW - Materials KW - Pavement performance KW - Pavement widening KW - Texas KW - Texas Department of Transportation KW - Workshops UR - http://library.ctr.utexas.edu/ctr-publications/0-6748-P2.pdf UR - https://trid.trb.org/view/1263337 ER - TY - RPRT AN - 01493988 AU - Mohammad, Louay N AU - PE, Sharear Kabir AU - Cooper, Samuel AU - Raghavendra, Amar AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Evaluation of Superpave Mixtures Containing Hydrated Lime PY - 2013/07//Final Report SP - 129p AB - The use of hydrated lime in Hot-Mix Asphalt (HMA) mixtures can reduce permanent deformation, long-term aging, and moisture susceptibility of mixtures. In addition, hydrated lime increases the stiffness and fatigue resistance of mixtures. This study evaluated (1) the fundamental engineering properties of HMA mixtures containing hydrated lime as compared to conventional mixtures designed to meet the current Louisiana Superpave specifications and (2) the influence of the method of addition of hydrated lime on the mechanical properties of HMA mixtures. A Louisiana Superpave 19.0 mm Level II HMA mixture design was utilized. Siliceous limestone aggregates and three asphalt binders, a neat PG 64-22 and two Styrene-Butadiene (SB) polymer modified binders meeting Louisiana specifications for PG 70-22M and PG 76-22M were included. Based on the same mixture design, three conventional and six hydrated lime treated HMA mixtures were developed. The conventional mixtures contained no hydrated lime and the three aforementioned asphalt binders respectively. The lime treated mixtures were produced by incorporating hydrated lime into the HMA mixture in two ways: “slurry” or “paste” method when hydrated lime was mixed with the aggregate as slurry and “dry” or “no-paste” method when dry hydrated lime was blended with the asphalt binders. For each lime treatment method, three HMA mixtures were produced using the three identical asphalt cements (PG 64-22, PG 70-22M, and PG 76-22M) utilized in the three conventional mixtures. The overall results from mechanistic tests on HMA mixtures and rheological tests on asphalt binders indicated that the addition of hydrated lime improved the permanent deformation characteristics of the HMA mixtures. This improvement was substantial particularly at higher testing temperatures for mixtures containing polymer modified asphalt binders. KW - Binders KW - Calcium hydroxide KW - Fatigue (Mechanics) KW - Hot mix asphalt KW - Louisiana KW - Mechanistic-empirical pavement design KW - Mix design KW - Superpave KW - Tensile strength UR - http://www.ltrc.lsu.edu/pdf/2013/FR_432.pdf UR - https://trid.trb.org/view/1261324 ER - TY - RPRT AN - 01493382 AU - Sun, Charlie AU - Graves, Clark AU - Kentucky Transportation Cabinet AU - University of Kentucky, Lexington AU - Federal Highway Administration TI - Evaluation of Mechanically Stabilized Earth Walls for Bridge Ends in Kentucky; What Next? PY - 2013/07//Final Report SP - 74p AB - This report summarizes the nationwide survey results on Mechanically Stabilized Earth (MSE) wall abutment status. Many of the handy features in MSE Wall Abutment Inspection/Rating In KY web application are highlighted, and various graphical user interfaces of the web application are illustrated and described. The inspection/rating for 56 existing MSE wall abutments are presented and discussed. KW - Bridge abutments KW - Earth walls KW - Evaluation KW - Graphical user interfaces KW - Inspection KW - Kentucky KW - Mechanically stabilized earth KW - Surveys KW - United States KW - Web applications KW - Websites (Information retrieval) UR - http://www.ktc.uky.edu/files/2013/08/KTC_13_11_SPR_443_12_1F.pdf UR - https://trid.trb.org/view/1262719 ER - TY - RPRT AN - 01493335 AU - Sperley, Myra AU - Oregon Department of Transportation AU - Federal Highway Administration TI - FY 2013 Oregon Transportation Needs and Issues Survey: Summary of Statewide Results PY - 2013/07//Final Report SP - 53p AB - 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 the summer of 2012 (State fiscal year (FY) 2013). This report summarizes the results of the FY 2013 survey. For some reoccurring questions, results are also compared to past surveys. KW - Customer satisfaction KW - Needs assessment KW - Oregon KW - Oregon Department of Transportation KW - Public opinion KW - Surveys KW - Transportation planning UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/TNIS2013.pdf UR - https://trid.trb.org/view/1261152 ER - TY - RPRT AN - 01493200 AU - Vavrik, William R AU - Evans, Lynn D AU - Stefanski, Joseph A AU - Sargand, Shad AU - Applied Research Associates, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - PCR Evaluation – Considering Transition from Manual to Semi-Automated Pavement Distress Collection and Analysis PY - 2013/07//Final Report SP - 237p AB - This study is designed to assist the Ohio Department of Transportation (ODOT) in determining whether transitioning from manual to state-of the-practice semi-automated pavement distress data collection is feasible and recommended. Statistical and numerical comparisons are detailed between the pavement distresses, severities, and extents determined for 44 representative test sites by ODOT raters and those provided by three participating vendors. In response to the moderate to low initial distress (72 percent), severity (33 percent) and overall (14 percent) correlations, detailed methods for correlation improvement are provided. These methods are based on extensive interactions with ODOT pavement condition raters and participating vendors. Evaluations of system implementation costs and productivity rates offer supplemental information critical to ODOTs implementation decisions. Surveys of six vendors and 18 State agencies reveal the systems, processes, and experiences of those who provide and use automated methods for pavement distress data collection. Based on this information, recommendations for implementation activities, pavement management adjustments, procurement specifications, and equipment specifications are included. KW - Condition surveys KW - Data collection KW - Data quality KW - Implementation KW - Measuring methods KW - Ohio Department of Transportation KW - Pavement condition rating KW - Pavement distress KW - State of the practice KW - Structural health monitoring UR - http://worldcat.org/arcviewer/7/OHI/2014/02/25/H1393345070680/viewer/file1.pdf UR - https://trid.trb.org/view/1260427 ER - TY - RPRT AN - 01493139 AU - Kamga, Camille AU - Miller, Benjamin AU - Spertus, Juliette AU - Douglass, Lisa AU - Ross, Brian AU - Eickemeyer, Penny AU - University Transportation Research Center AU - New York State Energy Research and Development Authority AU - New York State Department of Transportation AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - A Study Of The Feasibility Of Pneumatic Transport Of Municipal Solid Waste And Recyclables In Manhattan Using Existing Transportation Infrastructure PY - 2013/07//Final Report SP - 121p AB - This study explored possibilities for using existing transportation infrastructure for the cost-effective installation of pneumatic waste-collection technology in Manhattan. If shown to be economically and operationally feasible, reducing the number of trucks used on the island’s densely encumbered streets could offer significant environmental, public-health, and quality-of-life benefits. Two cases were considered: 1) installing a pneumatic pipeline under the High Line Park (a retrofitted former elevated railroad) to collect waste from the Chelsea Market retail/office/hotel complex along with waste from the Park and adjacent buildings; and 2) installing pipelines in the space being excavated below Second Avenue for the construction of the Second Avenue Subway, in order to collect waste from residential, commercial, and hospital buildings, and from litter bins along a stretch of Second Avenue and in the subway station beneath it. Both design concepts were determined to be physically and operationally feasible and to offer significant quality-of-life benefits. Relative to conventional manual collection, the pneumatic systems would reduce energy use by 60% and greenhouse gas emissions by more than half. Direct operating costs for the proposed pneumatic installations, including the container dray from the pneumatic terminal to the transfer station, would be 30% less than those for conventional manual/truck collection in the two cases. But due to high initial capital costs, overall costs, including debt service, would be 55% higher in the High Line case and 30% higher in the Second Avenue Subway case. On a Net Present Value (NPV) basis, the cost of the pneumatic systems would be between 3.3 and 6.6 times greater than for conventional collection (for the Second Avenue Subway and High Line respectively). NPV costs would be equalized, however, if there were externality benefits on the order of $300,000 to $400,000 per year (respectively), using conservative assumptions. Given the space savings and other public-health and quality-of-life benefits associated with pneumatic systems--and the monetized value of decreased carbon emissions and energy use--externality benefits of this order of magnitude would appear to be likely. KW - Benefits KW - Cost effectiveness KW - Energy consumption KW - Feasibility analysis KW - Greenhouse gases KW - Manhattan (New York, New York) KW - Operating costs KW - Pipelines KW - Pneumatic capsule pipelines KW - Public health KW - Quality of life KW - Solid waste disposal UR - http://www.utrc2.org/sites/default/files/pubs/pneumatic-waste-manhattan-report-Final_0.pdf UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-10-21%20Final%20Report%2007-11-13.pdf UR - https://trid.trb.org/view/1262825 ER - TY - JOUR AN - 01492373 JO - Public Roads PB - Federal Highway Administration AU - Thompson, Jen TI - North Carolina Steps Boldly Out of Its Comfort Zone PY - 2013/07 VL - 77 IS - 1 SP - 26-31 AB - Due to heavy congestion on the interstates around Charlotte, North Carolina, the city has designed three projects to alleviate the gridlock. The beltway, I-485, surrounding Charlotte needed to be completed to link I-85 and I-77, the interchange connecting the beltway and I-85 needed to be completed, and the lanes on I-85 from Charlotte to Cabarrus County needed to be expanded. The funds available were inadequate for the needed improvements, so planners developed as three-pronged, innovative effort. The North Carolina Department of Transportation planned to build all three projects concurrently, with an accelerated start date in 2010 instead of the initial planned start date of 2015. Among the improvements were a turbine interchange design, which was the first one built in North Carolina. Its construction offered cost savings, easier construction, easier maintenance, and better sight distance for drivers. More than six miles of I-85 were expanded from four lanes to eight. An addition of a superstreet intersection would reduce conflict points, minimize travel time, and increase safety. All three projects are set to finish around 2015, the time the projects were initially slated to begin. KW - Beltways KW - Charlotte (North Carolina) KW - Construction projects KW - Financing KW - Improvements KW - Interchanges KW - Interstate 77 KW - Interstate 85 KW - North Carolina Department of Transportation KW - Traffic congestion UR - http://www.fhwa.dot.gov/publications/publicroads/13julaug/04.cfm UR - https://trid.trb.org/view/1260531 ER - TY - JOUR AN - 01492372 JO - Public Roads PB - Federal Highway Administration AU - Bergeron, Kathleen TI - Implementing Innovations PY - 2013/07 VL - 77 IS - 1 SP - pp 10-15 AB - The Federal Highway Administration (FHWA) introduced the Every Day Counts (EDC) initiative in 2010 as a new approach to developing transportation improvements. The FHWA now formally asks for suggestions from the transportation community and promotes a number of innovations. The FHWA runs summits to highlight these innovations to transportation agencies and other stakeholders, which helps agencies pick the innovations that will be beneficial to them. It is important to reach the right audience at state and local Departments of Transportation (DOTs). The State Transportation Innovation Councils (STICs) were formed to encourage innovation and cooperation at state and local levels and to bring together representatives from all levels of the highway transportation community to collaborate. Each STIC is co-chaired by a senior official from both the FHWA division office and the state DOT. Members include representatives from metropolitan planning organizations, county engineers, city public works departments, local transit and tollway authorities, state historical preservation offices, and departments of agriculture, among others. Each state runs its STIC based on its own needs. This article examines the operations and innovations of STICs in Pennsylvania, Oklahoma, New Mexico, and Wisconsin, each of which shows that STICs have proven to be a useful tool in coordinating efforts toward innovations and new approaches in the transportation system at all levels. KW - Cooperation KW - Councils of government KW - Department of Transportation KW - Every Day Counts KW - Improvements KW - Innovation KW - New Mexico KW - Oklahoma KW - Operations KW - Pennsylvania KW - State government KW - U.S. Federal Highway Administration KW - Wisconsin UR - http://www.fhwa.dot.gov/publications/publicroads/13julaug/02.cfm UR - https://trid.trb.org/view/1260367 ER - TY - JOUR AN - 01492371 JO - Public Roads PB - Federal Highway Administration AU - McCarthy, James AU - Bared, Joe AU - Zhang, Wei AU - Doctor, Mark TI - Design at the Crossroads PY - 2013/07 VL - 77 IS - 1 SP - pp 2-9 AB - Congestion on the roads has increased dramatically over the years and is continuing to do so. Busy intersections slow down drivers and pedestrians. Today's traffic volume and travel demands lead to safety issues which standard intersections are unequipped to handle. In 2010, the Federal Highway Administration published a report on alternative designs for intersections and interchanges. Since then, the alternatives in the report have been used in building new intersections and interchanges across the country. Among the popular designs being implemented are diverging diamond interchanges, displaced left-turn intersections, and restricted crossing U-turn. The new designs are saving time for travelers and lowering the likelihood of crashes. This article examines several of the alternative intersection designs, with case studies from Henderson, NV; West Valley City, UT; Minnesota; and Fairfield, OH. KW - Case studies KW - Fairfield (Ohio) KW - Highway design KW - Highway safety KW - Interchanges and intersections KW - Minnesota KW - Nevada KW - Reports KW - Traffic congestion KW - U.S. Federal Highway Administration KW - West Valley City (Utah) UR - http://www.fhwa.dot.gov/publications/publicroads/13julaug/01.cfm UR - https://trid.trb.org/view/1260366 ER - TY - JOUR AN - 01492370 JO - Public Roads PB - Federal Highway Administration AU - Vásconez, Kimberly C TI - Successfully Managing Traffic Incidents is No Accident PY - 2013/07 VL - 77 IS - 1 SP - pp 32-39 AB - The Federal Highway Administration (FHWA) is improving multidisciplinary responses to traffic incidents. It is dangerous for public safety responders and support teams removing vehicles from highways after traffic collisions, and incidents cost billions each year due to congestion-related costs and impacts on local economies. The FHWA coordinates a national program to support the safe and quick clearance of incidents, known as traffic incident management (TIM). TIM involves the detection and verification of incidents, response and clearance, and restoration of traffic flow. Incident response requires a variety of disciplines, including law enforcement, firefighting, and emergency medical services, among others, which requires collaborative planning and operations to reduce the traffic incident's duration, as well as any safety risks and congestion the incident may cause. Using established best practices and a unified command structure can protect responders, victims, and other motorists. The FHWA aims to continue improving the management of traffic incidents, and its ten-year goals include reduced or eliminated injuries and fatalities among both responders and motorists, rapid clearance of incidents, and the adoption of TIM as a core mission for all state and local responders and departments of transportation. KW - Cooperation KW - Crashes KW - Emergency medical services KW - Firefighters KW - Highway traffic control KW - Incident management KW - Law enforcement personnel KW - Traffic congestion KW - Traffic incidents KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/13julaug/05.cfm UR - https://trid.trb.org/view/1260535 ER - TY - JOUR AN - 01492368 JO - Public Roads PB - Federal Highway Administration AU - Weingroff, Richard F TI - Busting the Trust PY - 2013/07 VL - 77 IS - 1 SP - pp 16-25 AB - The Federal-Aid Highway Act of 1973 has reached its fortieth anniversary. The legislation, signed by President Richard Nixon on August 13, 1973, authorized three years of funds for highway and safety categories and increased funding for the Urban Mass Transportation Administration (UMTA). In honor of this anniversary, this article looks back at the social, economic, and environmental factors that made it possible. An earlier act, the Federal-Aid Highway Act of 1956, had caused a great deal of controversy due to residents and businesses losing their homes, neighborhoods and stores to the development of the interstates. There were protests throughout the 1960s. Many transit supporters fought to divert funding to transit projects. In the 1960s, only minor aid was provided for transit. The first major Federal investment in mass transit was the Urban Mass Transportation Assistance Act of 1970. In the early 1970s, the country faced an energy crisis, with gas shortages, long lines at service stations, and a national dialogue on how to cut the country’s oil consumption. One of the methods was through increased public transit, which the Federal-Aid Highway Act of 1973 made happen. KW - Anniversaries KW - Energy consumption KW - Federal Aid Highway Act KW - Government funding KW - History KW - Interstate highways KW - Legislation KW - Public transit KW - U.S. Urban Mass Transportation Administration UR - http://www.fhwa.dot.gov/publications/publicroads/13julaug/03.cfm UR - https://trid.trb.org/view/1260460 ER - TY - RPRT AN - 01492328 AU - Shuler, Scott AU - Colorado State University, Fort Collins AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Performance of Chip Seals Using Local and Minimally Processed Aggregates for Preservation of Low Traffic Volume Roadways PY - 2013/07//Final Report SP - 96p AB - This report documents the performance of two low traffic volume experimental chip seals constructed using locally available, minimally processed sand and gravel aggregates after four winters of service. The projects were constructed by Colorado Department of Transportation (CDOT) maintenance personnel during the summer of 2009 using two sources of aggregate. These aggregates consisted of locally available products representing 1) materials routinely utilized and 2) materials that were marginal with respect to aggregate gradation and crushing requirements. An objective of this work was to evaluate the feasibility and cost/benefit of using aggregates in chip seals of lower quality than normally used with respect to gradation on low volume roadways. Because the cost of transporting high quality aggregates from front range sand and gravel and quarry locations to the eastern regions of Colorado is high and much of the pavement preservation activities in eastern Colorado are on low volume roadways, utilizing locally available aggregates would provide economic benefits if acceptable performance were demonstrated. After four winters and three summers service both experimental chip seals are performing well. Condition surveys of each pavement were conducted after each winter and summer to document pavement condition. Results indicate that pavement distress is in the form of longitudinal and transverse cracking and localized flushing due to non-uniform asphalt emulsion application during construction. Based on results from the last condition survey, both test pavements should perform acceptably for the next several years assuming no significant change in traffic levels. No significant differences were measured in performance for any of the evaluation sections. It appears that locally available, minimally processed aggregates can be successfully applied as chip seal aggregate on low volume roadways. KW - Aggregate gradation KW - Aggregates KW - Benefit cost analysis KW - Chip seals KW - Colorado KW - Condition surveys KW - Local materials KW - Low volume roads KW - Marginal aggregates KW - Pavement performance UR - http://www.coloradodot.info/programs/research/pdfs/2013/aggregates.pdf/at_download/file UR - https://trid.trb.org/view/1261354 ER - TY - RPRT AN - 01492327 AU - Anderson, Keith W AU - Sexton, Tim AU - Uhlmeyer, Jeff S AU - Russell, Mark AU - Weston, Jim AU - Washington State Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Concrete Pavement Noise PY - 2013/07//Final Report SP - 28p AB - On-Board Sound Intensity (OBSI) measurements are reported for various concrete pavement textures including transverse and longitudinal tining, carpet drag, conventional diamond grinding and Next Generation Concrete Surface. The noise levels increased on most of the textures to levels in the 104 to 108 dBA range. The cause of the increased noise levels was attributed to the wear on the pavements from studded tires. KW - Carpet drag KW - Concrete pavements KW - Diamond grinding KW - On Board Sound Intensity KW - Pavement grooving KW - Sound level KW - Studded tires KW - Texture KW - Tire/pavement noise UR - http://www.wsdot.wa.gov/research/reports/fullreports/814.1.pdf UR - https://trid.trb.org/view/1261353 ER - TY - RPRT AN - 01491512 AU - Liu, Riu AU - University of Colorado, Denver AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Recycled Tires as Coarse Aggregate in Concrete Pavement Mixtures PY - 2013/07//Final Report SP - 47p AB - The reuse potential of tire chips as coarse aggregates in pavement concrete was examined in this research by investigating the effects of low- and high-volume tire chips on fresh and hardened concrete properties. One concrete control mixture was designed, which well exceeds California Department of Transportation (CDOT) Class P concrete requirements. The coarse aggregate component of the mixture was replaced in 100%, 50%, 30%, 20%, and 10% by volume using tire chips. The fresh concrete properties, compressive strength, flexural strength, splitting strength, permeability, and freeze/thaw durability were tested in the lab to evaluate the potential of including tire chips in concrete paving mixes. The testing results indicate tire chips can be used to replace coarse aggregate in concrete pavement mixtures. Two mixtures with 10% coarse aggregate replaced by tire chips had the best performance. The workability was comparable to the control mixture, and the air content reached 6%. At 28 days of age, the average compressive strength of the two mixtures was significantly less than the control but still exceeded CDOT’s specification of 4200 psi; the averaged flexural and splitting tensile strengths were higher than 900 psi and 590 psi respectively. In addition, the two mixtures exhibited moderate resistance to chloride-ion penetration at 28 days of age and high freeze/thaw durability. The rubberized mixtures investigated in this study sustained a much higher deformation than the control mixture when subjected to compressive, flexural, and splitting loadings. KW - Admixtures KW - Coarse aggregates KW - Compressive strength KW - Concrete pavements KW - Flexural strength KW - Freeze thaw durability KW - Paving KW - Permeability KW - Recycled materials KW - Tire chips KW - Tires UR - http://www.coloradodot.info/programs/research/pdfs/2013/rubberconcrete.pdf/at_download/file UR - https://trid.trb.org/view/1258830 ER - TY - SER AN - 01491461 JO - TechBrief PB - Federal Highway Administration AU - Nicks, Jennifer AU - Adams, Mike AU - Federal Highway Administration TI - Friction Angles of Open-Graded Aggregates From Large-Scale Direct Shear Testing PY - 2013/07 SP - 8p AB - State and local transportation agencies frequently use open-graded aggregates for wall, roadway, and bridge construction. The primary advantages of using this type of material in wall and abutment applications are ease of constructability, lighter in-place density than well-graded materials, very low fine content, free-draining characteristics, and simpler quality assurance testing, using a method specification for field density. The American Association of State Highway and Transportation Officials (AASHTO) classifies open-graded aggregates according to the M43 gradation based on standard sizes for processed aggregates. Despite common use of these aggregates, their strength characteristics have not been systematically measured or used in design. Instead, engineers frequently use a default friction angle of 34,º leading to potential conservatism in retaining wall and foundation design. The primary purpose of this TechBrief is to present research results on the strength properties of standard open aggregates tested in a large-scale direct shear (LSDS) device to improve the state of practice for the design of structures using these materials. KW - American Association of State Highway and Transportation Officials KW - Dilation KW - Direct shear tests KW - Friction KW - Laboratory tests KW - Open graded aggregates UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/bridge/13068/13068.pdf UR - https://trid.trb.org/view/1259932 ER - TY - RPRT AN - 01491447 AU - Wu, Jonathan TH AU - Pham, Thang Q AU - Adams, Michael T AU - University of Colorado, Denver AU - Federal Highway Administration TI - Composite Behavior of Geosynthetic Reinforced Soil Mass PY - 2013/07 SP - 214p AB - This study investigated the composite behavior of a geosynthetic reinforced soil (GRS) mass. Many studies have been conducted on the behavior of GRS structures; however, the interactive behavior between the soil and geosynthetic reinforcement in a GRS mass has not been fully elucidated. Current design methods consider the reinforcement in a GRS structure as tiebacks and adopt a design concept that the reinforcement strength and reinforcement spacing produce the same effects on the performance of a GRS structure. This has encouraged designers to use stronger reinforcement at a larger spacing to reduce time and effort in construction. A series of large-size generic soil geosynthetic composite (GSGC) tests were designed and conducted to examine the behavior of a GRS mass under well-controlled conditions. The tests clearly demonstrated that reinforcement spacing has a much stronger impact than reinforcement strength on the performance of the GRS mass. An analytical model was established to describe the relative contribution of reinforcement strength and reinforcement spacing. Based on the analytical model, equations were developed to calculate the apparent cohesion of a GRS composite, the ultimate load-carrying capacity of a GRS mass, and the required tensile strength of reinforcement for a prescribed value of spacing. The equations were verified using measured data from the GSGC tests and measured data from large-size experiments by other researchers, as well as by results of the finite element (FE) method of analysis. Due to the popularity of GRS walls with modular block facing, an analytical procedure was developed for predicting the walls’ lateral movement. This procedure also allows the required tensile strength of the reinforcement to be determined by simple calculations. In addition, compaction-induced stresses, which have usually been ignored in design and analysis of GRS structures, were investigated. An analytical model for estimating compaction-induced stresses in a GRS mass was proposed. Preliminary verification of the model was made by using results from the GSGC tests and FE analysis. The dilative behavior of a GRS composite was also examined. The presence of geosynthetic reinforcement has a tendency to suppress dilation of the surrounding soil and reduce the angle of dilation of the soil mass. The dilative behavior offers a new explanation of the reinforcing mechanism, and the angle of dilation may be used to reflect the degree of reinforcing of a GRS mass. KW - Compaction KW - Composite structures KW - Design KW - Dilation KW - Geosynthetics KW - Reinforced soils KW - Reinforcing materials KW - Retaining walls KW - Soils UR - http://www.fhwa.dot.gov/publications/research/infrastructure/10077/10077.pdf UR - https://trid.trb.org/view/1259931 ER - TY - RPRT AN - 01491420 AU - Avendano, Alejandro AU - Hovell, Catherine AU - Moore, Andrew AU - Dunkman, David AU - Nakamura, Eisuke AU - Bayrak, Oguzhan AU - Jirsa, James AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Pretensioned Box Beams: Prestress Transfer and Shear Behavior PY - 2013/07//Technical Report SP - 278p AB - Pretensioned concrete box beams have been used in highway bridges for more than half a century. Due to their geometry, they have often been used as a viable alternative to the classic I-shaped girders. Box beams are highly effective in cases where speed of construction is a priority. However, the detailing and design of box beams are more complicated than that of I-shaped girders. The flow of forces at the beam’s end blocks must be understood in order to detail reinforcement adequately. The following were the objectives of this research study: (1) quantify the demands placed on box beam end blocks upon prestress transfer, (2) characterize the demands placed on box beam end blocks upon the application of superimposed loads, (3) evaluate the effects of alternative void geometries at skewed ends of box beams on curing temperatures, (4) based on the knowledge gained, improve the box beam end blocks, (5) test the improved end block under worst case scenario demands at prestress transfer and under extreme loading conditions, and (6) validate currently used shear strength design methodologies in their application to pretensioned box beams. In order to achieve these objectives, an experimental program was conducted. The experimental program included the load testing of ten 4B28 and five 5B40 box beams, for a total of twenty nine load tests. The influence of several factors that distinguish box beam behavior from the better-understood I-shaped girder behavior was studied. Additionally, the experimental program included the fabrication, instrumentation and early-age behavior study of five 5B40 box beams. The first three beams were used to assess the behavior of box beams fabricated with the current Texas Department of Transportation (TxDOT) standard details (from December 2006). The fourth beam incorporated modifications to the standard reinforcement details based on the observations made through the study of the first three 5B40 box beams. The last specimen corresponded to a new box beam cross section (5XB40) optimized to be used in a spread-box beams configuration. KW - Box beams KW - Bridge design KW - Load tests KW - Prestressed concrete KW - Shear strength KW - Structural analysis KW - Texas UR - http://library.ctr.utexas.edu/ctr-publications/0-5831-3.pdf UR - https://trid.trb.org/view/1257632 ER - TY - RPRT AN - 01491395 AU - Arrington, Dusty AU - Bligh, Roger P AU - Menges, Wanda L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - MASH Test 3-21 on TL-3 Thrie Beam Transition Without Curb PY - 2013/07 SP - 74p AB - This project evaluated the impact performance of a modified Texas Department of Transportation (TxDOT) thrie beam transition to rigid concrete barrier without a curb element below the transition rail. In a previous test described in TxDOT Research Report 0-4564, a thrie beam transition without curb failed to meet National Cooperative Highway Research Program (NCHRP) Report 350 performance criteria. However, it could not be discerned whether the vehicle instability observed in that test was attributable to the missing curb or the rotation of the thrie beam transition rail into the sloped face of the concrete safety shape rail at the bridge end connection point. KW - AASHTO Manual for Assessing Safety Hardware KW - Guardrail transition sections KW - Guardrails KW - Highway safety KW - Impact tests KW - Median barriers KW - Texas KW - Thrie beams UR - http://tti.tamu.edu/documents/9-1002-12-3.pdf UR - https://trid.trb.org/view/1258451 ER - TY - RPRT AN - 01491380 AU - Anderson, Keith AU - Uhlmeyer, Jeff S AU - Sexton, Tim AU - Russell, Mark AU - Weston, Jim AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Evaluation of Long-Term Pavement Performance and Noise Characteristics of Open-Graded Friction Courses – Project 3 – Final Report PY - 2013/07//Final Report SP - 76p AB - This report describes the third of three experimental installations of open-graded friction course (OGFC) “quieter pavements” designed to reduce the noise generated at the tire/pavement interface. Experimental sections of OGFC were built using asphalt rubber (AR) and styrene-butadiene-styrene (SBS) modified asphalt binders. A section of conventional hot mix asphalt (HMA) served as the control section for the two experimental sections. The noise level of the OGFC-AR test section was audibly quieter (3 dBA or greater quieter) than the HMA control section for only a period of ten months after construction. The OGFC-SBS section was audibly quieter than the HMA for one month after construction. The amount of wear/rutting on this project was less than on the other two quieter pavement projects. The reason was that this project was not subject to the same weather and traffic conditions as the other two projects. The other projects were subject to a severe winter storm that resulted in a higher use of studded tires and chains for an extended time period. Pavement condition data showed that the OGFC-AR pavement was less resistant to reflection cracking than the OGFC-SBS pavement. Open graded friction course quieter pavements are not recommended for use in Washington State due to the short duration of their noise mitigation properties. KW - Asphalt rubber KW - Bituminous binders KW - Friction course KW - Hot mix asphalt KW - Open graded aggregates KW - Pavement performance KW - Reflection cracking KW - Rutting KW - Styrene butadiene styrene KW - Test sections KW - Tire/pavement noise KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/749.2.pdf UR - https://trid.trb.org/view/1258626 ER - TY - RPRT AN - 01491315 AU - Vijaykumar, Aishwarya AU - Arambula, Edith AU - Freeman, Thomas J AU - Martin, Amy Epps AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Revision and Further Validation of Surface-Performance Graded Specification for Surface Treatment Binders PY - 2013/07//Technical Report SP - 124p AB - The design and selection of surface treatment binders in service is currently based on specifications that include tests of emulsion residues or hot-applied asphalt cements at standard temperatures that do not cover the entire range of in service temperatures, measure properties that are not performance-related, and do not consider representative aging conditions for the critical first year. Current specifications for these binders consider properties of the material during both construction and in service, and a wide range of materials can be utilized to meet the current specified properties. A surface performance-graded (SPG) specification for the evaluation and selection of chip seal binders which addressed these shortcomings was developed as part of previous Texas Department of Transportation (TxDOT) and National Cooperative Highway Research Program (NCHRP) research projects. In the current study, the SPG specification was revised and further validated.. This was accomplished by standardizing the emulsion residue recovery method through the evaluation of two warm oven methods, exploring the exclusive use of the dynamic shear rheometer (DSR) for determining performance-related properties, and further field validating the thresholds for these properties. The laboratory and field results were used to revise the SPG specification for surface treatment binders in service. Moreover, the results obtained from the multiple stress creep recovery and DSR frequency sweep tests were compared with field performance to evaluate additional criteria for the specification. This study is limited to producing a revised SPG specification for performance-related properties that address aggregate retention and bleeding in service. The effects of construction and quality control processes are beyond the scope of this study sponsored by TxDOT, and additional specifications are needed for use in conjunction with the SPG specification to address these issues and ensure adequate performance. KW - Bituminous binders KW - Chip seals KW - Field tests KW - Multiple Stress Creep Recovery KW - Oven tests KW - Pavement performance KW - Performance based specifications KW - Rheology KW - Surface treating KW - Texas KW - Validation UR - http://tti.tamu.edu/documents/0-6616-1.pdf UR - https://trid.trb.org/view/1259156 ER - TY - RPRT AN - 01491303 AU - Akar, Gulsah AU - Gordon, Steven I AU - Zhang, Yuan AU - Ohio State University, Columbus AU - Ohio Supercomputer Center AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Linking Land Use, Transportation and Travel Behavior in Ohio PY - 2013/07//Final Report SP - 124p AB - This study developed a Regional Land Use Allocation Decision Analysis Tool, which enables decision makers to quantify the impacts of population and employment distribution in terms of the resulting vehicle miles traveled (VMT). The study addresses the need for improving our understanding of the links between land use and transportation and provides Ohio Department of Transportation (ODOT) a user-friendly modeling tool to develop forecasts based on different land use, transportation, and policy scenarios. The Regional Land Use Allocation Decision Analysis Tool developed through this study has two main components: a Land Allocation Component and a Transportation Component. This tool forecasts the impacts of future land use policies in Ohio, based on alternative assumptions of highway and mass transit corridor development, zoning and environmental constraints, regional growth or decline projections, and changes in travel associated with auto trip generation rates and trip distances. KW - Decision support systems KW - Employment KW - Forecasting KW - Land use KW - Ohio KW - Policy KW - Population KW - Travel behavior KW - Travel patterns KW - Trip generation KW - Trip length KW - Vehicle miles of travel UR - http://worldcat.org/oclc/870968264/viewonline UR - https://trid.trb.org/view/1258627 ER - TY - RPRT AN - 01491283 AU - Claassen, Vic AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Evaluation of Soil Resources for Sustained Vegetative Cover of Cut-Slopes Along I-70 near Straight Creek PY - 2013/07//Final Report SP - 46p AB - Revegetation of high elevation decomposed granite cut-slopes often requires repeated applications of soil amendments to attain sustained vegetative cover. Plant transects from slopes west of the Eisenhower Tunnel from 2007 to 2012 showed that cover was generally stable during this period. Soil fertility tests indicated that nutrients are generally low but still comparable to disturbed-but-revegetated reference plots. Soil organic matter and slow-release forms of nitrogen (N) may be a potential limiting factor. The N release rates of several common Colorado Department of Transportation (CDOT) soil amendments were evaluated in a multi-year, field incubation experiment. Test results indicate a wide range of N release availability from nearly immediate to fairly slow release rates. Of the slow-release materials, about 74% of total N content was released the first growing season, another 7% in the following two years, while about 19% was still retained in a more stable organic matter form at the end of the experiment. The study suggests that after several applications of slow-release amendments, vegetative cover on these cut-slopes is stabilizing. Slopes that show signs of vegetation thinning should be re-amended promptly with modest amounts of slowly available N. Established stands or sites with more moderate growth conditions may be able to take up much of the available N from larger applications of these slow-release amendments. But on newly seeded sites in high elevation conditions with slow growth potential, the plants may not be large enough to capture N as it is released. An amendment with high carbon such as wood chips or shreds may immobilize excess N by incorporating it into microbial biomass as the mulch degrades. This mulch layer would also help retain organic duff to rebuild the soil. Combinations of existing organic amendments may provide slower, more long-lasting N release. Development of a soil test to specifically measure slowly releasing organic N would improve monitoring and management of erosive slopes. KW - Colorado KW - Embankments KW - Nitrogen KW - Revegetation KW - Soil components KW - Soil stabilization KW - Vegetation UR - http://www.coloradodot.info/programs/research/pdfs/2013/cutslopes.pdf/at_download/file UR - https://trid.trb.org/view/1257424 ER - TY - RPRT AN - 01489994 AU - Chaunsali, Piyush AU - Lim, Seungmin AU - Mondal, Paramita AU - Foutch, Douglas AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Bridge Decks: Mitigation of Cracking and Increased Durability PY - 2013/07//Research Report SP - 102p AB - This report discusses the application of expansive cements (Type K and Type G) and shrinkage-reducing admixtures (SRAs) in reducing the cracking due to drying shrinkage. The Type K expansive cement contained portland cement and calcium sulfoaluminate-based component whereas the Type G expansive system was made of portland cement and calcium oxide (CaO)-based component. The restrained expansion test in accordance with ASTM C 878 demonstrated that Type K and Type G concretes had minimal shrinkage at the end of 100 days. The Type K bridge deck model also exhibited a reduction in tensile strain on the order of 40-50 microstrains and reduction in excess shrinkage potential which showed its effectiveness in reducing the tensile stress due to drying shrinkage. The effect of mineral admixtures on expansion characteristics of Type K and Type G system is also discussed. The effectiveness of SRA was assessed using ASTM C 1581 that clearly showed the delay in cracking time due to addition of an SRA. The increase in SRA dosage reduced the drying shrinkage, but also resulted in reduction of compressive strength. KW - Admixtures KW - Bridge decks KW - Compressive strength KW - Cracking KW - Durability KW - Expansive cement KW - Shrinkage KW - Tension UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=3099 UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=4980 UR - https://trid.trb.org/view/1257346 ER - TY - RPRT AN - 01487846 AU - Walubita, Lubinda F AU - Hoeffner, Jacob AU - Scullion, Tom AU - Texas A&M Transportation Institute, College Station AU - University of Texas, San Antonio AU - Texas Department of Transportation AU - Federal Highway Administration TI - New Generation Mix-Designs: Laboratory-Field Testing and Modifications to Texas HMA Mix-Design Procedures PY - 2013/07//Technical Report SP - 126p AB - Recent changes to the Texas hot mix asphalt (HMA) mix-design procedures such as adaption of the higher-stiffer performance grade asphalt-binder grades and the Hamburg test have ensured that the mixes that are routinely used on the Texas highways are not prone to rutting. However, performance concerns have been raised with these HMA mixes that are now drier, more difficult to compact, and more susceptible to premature cracking. This is particularly problematic with the dense-graded mixes (Type C and D) that are widely used throughout the state of Texas. Therefore, there has been a great need to either: (1) modify the existing Texas HMA mix-design criteria and/or to include new simpler cracking test procedures; or (2) develop new mix-design methods that will optimize HMA field performance, particularly with respect to cracking. As a means toward addressing these issues, this report provides documentation of a 4-year research study that included the following major tasks: a) comparative evaluation of the Texas gyratory and balanced mix design (BMD) methods; b) development and evaluation of numerous HMA mix designs including reclaimed asphalt pavement (RAP) and recycled asphalt shingles (RAS) mixes, c) extensive laboratory test including Hamburg rutting and Overlay Tester crack evaluations; d) accelerated pavement testing and performance evaluation; e) field testing and performance monitoring of in-service highway test sections. Based on the study findings and as documented herein, recommendations for updates and modifications to the Texas HMA mix-design methods were made. Additionally, new guidelines and specifications were also developed for new generation HMA mix-design procedures. Overall, the BMD method that is rutting-cracking performance based exhibited superiority over the traditional Texas gyratory mix-design method, particularly in terms of HMA mix constructability and cracking performance. KW - Accelerated tests KW - Field tests KW - Hot mix asphalt KW - Laboratory tests KW - Mix design KW - Pavement cracking KW - Pavement performance KW - Recycled materials KW - Rutting KW - Test sections KW - Texas KW - Workability UR - http://tti.tamu.edu/documents/0-6132-3.pdf UR - https://trid.trb.org/view/1256672 ER - TY - RPRT AN - 01487843 AU - Mukhopadhyay, Anal K AU - Pitre, Brandon AU - Russell, Andrew AU - Arambula, Edith AU - Estakhri, Cindy AU - Deng, Youjun AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Treatments for Clays in Aggregates Used to Produce Cement Concrete, Bituminous Materials, and Chip Seals: Technical Report PY - 2013/07//Technical Report SP - 190p AB - The clay contamination of coarse and fine aggregates and its effects on pavement performance of portland cement concrete, bituminous mixes and chip seals is a major concern for Texas Department of Transportation. This research proposed (1) to determine what type and concentration of clay mineral will result in poor pavement performance, (2) to identify a quick field test method to detect the presence of deleterious clay minerals in the stockpile, and (3) to suggest remedial techniques to make the clay contaminated aggregates acceptable for use. The modified methylene blue (MMB) and X-Ray Diffraction (XRD) tests were identified as the most promising methods to identify and quantify clay mineral in aggregate fines. Nearly thirty aggregate sources have been tested using the MMB test. XRD was used to determine the content of different clay minerals present in these samples. A strong positive correlation between expansive clay content and methylene blue value (MBV) was evident which clearly indicates that the MMB test is the most reliable and rapid test method to detect clay minerals in aggregate fines. XRD is an advance research tool which was used to validate the MMB test. The correlation between MBV and concrete performance testing (both portland cement concrete (PCC) and hot mix asphalt (HMA)) became the basis to assign a threshold MBV (corresponds to the maximum permissible clay content within the aggregate fines) and categorize aggregates fines with different ranges of MBV. A high MBV indicate increased potential for diminished aggregate performance in asphalt, concrete, and other construction applications. The Methylene Blue Test is sensitive to clays which contribute to stripping in HMA and could be used to eliminate problematic field sand sources. It appears that HMA is more robust and can tolerate higher amounts of clay contamination than PCC, mainly because water is not present in HMA. Although the bar linear shrinkage and sand equivalent tests give good repeatability in the results, these tests fail to provide consistent and accurate indications of clay minerals present in aggregate fines. Based on MMB test, materials that are failed by the current specifications (e.g., aggregate fines with clay size non-clay mineral particles) can be allowed, which promotes sustainability and saves money. Therefore, type and concentration of clay minerals present in aggregate fines are very important aspects in relation to pavement performance. The guidelines for controlled use of aggregate fines with varying level of clay contamination have been developed and further research / implementation plan has been proposed. KW - Aggregates KW - Bituminous mixtures KW - Chip seals KW - Clay minerals KW - Field tests KW - Hot mix asphalt KW - Pavement performance KW - Portland cement concrete KW - Test procedures KW - Texas UR - http://tti.tamu.edu/documents/0-6444-1.pdf UR - https://trid.trb.org/view/1256673 ER - TY - RPRT AN - 01487832 AU - Walubita, Lubinda F AU - Scullion, Tom AU - Texas A&M Transportation Institute AU - University of Texas, San Antonio AU - Texas Department of Transportation AU - Federal Highway Administration TI - New Generation HMA Mix Designs: Accelerated Pavement Testing of a Type C Mix with the ALF Machine PY - 2013/07//Technical Report SP - 70p AB - Recent changes to the Texas hot-mix asphalt (HMA) mix-design procedures,such as the adaption of the higher-stiffer performance-grade asphalt-binder grades and the Hamburg test, have ensured that the mixes that are routinely used on Texas highways are not prone to rutting. However, performance concerns have been raised with these HMA mixes, which are now drier, more difficult to compact, and more susceptible to premature cracking. This is particularly problematic with the dense-graded mixes (Type C and D) that are widely used throughout the state of Texas. Several new ideas have been under consideration to either: (a) modify the existing HMA mix-design criteria and/or include new and simpler cracking test procedures, or (b) develop new generation HMA mix-design methods that will optimize HMA field performance, particularly with respect to cracking. In this study, two HMA mix-design methods, namely the traditional Texas gyratory (TG) and the proposed balanced mix design (BMD) were comparatively evaluated in the laboratory and then validated in the field using accelerated pavement testing (APT) with the accelerated loading facility in Louisiana. A typical Texas dense-graded Type C mix, designed using both the TG (herein called the Control) and the BMD (herein called the Modified) methods, was utilized. This report provides a detailed documentation of the laboratory and field APT test results of the Type C mix, both the Control and Modified designs, respectively. Compared to the traditional TG method, the study findings indicated that the proposed BMD method yields a richer HMA mix design with higher asphalt-binder content and superior crack resistance and constructability (workability and compactability) properties, respectively. KW - Accelerated tests KW - Dense graded aggregates KW - Field tests KW - Hot mix asphalt KW - Laboratory tests KW - Louisiana Accelerated Loading Facility KW - Mix design KW - Pavement cracking KW - Pavement performance KW - Texas KW - Workability UR - http://tti.tamu.edu/documents/0-6132-2.pdf UR - https://trid.trb.org/view/1256658 ER - TY - RPRT AN - 01487831 AU - Newcomb, David AU - Lenz, Russel AU - Estakhri, Cindy AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of the Texas Tier System for Seal Coat Binder Specification PY - 2013/07//Technical Report SP - 36p AB - The Texas Department of Transportation (TxDOT) instituted a change in their seal coat binder specification in 2010 which allowed districts to select multiple binders within specified traffic levels or tiers for the purposes of allowing contractors to bid the work with the most economical binder available to them. Known as the tier system, it is estimated that this approach has saved TxDOT over $33 million in the 2.5 years that it has been used. While this savings is substantial, it was recognized that refinements to the tier system were needed to address specific performance problems. This research project was initiated to poll TxDOT district personnel, contractors, and chip seal binder suppliers to ascertain how the tier system was working, what modifications could be made to improve performance, and what other issues needed to be addressed. Although the tier system is generally working as intended, there are opportunities for improvement. These include an expanded education effort for all levels of TxDOT personnel involved in chip seal construction, changing traffic requirements to reflect cumulative and truck characteristics, keeping the tier system for district wide chip seal programs, updating the current chip seal manual, developing standards for pavement preparation ahead of sealing, allowing more flexibility for selecting binders for individual projects, developing generic chip seal binder specifications, removing aggregate requirements from the current tier system, initiate research into the development of a good winter binder, and initiate research into the development and application of seal coat test methods. KW - Bituminous binders KW - Chip seals KW - Contractors KW - Materials selection KW - Pavement maintenance KW - Seal coats KW - Specifications KW - Texas Department of Transportation UR - http://tti.tamu.edu/documents/0-6798-1.pdf UR - https://trid.trb.org/view/1256675 ER - TY - RPRT AN - 01487827 AU - Beaty, Curtis AU - Burris, Mark AU - Geiselbrecht, Tina AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Executive Report: Toll Roads, Toll Rates, and Driver Behavior PY - 2013/07//Technical Report SP - 14p AB - State and federal research has examined toll roads and attempted to identify methods to make toll roads a more attractive option for drivers. Researchers examined various views of toll road transactions and concluded: (1) Truckers and trucking companies view toll roads significantly differently than the average passenger car driver. Travel time savings and avoiding congestion are generally less important than the actual cost of the tolls and their inability to pass those costs to their customers. (2) Drivers require more information on toll roads: where they are located, how/where to access them, how to pay for the toll transaction, how much time they will save by taking a toll road versus a free alternative, who operates a given toll road, etc. (3) Raising toll rates actually increases revenue while lowering toll rates increases traffic volumes at the expense of toll revenues. KW - Automobile drivers KW - Behavior KW - Rates, fares and tolls KW - Revenues KW - Texas KW - Toll roads KW - Tolls KW - Truck drivers UR - http://tti.tamu.edu/documents/0-6737-1.pdf UR - https://trid.trb.org/view/1256674 ER - TY - RPRT AN - 01486998 AU - Federal Highway Administration TI - Congestion Pricing Experiments and the Effects on Driver Choices PY - 2013/07 SP - 2p AB - When and why drivers choose a tolled facility versus an untolled but congested parallel route is the subject of a 3-year project funded by the Federal Highway Administration’s (FHWA) Exploratory Advanced Research (EAR) Program, in partnership with the University of Central Florida (UCF) and Georgia State University (GSU). This study used experimental economics to observe choices with precise monetary incentives. The participant pool was drawn from drivers in Orlando, Florida, and Atlanta, Georgia. Participants received travel options with travel time and financial consequences. The overall objective of the study is to understand why drivers change their route choices when tolls change. A particular focus is the extent to which responses differ depending on varying preferences and perceptions of travel times and travel time reliability. Many of the instruments and procedures used in this study represent new methods of generating behavioral data on policy issues. KW - Atlanta (Georgia) KW - Automobile drivers KW - Congestion pricing KW - Orlando (Florida) KW - Route choice KW - Toll roads KW - Tolls KW - Travel behavior KW - Travel time UR - http://www.fhwa.dot.gov/advancedresearch/pubs/congestion/white_congestion_pricing.pdf UR - https://trid.trb.org/view/1256541 ER - TY - RPRT AN - 01486904 AU - Tischmak, Dale AU - Felsburg Holt & Ullevig AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Investigation into Effective Traffic Noise Abatement Design Solutions for Mountain Corridors PY - 2013/07//Final Report SP - 118p AB - Traffic noise abatement in mountain corridors can be difficult because traditional roadside barriers may be ineffective due to topography or may not fit the setting. This study examined current best practices from around the world to gather concepts for mitigating traffic noise in mountain corridors in Colorado. A literature review of prospective noise abatement actions found that noise barriers are the most effective direct noise abatement measure, although quieter pavements could have an important supporting role. The literature review was followed by computerized traffic noise modeling of promising candidate barrier concepts. Several noise barriers were evaluated through modeling at two areas along the I-70 corridor using the Nord2000 Road prediction method. Each of the barriers was found to be effective in some or many situations; the largest, most imposing barrier (galleries) showed the most potential for reducing traffic noise at locations above the elevation of the highway. Continued use of noise barriers as a primary abatement mechanism was recommended. Consideration of quieter default pavement types was recommended to lower general traffic noise levels in support of environmental stewardship goals. Several implementation steps were suggested as potential future implementation steps. Update CDOT’s noise technical guidance to include these findings. Build off previous CDOT efforts with context-sensitive solutions by beginning to define what it will mean in terms of noise abatement. Additional analysis tools may be needed beyond TNM. Noise barrier concepts and materials that are new to CDOT may need to be implemented for future projects. Build off previous CDOT research to investigate potential benefits from quieter standard pavement types. CDOT should continue to monitor new developments for improved noise abatement solutions. KW - Colorado KW - Mountain roads KW - Noise KW - Noise barriers KW - Noise control KW - Pavement design KW - Traffic noise KW - Traffic Noise Model UR - http://www.coloradodot.info/programs/research/pdfs/2013/mountain.pdf/at_download/file UR - https://trid.trb.org/view/1256467 ER - TY - RPRT AN - 01486894 AU - Mallela, Jagannath AU - Titus-Glover, Leslie AU - Sadasivam, Suri AU - Bhattacharya, Biplab AU - Darter, Michael AU - Von Quintus, Harold AU - Applied Research Associates, Incorporated AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Implementation of the AASHTO Mechanistic-Empirical Pavement Design Guide for Colorado PY - 2013/07//Final Report SP - 209p AB - The objective of this project was to integrate the American Association of State Highway and Transportation Officials (AASHTO) Mechanistic-Empirical Pavement Design Guide, Interim Edition: A Manual of Practice and its accompanying software into the daily pavement design, evaluation, rehabilitation, management, and forensic analysis practices and operations of the Colorado Department of Transportation (CDOT). The Pavement ME Design software (formerly DARWin-ME) is a state-of-the-practice analysis tool for evaluating new, reconstructed, and rehabilitated flexible, rigid, and semi-rigid pavement structures based on mechanistic-empirical principles. Using project specific traffic, climate, and materials data, Pavement ME Design estimates and accumulates pavement damage and other forms of deterioration over a specified design/analysis period and then applied transfer functions to transform damage/deterioration into distress and smoothness. The pavement designer then determines the adequacy of a desired pavement section by evaluating predicted distress and smoothness at a given reliability level at the end of the design period. As a forensic analysis tool, Pavement ME Design can be used to model a pavement structure, simulate the combined effect of application of traffic load and climate cycles, and determine the performance (or lack of) for a specified time period. The implementation of Pavement ME Design as a CDOT standard required modifications in some aspects of CDOT pavement design practices (materials testing, testing equipment, traffic data reporting, software/database integration, development of statewide defaults for key inputs, policy regarding design output interpretation, and others). Also, implementation required validation (and sometimes calibration) of the software’s “global” pavement distress and smoothness prediction models for Colorado conditions. This was accomplished using data from Long Term Pavement Performance (LTPP) projects located in Colorado and CDOT pavement management system sections. Default key data inputs were also developed, as was guidance for using the Pavement ME Design procedure for pavement design in Colorado. KW - Colorado KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Pavement distress KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Rigid pavements KW - Smoothness UR - http://www.coloradodot.info/programs/research/pdfs/2013/mepdg.pdf/at_download/file UR - https://trid.trb.org/view/1256466 ER - TY - RPRT AN - 01486887 AU - Kiousis, Panos D AU - Whitcomb, Brent L AU - Colorado School of Mines AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Self-Consolidating Concrete Repairs on Interstate 25 Bridge Abutments North of Mead PY - 2013/07//Final Report SP - 21p AB - In August of 2011 CDOT performed maintenance on Interstate 25 bridges D-17-DA and DB on I-25 north of Mead, CO. The maintenance was performed using self-consolidating concrete (SCC), and the methods were based on a study performed by the Colorado School of Mines under contract number 09 HTD 00027, and published in a CDOT 2007 report titled “Study on the Use of Self-Consolidating Concrete for the Repair of the Mead Bridges on I-25.” The concrete abutments at the Mead Bridges on I-25 deteriorated in recent years due to unexpected freeway embankment movements. In many places the concrete had spalled off and exposed the steel reinforcement. The north abutments were especially affected by the embankment progressive movement towards the bridge. This movement forced the abutment against the steel girders, and progressed to the point where the abutment cover was crushed and the girders came in direct contact with the abutment reinforcement. It also resulted in buckling of the concrete deck, which was lifted off of the girders, resulting in a gap between the deck and the girders. To mitigate the problems described above, CDOT decided to “lock” the girders to the abutments with the use of SCC. The intent to use SCC was based on the need to have a flowable, yet stable concrete that could encapsulate the ends of the steel girders and the space in between them, without leaving voids at the interface of the new concrete and the existing deck slab, and without the need to vibrate the new concrete during placement. To achieve these goals, a high flowability concrete was designed with the intent of placing it through a number of holes at the deck within the encased area. One year after completion of the repair, inspections of the abutments were made in order to verify the performance of the repair after a full cycle of seasonal temperature changes. The inspection found that the concrete placed around the girders is performing as intended. No significant cracking or other indications of concrete failure were seen. The long-term performance of the repair is yet to be determined, but the inspection after one year of seasonal thermal cycles has not revealed any detriments to the concrete or steel girders. It is recommended that the long-term behavior of the repair concrete, steel girders, deck, and abutment movements be monitored in order to ascertain that no problems arise. KW - Bridge abutments KW - Bridge decks KW - Colorado KW - Girders KW - Rehabilitation (Maintenance) KW - Reinforcing steel KW - Repairing KW - Self compacting concrete UR - http://www.coloradodot.info/programs/research/pdfs/2013/mead.pdf/at_download/file UR - https://trid.trb.org/view/1256468 ER - TY - RPRT AN - 01486859 AU - Ballard, Zachoriah J AU - Durham, Stephan AU - Liu, Rui AU - University of Colorado, Denver AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Developing Criteria for Performance-Based Concrete Specifications PY - 2013/07//Final Report SP - 75p AB - For more than 50 years now, concrete technology has advanced, but CDOT specifications for durability have remained mostly unchanged. The minimum cement content for a given strength is derived from mix design guidelines that were developed before water reducing admixtures were widely used and accepted. The minimum cement content generally controls the mix design process, with many mix designs exceeding the minimum strength requirements by 500 to 1,000 psi. Ready mix suppliers that supply to non-CDOT projects have developed mix designs that use less cement and more fly ash than CDOT mix designs and exceeded their strengths. They are able to accomplish this improvement through gradation optimization and admixture combinations. The proposed study tested current CDOT standard mix designs to determine minimum required performance criteria that will be used to develop performance-based concrete mix design criteria. The product of this research will provide the CDOT Materials and Geotechnical Branch with criteria that can be used in the development of performance-based concrete mix design specifications. The use of performance-based specifications would allow ready mixed concrete suppliers to optimize the materials used in creating mix designs. This materials optimization can lower cement content and increase fly ash content that would lead to reduction of costs and concrete carbon footprints in CDOT construction projects. KW - Admixtures KW - Cement content KW - Concrete KW - Fly ash KW - Mix design KW - Specifications UR - http://www.coloradodot.info/programs/research/pdfs/2013/performance.pdf/at_download/file UR - https://trid.trb.org/view/1256465 ER - TY - RPRT AN - 01493366 AU - Sage, Jeremy AU - Casavant, Ken AU - Goodchild, Anne AU - McCormack, Ed AU - Wang, Zun AU - McMullen, B Starr AU - Holder, Daniel AU - Washington State University, Pullman AU - University of Washington, Seattle AU - Oregon State University, Corvallis AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Pacific Northwest Transportation Consortium AU - Federal Highway Administration TI - Development of a Freight Benefit/Cost Methodology for Project Planning PY - 2013/06/30/Research Report SP - 152p AB - Future reauthorizations of the federal transportation bill will require a comprehensive and quantitative analysis of the freight benefits of proposed freight system projects. To prioritize public investments in freight systems and to insure consideration of the contribution of freight to the overall system performance, states and regions need an improved method to analyze freight benefits associated with proposed highway and truck intermodal improvements that would lead to enhanced trade and sustainable economic growth, improved safety and environmental quality, and goods delivery in Washington State. This project develops a process to address this need by building on previous and ongoing research by some project team members with the goal of developing an agency-friendly, data-supported framework to prioritize public investments for freight systems in Washington and Oregon. The project integrates two ongoing Washington State Department of Transportation (WSDOT) funded efforts: one to create methods to calculate the value of truck and truck-intermodal infrastructure projects and the other to collect truck probe data from commercial global positioning system (GPS) devices to create a statewide Freight Performance Measures (FPM) program. This integration informs the development of a framework that allows public agencies to quantify freight investment benefits in specific areas such as major freight corridors and across borders. KW - Benefit cost analysis KW - Economic impacts KW - Freight traffic KW - Freight transportation KW - Global Positioning System KW - Investments KW - Oregon KW - Performance measurement KW - Strategic planning KW - Travel time KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/815.1.pdf UR - https://trid.trb.org/view/1261615 ER - TY - RPRT AN - 01486976 AU - Aboutaha, Riyad S AU - Jnaid, Fares AU - Sotoud, Sara AU - Tapan, Mucip AU - Syracuse University AU - University Transportation Research Center AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Seismic Evaluation and Retrofit of Deteriorated Concrete Bridge Components PY - 2013/06/30/Final Report SP - 194p AB - Corrosion of steel bars in reinforced concrete structures is a major durability problem for bridges constructed in New York State (NYS). The heavy use of deicing salt compounds this problem. Corrosion of steel bars results in loss of steel cross section, deterioration of bond between concrete and reinforcing bars, and more importantly, in most cases, it results in unsymmetrical concrete sections that are susceptible to shear stresses produced by torsion. Though earthquake frequency of occurrence and expected ground accelerations in NYS is less than in western states, the potential for earthquake damage in or around NYS is still very real. Given the level of deterioration in many reinforced concrete bridges in NYS, they are considered very vulnerable to major damage during a moderate seismic event. There is an urgent need for proper guidance for evaluation of deteriorated reinforced concrete bridge components that could assist structural engineers in estimating the reserved strength of deteriorated bridges and designing cost-effective methods for retrofit. Proper evaluation and retrofit of existing deteriorated reinforced concrete bridges will limit the collapse of bridges during moderate seismic events in NYS and the surrounding states, and consequently save people’s lives. The findings of this investigation suggest the need for seismic retrofit of deteriorated reinforced concrete bridge columns, particularly those with corroded lap splice in longitudinal reinforcement. The study also suggests the need for retrofit of corroded pedestals over piers and abutments, as they may cause sudden unseating of girders. KW - Bridge members KW - Columns KW - Corrosion KW - Earthquake resistant design KW - New York (State) KW - Reinforced concrete bridges KW - Retrofitting KW - Structural deterioration and defects UR - http://www.utrc2.org/sites/default/files/pubs/Seismic-Evaluation-Retrofit-of-Deteriorated-Bridges--Riyad-Aboutaha--Final-Report.pdf UR - https://trid.trb.org/view/1256477 ER - TY - RPRT AN - 01605740 AU - Cempel, Erik AU - Hutson, Nathan AU - Ahem, Kelsey AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - How to Improve Performance on Corridors of National Significance PY - 2013/06/28/Final Report SP - 110p AB - The patterns of movement for intercity passenger and freight traffic are influenced not only by population centers and political boundaries but also by corridors. The goal of this project is to study how states can work together to use performance management elements to improve corridor performance in the Moving Ahead for Progress in the 21st Century Act (MAP-21) goal areas of safety, infrastructure condition, freight movement and economic vitality, and congestion reduction and system reliability. Corridor organizations in different parts of the country may be investigating similar issues and may benefit from cross population of data. A summary of noteworthy practices from among selected coalitions across the country is provided. A key goal of this project involves the incorporation of current information on performance management along with corridor-level planning, management, and operations. The development of a “maturity model” is intended to help agencies gauge how corridor-level planning and monitoring activities within their jurisdiction compare with current national standards as well as the future standards envisioned under MAP-21 for effective interstate corridor performance management. This maturity model is described and tested on two case study coalitions. Finally, an implementation plan contains practical recommendations for agencies on improving and enhancing corridor management activities within their jurisdictions while taking into account each corridor’s unique characteristics and priorities. KW - Best practices KW - Case studies KW - Coalitions KW - Implementation KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Performance measurement KW - Recommendations KW - Standards KW - States KW - Transportation corridors KW - Transportation planning UR - http://www.fhwa.dot.gov/tpm/resources/corridor/hif13058.pdf UR - https://trid.trb.org/view/1415851 ER - TY - ABST AN - 01576052 TI - Computer Vision Measurements and Analysis to Support Naturalistic Driving Studies for Road Safety AB - The project is divided into five phases. In Phase 1, Oak Ridge National Laboratory (ORNL) will design a calibration procedure for instrumented vehicles, then acquire and process calibration data from the second Strategic Highway Research Program (SHRP2) 24-car study instruments. Phase 2 has two subphases consisting of the investigation of infield camera calibration methods (subphase 1) and the development of baseline Automated Identity Masking (AIM) and Automated Feature Extraction (AFE) modules (subphase 2). In Phase 3, ORNL will test the baseline AIM and AFE modules and create an AIM-effectiveness metric based on biometric and feature extraction similarity. In Phase 4, ORNL will conduct the initial evaluation of PT code with PT assistance. A larger data set from the full SHRP2 Naturalistic Driving Study (SNDS) will be created for blind evaluation of algorithms. In conjunction with this blind test set, ORNL will perform additional calibrations on SNDS vehicles as available and accessible. The Oak Ridge National Laboratory will also create computational load projections for PT algorithms of interest and begin design of a data-sharing architecture. Finally, in Phase 5, ORNL will perform final comparisons and evaluations of PT algorithms. The Oak Ridge National Laboratory will develop a plan for future SNDS feature extraction grand challenges and data analytics challenges in conjunction with a data-sharing architecture. KW - Algorithms KW - Calibration KW - Computer vision KW - Data sharing KW - Highway safety KW - Instrumented vehicles KW - Oak Ridge National Laboratory KW - Strategic Highway Research Program 2 UR - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-13-0103 UR - https://trid.trb.org/view/1370000 ER - TY - RPRT AN - 01560092 AU - Jensen, Mark AU - Schiller, Roger AU - Fayez, Sam AU - Cambridge Systematics, Incorporated AU - Department of Transportation AU - Federal Highway Administration TI - Los Angeles-Gateway Freight Advanced Traveler Information System: Prototype Development and Small-Scale Demonstrations for FRATIS PY - 2013/06/28 SP - 42p AB - This Demonstration Plan has been prepared to provide guidance and a common definition to all parties of the testing program that will be conducted for the Los Angeles-Gateway Freight Advanced Traveler Information System (LA-Gateway FRATIS) Demonstration Project. More specifically, this document provides: (1) Planning information that identifies all demonstration elements and site information; (2) Experimental information to support the Impacts Assessment (IA) Team that includes demonstration hypotheses, testing protocols, and data elements collected; and (3) Methods for providing data outputs from this project to the IA Team, and to the United States Department of Transportation (USDOT) Research Data Exchange. KW - Advanced traveler information systems KW - Demonstration projects KW - Evaluation and assessment KW - Freight transportation KW - Gateways KW - Impacts KW - Los Angeles (California) KW - Prototypes UR - http://ntl.bts.gov/lib/54000/54400/54478/Fratis_FHWA-JPO-14-180.pdf UR - https://trid.trb.org/view/1344663 ER - TY - ABST AN - 01547645 TI - Mapping Heavy Vehicle Noise Source Heights for Highway Noise Analysis AB - Heavy vehicles (trucks and buses) are significant contributors to overall traffic noise levels; noise from one heavy truck is equivalent to noise from about 10 passenger cars. Therefore, a thorough understanding of how heavy vehicles emit noise is crucial to the prediction and mitigation of traffic noise. Noise from heavy vehicles comes from a variety of sources including exhaust stacks, muffler shells, exhaust pipes, drivetrain, air intake, cooling fan, tires, and aerodynamic characteristics. The relative contributions of these sources vary with vehicle type, operating conditions, and (for tire noise) the type of pavement. Noise wall heights are determined through modeling and depend on the distribution of noise source heights. Since truck and bus exhaust stacks are often the tallest noise sources, highway noise walls are typically designed so the top of the exhaust stack is obscured from the receiver sight. If, however, the top of the exhaust stack is not the major noise source, then shorter height noise walls could be built to achieve the same acoustical objective. The current treatment of heavy vehicle noise for highway conditions in the current Federal Highway Administration (FHWA) Traffic Noise Model (TNM v.2.5) puts about 50% of heavy vehicle noise at the top of the exhaust stack, about 12 ft high, and the other 50% at ground level, regardless of vehicle speed or pavement type. A number of recent studies have, however, indicated that in modern trucks the majority of noise is generated lower and most may be tire/pavement noise. Others studies have also shown a strong dependence of overall heavy vehicle noise on tire type and pavement type. Therefore, it is essential to have more information about noise sources than can be observed in the standard pass-by measurements currently used to generate data for the FHWA TNM. A recent National Cooperative Highway Research Program (NCHRP) Project 08-56 (NCHRP Report 635: Acoustic Beamforming: Mapping Sources of Truck Noise) developed and experimentally validated a practical acoustic beamforming measurement technique to localize and quantify the noise sources on typical trucks operating under actual roadway conditions. Sound maps and continuous distributions of the source heights were obtained for multiple truck pass-bys on a highway using a microphone array designed and fabricated for the study. With this advanced methodology now available, it provides the opportunity to conduct nationwide roadside truck and bus noise measurements to obtain statistical height distribution data on noise sources that can be used for traffic noise models. KW - Design KW - Heavy vehicles KW - Height KW - Noise KW - Noise barriers KW - Noise control KW - Traffic noise KW - Traffic Noise Model UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3429 UR - https://trid.trb.org/view/1335198 ER - TY - ABST AN - 01543703 TI - Research for the AASHTO Standing Committee on Public Transportation. Task 46. Successful Methods to Acquire and Oversee the Outsourcing of Tasks and Projects Related to State DOT Management of Transit Grant Programs AB - National Cooperative Highway Research Program (NCHRP) Research Results Digest 314, State Department of Transportation (DOT) Staff Resources for Administering Federal Public Transportation Programs (April 2007), identified issues with inadequate levels of in-house staffing for the management of transit grant programs and suggested an option of outsourcing transit grant management tasks. However, the study did not address the details necessary to successfully acquire and oversee those transit grant management tasks performed by contractors. This research will identify strategies and techniques to successfully procure and supervise contractor performance of transit grant management tasks and projects. This research would also survey for transit grant management tasks currently outsourced by state DOTs as well as identify additional tasks that have the potential for outsourcing with successful outcomes. KW - Contracting out KW - Contractors KW - Government funding KW - Grant aid KW - Public transit KW - State departments of transportation KW - Strategic planning KW - Supervision UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3518 UR - https://trid.trb.org/view/1331739 ER - TY - RPRT AN - 01551377 AU - Miller, Kevin AU - Bouattoura, Fariel AU - Seymour, Ed AU - Poe, Chris AU - Forgang, Marc AU - Macias, Roberto AU - Zingalli, Joe AU - Miller, Bryan AU - Dallas Area Rapid Transit AU - Research and Innovative Technology Administration AU - Federal Highway Administration AU - Federal Transit Administration TI - US-75 ICM System Design Document: Dallas Integrated Corridor Management (ICM) Demonstration Project PY - 2013/06/21/Final Report SP - 231p AB - This System Design document for the US-75 Integrated Corridor Management (ICM) Program has been developed as part of the US Department of Transportation Integrated Corridor Management Initiative. The basic premise behind the ICM initiative is that independent, individual network-based transportation management systems, and their cross-network linkages, can be operated in a more coordinated and integrated manner, thereby increasing overall corridor throughput and enhancing the mobility of the corridor users. This document is intended as System Design for the US-75 Corridor in Dallas consisting of freeway, arterial, bus and rail networks, and serving a central business district. The System Design provides a detailed description of the three subsystems: the Decision Support Subsystem, the SmartNET Subsystem, and the SmartFusion Subsystem. KW - Arterial highways KW - Dallas (Texas) KW - Decision support systems KW - Freeways KW - Integrated corridor management KW - Public transit KW - System design KW - Transportation corridors UR - http://ntl.bts.gov/lib/54000/54100/54137/US-75_ICMS_System_Design_Final_508.pdf UR - https://trid.trb.org/view/1340047 ER - TY - RPRT AN - 01493320 AU - Findley, Daniel J AU - Chang, Jeffrey C AU - Vaughan, Christopher L AU - Schroeder, Bastian J AU - Foyle, Robert S AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - NCLOS Program 2010 Update PY - 2013/06/21/Final Report SP - 71p AB - The North Carolina Level of Service (NCLOS) program is a planning-level highway capacity analysis tool developed for North Carolina Department of Transportation (NCDOT) under a previous project. The program uses the operational methodologies in the 2010 Highway Capacity Manual (HCM), along with specific default parameters from North Carolina data, to determine level-of-service (LOS) threshold “capacities” for freeways, multilane highways, two-lane highways and arterial streets. The program is unique in that it provides a graphical display of the measure of effectiveness (MOE) plotted against annual average daily traffic (AADT) for each facility type. Users see best case, default case, and worst case curves, plus a highlighted curve for the LOS selected for the analysis. The focus of this effort was to provide technical support to NCDOT programmers who re-programed NCLOS and analyze NCDOT traffic data for the development of default values and input limitations. The appendix includes the NCLOS user guide. KW - Arterial highways KW - Computer program documentation KW - Freeways KW - Highway capacity KW - Highway Capacity Manual 2010 KW - Level of service KW - Multilane highways KW - North Carolina KW - Software KW - Two lane highways UR - http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2012-05finalreport.pdf UR - https://trid.trb.org/view/1262280 ER - TY - ABST AN - 01487979 TI - The Effect of Truck Size, Weight and Volume on Bridge Safety and Durability. 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 - Axle loads KW - Bridge management systems KW - Bridges KW - Data collection KW - Highway safety KW - Service life KW - Traffic data KW - Truck traffic KW - Vehicle weight UR - http://www.pooledfund.org/Details/Study/519 UR - https://trid.trb.org/view/1257019 ER - TY - ABST AN - 01484621 TI - Development of Geotechnical Procedures/Operations Manual AB - The objective of this project is to develop a manual that provides detailed technical guidance on Geotechnical procedures and selection, management, quality, and cost control of products/series from Geotechnical consultants and drillers. The project will also include development of a web enabled template with an implementation plan and a user interface application that will allow State Departments of Transportation (DOT) to adopt the manual in a form that is most suitable to their needs. KW - Geotechnical engineering KW - Guidelines KW - Implementation KW - Quality control KW - State departments of transportation KW - Test procedures UR - http://www.pooledfund.org/Details/Study/312 UR - https://trid.trb.org/view/1253338 ER - TY - ABST AN - 01484620 TI - Evaluation of Non Intrusive Traffic Detection Technologies Phase III AB - The objective of the proposed project is to conduct field tests of the latest generation of non-intrusive traffic sensors. The field tests will assess the capabilities and limitations in detecting traffic under a variety of conditions. Specific test conditions will be driven by the needs of participating state agencies. KW - Evaluation and assessment KW - Field tests KW - Sensors KW - Traffic control devices KW - Vehicle detectors UR - http://www.pooledfund.org/Details/Study/398 UR - https://trid.trb.org/view/1253337 ER - TY - ABST AN - 01543914 TI - Access Management in the Vicinity of Interchanges AB - Interchanges are a crucial component of the highway system, providing access to the local street system and accommodating development. Local traffic becomes concentrated in the vicinity of interchanges, stimulating additional development. Operational and safety problems can result when driveways and intersections on crossroads are spaced too closely to interchange terminals. Transportation agencies use access management techniques to balance the required mobility of a roadway facility with the accessibility needs of the adjacent land users. In 2004, the Transportation Research Board (TRB) published National Cooperative Highway Research Program (NCHRP) Synthesis 332: Access Management on Crossroads in the Vicinity of Interchanges. This report documented and compiled best available information and practices at the time. Since 2004 there have also been advances in intersection and interchange types and new resources to estimate safety and operational impacts. Synthesis 332 also identified research gaps that limit the ability of transportation professionals to successfully implement sound access management practices. Addressing these research needs and incorporating current knowledge could greatly benefit transportation professionals involved in access management decisionmaking. There is a need to compile best available current information, conduct additional research, and develop guidelines for access management in the vicinity of interchanges. The objectives of this research are to develop (1) guidelines for access management in the vicinity of a freeway interchange and (2) text for recommended revisions to relevant manuals such the American Association of State Highway Officials (AASHTO) Policy on Geometric Design for Roads and Streets, and the Highway Safety Manual. To the extent possible, the project should also include the development of new crash modification factors associated with access management decisions near interchanges. Development of the guidelines should consider, but not be limited to, the following: (1) The relevance of the 13 access spacing factors identified in Synthesis 332 and additional factors if appropriate. (2) Appropriate definitions for measuring access spacing distances. (3) Existing access control rights requirements and definitions related to interchanges. (4) The safety impacts of access management decisions (e.g., crash frequency and severity, number and type of vehicular conflicts). (5) Operational impacts of access management decisions on factors such as traffic flow, delays, crossroad weaving, and queuing of vehicles resulting in backups on off-ramps. (6) How the access spacing factors interact with each other and a methodology to calculate appropriate spacing distance based on the analysis of these combined effects at various intersection and interchange types and forms. (7) Compatibility of access management decisions with other agency goals related to factors such as non-motorized road user needs, transit access, environmental impacts, land use policies, local traffic circulation, and impacts on property and business owners. (8) Applying flexibility when needed for specific geometry, properties, or building locations, or when operating within an existing street network. (9) Alternative methods for managing access in constrained conditions. (10) Guidelines on coordinating with multiple agencies involved in access management decisions. (11) Case studies to illustrate successful application of the guidelines. These should include examples of how access management issues could be or have been addressed and the resulting safety and operational impacts. KW - Access control (Transportation) KW - Geometric design KW - Highway design KW - Highway safety KW - Interchanges KW - Queuing KW - Traffic flow KW - Weaving traffic UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3396 UR - https://trid.trb.org/view/1332072 ER - TY - ABST AN - 01543742 TI - Research for AASHTO Standing Committee on Highways. Task 343. An Update to AASHTO's Guidelines for Geometric Design of Very Low-Volume Local Roads AB - The objective of this project is to identify needed updates to current design policy, and/or necessary changes in the fundamental design process to incorporate the latest design principles. The geometric design of facilities designated as low volume presents unique challenges to engineers across the United States. These roadways, designated by low traffic volumes thus reduced frequency of crashes, require the use of design principles unlike those applied to higher volume roads. Accomplishing the design of a low-volume highway - its three-dimensional features (horizontal alignment, vertical alignment and cross-section) and appurtenances to provide for drainage, traffic control and safety, requires a well-defined process. the American Association of State Highway and Transportation Officials (AASHTO) initially developed the guidelines for geometric design of very low-volume roads in 1996 and the final product was published in 2001. During the past 11 years, much has changed in the vehicle fleet, knowledge about driver characteristics (i.e., human factors), and safety and operations of these types of facilities. AASHTO policy requires that all reference material be reviewed and analyzed for potential updates. An assessment of the current publication and design process is needed to appropriately leverage and/or reflect recent advances and emerging issues contained in the documents. KW - Alignment KW - Geometric design KW - Highway design KW - Highway safety KW - Low volume roads KW - Traffic control UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3499 UR - https://trid.trb.org/view/1331849 ER - TY - ABST AN - 01495367 TI - Calibration of the AASHTO Pavement Design Guide to SC Conditions - Phase I AB - The objective of this research project is to identify sources of data within the South Carolina Department of Transportation (SCDOT) that can be used for calibration of the procedure for new flexible and rigid pavements, such as data used for pavement management, traffic counts, and pavement design information. The payoff from this research is that the Department will better allocate the billions of dollars it spends on pavement through more precise pavement designs. KW - Calibration KW - Flexible pavements KW - Pavement design KW - Pavement management systems KW - Rigid pavements KW - South Carolina KW - Traffic counts UR - http://www.scdot.scltap.org/wp-content/uploads/2016/08/SPR-708-Final-Report.pdf UR - https://trid.trb.org/view/1264969 ER - TY - ABST AN - 01573315 TI - Development of an Improved Design Procedure for Unbonded Concrete Overlays AB - The primary purpose of this project is to create a unified national design guide for unbonded concrete overlays of existing concrete and composite pavements. This consists of the following distinct objectives: (1) Study and understand the field performance history of unbonded concrete overlays of existing concrete or composite pavements (UCOCP) as demonstrated by various test sections and in-service pavements. (2) Determine suitable separator layer (interlayer) materials and properties to insure long term performance of UCOCP systems. (3) Develop a design procedure for unbonded concrete overlays of existing concrete and composite pavements utilizing existing validated performance models, as well as new analytical models derived to address deficient or missing design parameters in existing methods. The design guide will be based on mechanistic-empirical principles, including the effects of various concrete overlay materials, separator layer (interlayer) types, panel thickness (4" to 10") and panel size, joint load transfer mechanisms, traffic loads, and climates (nation-wide) in which they must perform. KW - Composite pavements KW - Concrete overlays KW - Concrete pavements KW - Load transfer KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Test sections KW - Traffic loads UR - http://www.pooledfund.org/Details/Study/498 UR - https://trid.trb.org/view/1366539 ER - TY - ABST AN - 01557850 TI - lntelliroute: A Smartphone-based Real-time Work Zone Detour Information System Driven by Crowd-sourced Data AB - TASK 1: Work with state engineers to integrate the open 511 datafeeds with the proposed system. The research team will work with state engineers and software development engineers to identify open 511 data feeds and accessible formats that can be used by the proposed system. Principal data feeds to be identified in this process include: (1) traffic data feed - provides work zones, incidents, speed, travel times, and road conditions data for individual links on the highways, freeways, and expressways; (2) available XML-formatted data provided via the Java Message Service (JMS); (3) route travel time data feed - provides 511 's current and typical travel times along most of the popular routes; (4) major events and weather data feed. TASK 2: Develop the web server database, system operational flow, and the interface of the proposed intelliRoute App. With the information learned from Task 1, the research team will design the server side database architecture. The web server database will be developed using Microsoft Visual Studio 2010 and SQL server 2008. The data base system is expected to on-line communicate with the App to suppmt its various functionalities, and to efficiently store crowd-sourced mobility data generated from the mobile devices for responsible agencies to mine and analyze. The system operational flow arid the interface of the proposed App will be designed based on the survey of a group of travelers to best fit into their driving styles and minimize distraction. TASK 3: Develop and deliver the prototype App. Based on the logic and user interface designed in Task 2, the research team will develop a prototype App on the Android platform because of its dominant global market share and low development cost. Technical notes of development will be documented for future system upgrade. TASK 4: Field test and fine-tune the prototype system, and document the research findings. Upon completion of all essential system components, the research team will work with Wisconsin Department of Transportation (WisDOT) to field test the proposed tool with respect to its operational feasibility, effectiveness, and safety. The research team will then optimize the database and fine-tune the App interface to improve its overall performance. The feasibility of merging the developed web service into the current 511 system will be also investigated. Findings from this research will also provide insights to SWZDI agencies regarding the benefits and obstacles of using crowd-sourced mobility data in transportation management (e.g., operational improvements, cost savings, societal benefits, reliability and security trade-offs). KW - Applications KW - Automated highways KW - Crowds KW - Real time information KW - Smartphones KW - Traffic data KW - Travel time KW - Work zone traffic control UR - http://www.intrans.iastate.edu/smartwz/projects/details.cfm?projectID=107 UR - https://trid.trb.org/view/1347298 ER - TY - ABST AN - 01543750 TI - Research for the AASHTO Standing Committee on the Environment. Task 86. Toxicological Effects of Chloride Based Deicers in the Natural Environment AB - The objective of this task was to conduct a review of the literature to (1) synthesize past and existing research on the subject with emphasis on past National Cooperative Highway Research Program (NCHRP) and state department of transportation (DOT) work; (2) provide guidelines for DOTs based on effective practices and standards; and (3) scope a larger NCHRP project that could be submitted to AASHTO Standing Committee on the Environment (SCOE) for consideration. KW - Chlorides KW - Deicing chemicals KW - Environmental impacts KW - Maintenance practices KW - Poisons UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3511 UR - https://trid.trb.org/view/1331857 ER - TY - ABST AN - 01543749 TI - Research for the AASHTO Standing Committee on the Environment. Task 85. Nutrient (Nitrogen/Phosphorous) Management and Source Control AB - As the U.S. Environmental Protection Agency (U.S. EPA) continues to press for development of numeric nutrient criteria for state waters and incorporation of nutrient Total Maximum Daily Loads (TMDLs) into National Pollutant Discharge Elimination System (NPDES) permits, it has become increasingly important for NPDES permit holders to have effective, flexible, and low-cost implementation alternatives for nutrient management. This project addressed the growing need for a better understanding of nutrient cycling, fate and transport, and removal mechanisms to improve the control of nutrient sources and runoff concentrations from department of transportation (DOT) facilities. The final report provides DOTs with an understanding of highway nutrient contributions and how they can be cost-effectively managed, if required, via best management practices (BMPs) KW - Best practices KW - Cost effectiveness KW - National Pollutant Discharge Elimination System (NPDES) KW - Nitrogen KW - Phosphorus KW - Runoff KW - Total maximum daily loads KW - U.S. Environmental Protection Agency KW - Water quality management UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3510 UR - https://trid.trb.org/view/1331856 ER - TY - ABST AN - 01543748 TI - Research for the AASHTO Standing Committee on the Environment. Task 84. Development of Construction Guidelines for Wildlife Fencing and Associated Escape and Lateral Access Control Measures AB - The objectives of this research are to: (1) conduct a thorough review and synthesis of past wildlife fence, escape and lateral access control measure, and end run prevention applications, and (2) develop guidelines to ensure effective future applications (including appropriateness in terms of where and when to use fencing), aesthetics, and cost effectiveness with regard to initial construction and long-term maintenance costs. KW - Access control (Transportation) KW - Cost effectiveness KW - Fences KW - Maintenance KW - Road construction KW - Wildlife UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3509 UR - https://trid.trb.org/view/1331855 ER - TY - ABST AN - 01547331 TI - Contribution of Steel Casing to Single Shaft Foundation Structural Resistance AB - Bridges are often constructed with a single enlarged shaft foundation supporting a column. In many cases the shaft foundation is constructed with a permanent steel casing. The steel casing is typically ignored in design when calculating the structural resistance of the shaft; only the reinforced concrete section of the shaft is considered for structural resistance. Bridge designers would like to account for the added structural resistance of the steel casing but there is limited research data as to when the steel casing and concrete inner core act as a composite section. Research to determine at what point along the shaft the section can be considered a composite section would be beneficial to design and could significantly reduce construction cost. The objective of this research is to propose revisions to the American Association of State Highway and Transportation Officials (AASHTO) load and resistance factor design (LRFD) Bridge Specifications for a single shaft foundation supporting a column to account for the contribution of steel casing including reinforced concrete confinement and composite action on structural resistance. The research should consider axial, flexural, and shear effects under axial and lateral loading for strength and extreme event limit states for a steel cased reinforced concrete single enlarged shaft. Accomplishment of the project objective will require at least the following tasks: PHASE I--Planning (1). Conduct a critical review of relevant specifications, technical literature, and owner and industry experiences. The review should cover research findings from both domestic and foreign sources. (2). Propose analytical and testing programs to investigate concrete confinement and composite action while considering the following: (a) loading scenarios (i.e., high axial demands only, high axial and flexural demands, high flexural demands with low axial demands); (b) casing interior surface condition (i.e., clean steel versus coated steel with slurry, clay, or silts); (c) welding of casing (i.e., spiral welded casing and longitudinal seam welded casing); (d) diameter and thickness of casing; embedment of column cage into the shaft; (e) the effect of interior shear connectors; (f) the effect of reinforcement on the structural resistance of the steel cased shaft; (g) transition zone length from both ends of casing to full composite action; and (h) construction cost savings as a result of considering steel casing in structural resistance calculation and reducing the amount of the reinforcement cage. The proposed analytical program should consider available test data in addition to the testing program to be performed under Phase III. (3). Prepare Interim Report No. 1 that documents Tasks 1 and 2 and provides an updated work plan for the remainder of the project. This report is due no later than 6 months after the contract award. The updated plan must describe the process and rationale for the work proposed for Phases II through V. PHASE II--Analytical Program (4). Execute the approved work plan for the analytical program.(5). Identify proposed areas of the AASHTO LRFD Bridge Specifications that may require modification. (6). Finalize the testing program to validate the findings of the analytical program.(7). Prepare Interim Report No. 2 that documents Tasks 4 through 6 and provides an updated work plan for the remainder of the project. This report is due no later than 9 months after approval of Phase I. The updated plan must describe the work proposed for Phases III through V. PHASE III--Testing Program and Analytical Program Validation (8). Execute the testing program according to the approved work plan.(9). Finalize the analytical program validation based on testing results.(10). Prepare Interim Report No. 3 that documents Tasks 8 and 9 of Phase III no later than 9 months after approval of Phase II. PHASE IV-- Proposed Modifications to AASHTO LRFD Bridge Specifications (11). Based on the analytical and testing investigations, develop specification and commentary language for proposed changes to the AASHTO LRFD Bridge Specifications supported with examples. (12). Quantify the potential economic impact of the proposed revisions. (13). Prepare Interim Report No. 4 that documents Tasks 11 and 12 of Phase IV no later than 3 months after approval of Phase III. PHASE V--Final Products (14). Update proposed modifications to the AASHTO LRFD Bridge Specifications after consideration of review 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. KW - Bridge design KW - Bridge foundations KW - Columns KW - Load and resistance factor design KW - Load factor KW - Reinforcement (Engineering) KW - Specifications UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3406 UR - https://trid.trb.org/view/1334504 ER - TY - RPRT AN - 01613826 AU - Federal Highway Administration TI - Local Road Safety Peer Exchange – Regions 3 & 5 PY - 2013/06/12 SP - 13p AB - This report provides a summary of the proceedings of the Local Road Safety Peer Exchange held in Columbus, Ohio on June 12 and 13, 2013. The Federal Highway Administration (FHWA) sponsored the Peer Exchange in coordination with the Region 3 & 5 Local Technical Assistance Programs. The purpose of the Peer Exchange was to facilitate the exchange of information on local road safety and explore opportunities for greater coordination and communication between FHWA, State Departments of Transportation (DOTs), Local Technical Assistance Program Centers (LTAPs) and local and regional officials and practitioners within the States in these two regions. The Peer Exchange covered four key topics: (1) Improving local road safety data collection and analysis; (2) Increasing local agency participation in the Highway Safety Improvement Program (HSIP); (3) Encouraging local involvement in the development and implementation of the States’ Strategic Highway Safety Plans (SHSPs); and (4) Improving interagency collaboration. Representatives from the following LTAP Region 3 and 5 States participated in the event: Delaware, Indiana, Illinois, Maryland, Michigan, Minnesota, Ohio, Pennsylvania, Virginia, West Virginia and Wisconsin. The format of the Peer Exchange consisted of expert and peer presentations on State practices, followed by facilitated discussions. At the end of the second day, participants met with colleagues in their respective States to develop action plans covering the key topics discussed. The action plans identified: Strategies to improve local road safety in their States; Resources needed to achieve those objectives; and Champions to lead implementation. A brief description of the peer exchange proceedings is provided in this report. KW - Coordination KW - Data analysis KW - Data collection KW - Highway safety KW - Highway Safety Improvement Program KW - Implementation KW - Ohio Department of Transportation KW - Peer exchange KW - State departments of transportation KW - Strategic Highway Safety Plan KW - Strategic planning UR - http://ntl.bts.gov/lib/59000/59400/59454/peer_report_OH_Jun2013.pdf UR - https://trid.trb.org/view/1425517 ER - TY - ABST AN - 01557200 TI - Research for the AASHTO Standing Committee on Planning. Task 116. Development of Transportation Asset Management Plan Templates AB - Congress passed legislation cited as the Moving Ahead for Progress in the 21st Century Act and referenced as MAP-21. Among other things, the legislation requires States to develop a risk-based asset management plan for the National Highway System (NHS) to improve or preserve the condition of the assets and the performance of the system. Initially, the legislation focuses on the development of asset management plans for bridges and pavements on the NHS, but States are encouraged to include all infrastructure assets within the right-of-way corridor in their plan. The benefits in the use of Transportation Asset Management Plans (TAMP) are promoted in the American Association of State Highway and Transportation Officials (AASHTO) Transportation Asset Management Guide - A Focus on Implementation. The AASHTO Implementation Guide promotes the TAMP as a communication tool and an accountability mechanism for an agency. In accordance with MAP-21, the TAMP serves as a way to formalize and document the following types of key information into a single document: (1) A summary listing of the pavement and bridge assets on the NHS in the State, including a description of the condition of those assets. (2) Asset management objectives and measures. (3) A summary of the gap between targeted and actual performance. (4) Strategies for cost-effectively managing the assets, including lifecycle cost and risk management analysis. (5) A financial plan for addressing the performance gap. (6) Investment strategies that describe planned improvements and planned performance resulting from the implementation. The AASHTO Implementation Guide presents information on developing the TAMP, involving the appropriate people in the development of the document, and linking the plan to agency business processes. It also discusses the importance of tailoring the TAMP to agency resources and matching the content of the TAMP to one of the following three levels of maturity: (1) An initial plan, using existing data and strategies. (2) A "core" plan, with demand forecasts and long-term financial projections. (3) An "advanced" plan, with risk, targeted service levels, and stakeholder buy-in. While the AASHTO Implementation Guide helps to describe the content of a TAMP and to describe its many benefits, there are a limited number of examples of TAMPs that have been developed by state highway agencies. Therefore, to develop a TAMP each state highway agency must assess its current level of asset management maturity , use its resources to find appropriate data, do the data analysis, and complete the documents. Under this study, a detailed Guidebook on Preparing a Transportation Asset Management Plan and electronic templates for developing an initial and a core TAMP that focuses on pavements and bridges will be created to aid transportation agencies through the development of these documents. The electronic templates will be supported by a Guidebook that includes an explanation of the typical sources for developing the TAMP content and examples from US-based transportation agencies. At the completion of the project, the results will be presented in a Webconference sponsored by AASHTO and Federal Highway Administration (FHWA). Transportation agencies are facing increasing pressure to enhance performance-based asset management decisions that consider risk and long-term financial consequences. AASHTO is supporting the use of performance-based decisions, as evidenced by the recent publication and promotion of the Transportation Asset Management Guide - A Focus on Implementation. The passage of MAP-21 adds additional urgency to the matter since States are now required to develop an Asset Management Plan that documents how they intend to improve or preserve the condition of their assets and the performance of the system. As a result, there is tremendous interest among state highway agencies to begin the development of their Asset Management Plans and improve them in the future. nBecause of the urgency of this matter, the FHWA recently issued a Request for Proposals to pilot the development of a TAMP in three state departments of transportation (DOTs). Based on the proposed project description, the lessons learned during the pilot in three states will lead to the development of a guide that is expected to serve as a template for developing a TAMP in other states. The guide is expected to be developed in approximately 2 years after the start of the project. Therefore, there is an increased urgency to move forward with this project to facilitate and complement the FHWA's effort so that a coordinated approach is developed. This project will result in the development of a Guidebook on Preparing a Transportation Asset Management Plan and electronic templates for use by state highway agencies to assist them with the preparation of the Transportation Asset Management Plans required under MAP-21. Both the Guidebook and electronic templates will supplement the AASHTO Transportation Asset Management Guide: A Focus on Implementation, Chapter 4, Transportation Asset Management Plan. Specifically, the project will result in the development of electronic templates for developing an initial and a core TAMP using pavements and bridges as examples. In addition, a Guidebook will be developed to support the use of the templates, describing the typical sources of information, providing examples of different strategies for addressing each section and possible strategies to integrate asset management with other plans. The products of this research (including the Guidebook and electronic templates) will address the requirements outlined in MAP-21 and will make use of readily-available information as much as possible to support the states' performance-based asset management processes. KW - Asset management KW - Decision making KW - Handbooks KW - Infrastructure KW - Moving Ahead for Progress in the 21st Century Act KW - National Highway System KW - Performance based specifications KW - Right of way (Land) KW - Risk management KW - State departments of transportation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3521 UR - https://trid.trb.org/view/1346860 ER - TY - ABST AN - 01543910 TI - Guidelines for the Application of Crossing Solutions at Roundabouts and Channelized Turn Lanes to Assist Pedestrians with Vision Disabilities AB - Accessibility of modern roundabouts and channelized turn lanes to pedestrians with vision disabilities has been a focus of recent and ongoing research. Initial research results documenting the crossing challenges for pedestrians with vision disabilities at these facility types motivated the original National Cooperative Highway Research Program (NCHRP) Project 3-78A research effort and had an influence on language in the Proposed Accessibility Guidelines for Pedestrian Facilities in the Public Right-of-Way (draft PROWAG) published by the U.S. Access Board in 2011. That document provides technical specifications for making sidewalks and intersections in the public rights-of-way compliant with the American with Disabilities Act (ADA). Specifically, the provision of a pedestrian-actuated signal with an Accessible Pedestrian Signal (APS) fulfills accessibility requirements for multi-lane approaches at roundabouts and channelized turn lanes in the draft PROWAG. However, ADA regulations allow the use of alternative treatments, if those treatments provide facilities (crosswalks) that are "accessible to and usable by" individuals with disabilities (called equivalent facilitation in ADA regulations). The draft PROWAG does not specifically discuss crossing treatments for single-lane approaches on these facilities. With the impending publication of PROWAG and its expected adoption by the U.S. Department of Justice and U.S. Department of Transportation, municipalities and state DOTs need more specific guidance on what may constitute equivalent facilitation to pedestrians with vision disabilities at these facility types. NCHRP Project 3-78A was tasked with exploring crossing solutions for single-lane and multi-lane crossings. The research was based on the premise that other treatments exist besides an APS-equipped signal that can establish access to these facilities to pedestrians who are blind, while reducing installation cost and impact to vehicular traffic. In particular, the NCHRP Project 3-78A work (published in NCHRP Report 674: Crossing Solutions at Roundabouts and Channelized Turn Lanes for Pedestrians with Vision Disabilities) tested two treatments at a two-lane roundabout that showed promise in terms of reducing pedestrian delay and risk. The work accomplished during NCHRP Project 3-78A sets the stage for continuing research. First, the research developed a framework for quantifying pedestrian accessibility, thus enabling a direct comparison of the accessibility impacts of two or more conditions (for example, evaluation of pre-post treatment effect; comparison of two test sites; or contrast of different pedestrians at a site). Second, the NCHRP Project 3-78A research tested several crossing treatments that showed potential for improving pedestrian access to two-lane crossings (e.g., raised cross walk (RCW) and pedestrian hybrid beacon (PHB)), and others that left pedestrians with significant challenges when attempting to cross at single-lane channelized turn lane crosswalks. The research found that effectiveness of crossing treatments varied depending on the site characteristics, and that more research at additional sites is needed to strengthen the results. Third, the research developed ways to extend the research to other sites, geometries, and traffic volume patterns through mathematical delay models and through modeling in a micro-simulation environment. Combined, these three aspects provide a sound experimental and practical base for follow-up research that help address issues and questions that confront municipalities and state departments of transportation (DOTs): Which (if any) are the most cost-effective, site-specific treatments that successfully establish equivalent facilitation to pedestrians with vision disabilities under prevailing geometric and operational conditions, while balancing the impact to the traveling public? The completed NCHRP Project 3-78A effort devoted a large portion of time to developing a short list of treatments, to identifying treatment locations, and to defining an analysis framework and performance measures for pedestrian accessibility. With those pieces in place, and with the initiative taken by agencies across the country, there is significant momentum for continued research leading towards decision support for state and local governments in this area. The objective of this research is to develop guidelines for the installation of pedestrian crossing solutions at roundabouts and channelized turn lanes that address accessibility for pedestrians with vision disabilities. Specifically, guidelines need to consider multiple alternatives for a range of geometric and traffic operational conditions. The guidance needs to focus on solutions that can be incorporated in designs now and can be installed and fully activated when the roundabout is opened to the public. The research will efficiently extend field work by capitalizing on the findings from NCHRP Project 3-78A and on initiatives taken by agencies across the country in installing solutions. The field work will cover selected channelized turn lanes, single-lane roundabouts, and two-lane roundabouts at a greater sample size than NCHRP Project 3-78A, that will be made possible by a condensed and well-targeted data collection protocol that reduces the number of participants per site, while maintaining statistical power. Further, each proposed case will include multiple (up to three) crosswalks in close proximity for added sample size. The research will further be supported by extension of the research results to other geometries and traffic patterns through mathematical modeling and simulation. The goal of this effort is to define as accurately as possible the operational conditions under which certain solutions are thought to establish accessibility. The final report will provide engineers and others with more specific guidance for when (and if) a particular solution is recommended. KW - Accessibility KW - Americans with Disabilities Act KW - Channelized intersections KW - Crosswalks KW - Pedestrian actuated controllers KW - Pedestrian safety KW - Persons with disabilities KW - Roundabouts KW - Simulation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3389 UR - https://trid.trb.org/view/1332067 ER - TY - RPRT AN - 01526397 AU - Fijalkowski, Jared AU - McCoy, Kevin AU - Lyons, William AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - Developing a Regional Approach to Transportation Demand Management and Nonmotorized Transportation: Best Practice Case Studies PY - 2013/06/12/Final Report SP - 56p AB - This report highlights four metropolitan planning organizations (MPOs) that embrace transportation demand management (TDM) and nonmotorized transportation in an ambitious, conscious, and holistic manner at both regional and local scales. These MPOs, which represent a diversity of sizes and geographic areas, can serve as models for other MPOs seeking to take a holistic approach to TDM and nonmotorized transportation to further advance their agencies' goals. The case studies in this report answer how and why regional scale approaches to TDM and nonmotorized transportation are embraced, and assesses how they contribute to meeting regional transportation goals. KW - Best practices KW - Case studies KW - Metropolitan planning organizations KW - Nonmotorized transportation KW - Regional planning KW - Transportation planning KW - Travel demand management UR - http://ntl.bts.gov/lib/51000/51600/51621/regional_Approach_report.pdf UR - https://trid.trb.org/view/1310485 ER - TY - ABST AN - 01496606 TI - Wyoming Low-Volume Roads Traffic Volume Estimation AB - The purpose of this project is to develop models for estimating traffic volumes on Wyoming's rural low-volume roads. The project proposes two phases. The first phase will develop model(s) to estimate traffic which will be calibrated with traffic data collected in 2012 on county roads in Converse, Goshen, Laramie and Platte Counties with Wyoming Department of Transportation (WYDOT) traffic counts on secondary state roads within these four counties. The estimates generated by these models will be verified using additional traffic count data from southeastern Wyoming. The second phase will expand the use of the models to the rest of Wyoming. The effectiveness of the models will be verified on county and secondary state roads in selected areas. The goals of this project are to develop a model that will estimate low-volume roads' traffic volumes and characteristics and generate a sample plan which will provide the necessary inputs for the traffic estimation model. KW - Calibration KW - Low volume roads KW - Traffic data KW - Traffic estimation KW - Traffic models KW - Traffic volume KW - Wyoming UR - https://trid.trb.org/view/1266195 ER - TY - RPRT AN - 01495164 AU - Hu, Nan AU - Haider, Syed W AU - Burgueno, Rigoberto AU - Michigan State University, East Lansing AU - Michigan Department of Transportation AU - Federal Highway Administration TI - Development and Validation of Deterioration Models for Concrete Bridge Decks: Phase 2: Mechanics-based Degradation Models PY - 2013/06/11/Final Report SP - 143p AB - This report summarizes a research project aimed at developing degradation models for bridge decks in the state of Michigan based on durability mechanics. A probabilistic framework to implement local-level mechanistic-based models for predicting the chloride-induced corrosion of the RC deck was developed. The methodology is a two-level strategy: a three-phase corrosion process was modeled at a local (unit cell) level to predict the time of surface cracking while a Monte Carlo simulation (MCS) approach was implemented on a representative number of cells to predict global (bridge deck) level degradation by estimating cumulative damage of a complete deck. The predicted damage severity and extent over the deck domain was mapped to the structural condition rating scale prescribed by the National Bridge Inventory (NBI). The influence of multiple effects was investigated by implementing a carbonation induced corrosion deterministic model. By utilizing realistic and site-specific model inputs, the statistics-based framework is capable of estimating the service states of RC decks for comparison with field data at the project level. Predicted results showed that different surface cracking time can be identified by the local deterministic model due to the variation of material and environmental properties based on probability distributions. Bridges from different regions in Michigan were used to validate the prediction model and the results show a good match between observed and predicted bridge condition ratings. A parametric study was carried out to calibrate the influence of key material properties and environmental parameters on service life prediction and facilitate use of the model. A computer program with a user-friendly interface was developed for degradation modeling due to chloride induced corrosion. KW - Bridge decks KW - Corrosion KW - Deterioration KW - Highway bridges KW - Mathematical prediction KW - Michigan KW - Monte Carlo method KW - National Bridge Inventory KW - Service life UR - http://www.michigan.gov/documents/mdot/RC-1587B_435818_7.pdf?20131004132217 UR - https://trid.trb.org/view/1264339 ER - TY - RPRT AN - 01486890 AU - Schmidt, Jennifer D AU - Meyer, Curt L AU - Lechtenberg, Karla A AU - Faller, Ronald K AU - Bielenberg, Robert W AU - Stolle, Cody S AU - Sicking, Dean L AU - Reid, John D AU - Midwest Roadside Safety Facility AU - New York State Department of Transportation AU - Federal Highway Administration TI - Energy Analysis of Vehicle-to-Cable Barrier Impacts PY - 2013/06/11/Final Report SP - 101p AB - An accident reconstruction technique was developed for estimating the energy absorbed during an impact with a cable barrier system as well as the initial impact velocity. The kinetic energy absorbed during a cable barrier system impact is comprised of several components: (1) plastic deformation/rotation of posts in a rigid foundation or soil foundation; (2) vehicle-ground interaction; (3) internal cable energy; and (4) frictional losses during vehicle-barrier interaction. The energy absorbed by deforming the J-bolt clips was analyzed and determined to be negligible for this study. Charts were developed that estimate the energy absorbed by deforming S3x5.7 (S76x8.5) cable line posts based on the soil condition, deformed post orientation, and deformed post height above the ground. Charts were also developed relating the cable tension to the cable energy absorbed versus the lateral deflection of the vehicle and the frictional energy versus the vehicle’s distance traveled for both a straight cable system and an exterior-curved cable system. However, without additional crash testing to verify the relationships, these charts are only applicable to the cable barrier systems for which the full-scale crash tests were conducted. In the straight system impact, the vehicle’s estimated initial velocity using the reconstruction technique was 55.1 mph ± 3.0 mph (88.7 km/h ± 4.9 km/h), and the actual velocity of the vehicle was 61.6 mph (99.1 km/h). In one curved system impact, the vehicle’s estimated initial velocity was 61.0 mph ± 0.3 mph (98.1 km/h ± 0.4 km/h), and the actual velocity of the vehicle was 61.6 mph (99.1 km/h). In another curved system impact, the vehicle’s estimated initial velocity was 63.2 mph ± 2.4 mph (101.6 km/h ± 3.7 km/h), and the actual velocity of the vehicle was 63.1 mph (101.6 km/h). Future improvements for the cable barrier system accident reconstruction procedure are discussed. KW - Barriers (Roads) KW - Cables KW - Crash reconstruction KW - Energy absorption KW - Highway safety KW - Impact tests KW - Kinetic energy KW - Velocity UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/TRP-03-283-13-NYCC%20Energy%20Analysis%20Report%202013-6-11_FINAL.pdf UR - https://trid.trb.org/view/1256378 ER - TY - RPRT AN - 01611964 AU - Holmes, Jonathan AU - Holcombe, Wiley AU - Georgia Tech Research Institute, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Continuing Support for the Operation of the Automated Raised Pavement Marker Placement System PY - 2013/06/10/Final Report SP - 52p AB - During the funding provided in fiscal year 2013 (FY2013), the Georgia Tech Research Institute (GTRI) developed raised pavement marker (RPM) placement truck was reworked to prepare the truck for full-time service on Georgia roadways. During this effort, the RPM truck was configured for a certain type of lane striping – the single skip line. The single skip line configuration allows for laying down markers on multi-lane roads, which are the most challenging roadways from a safety standpoint. After conducting a successful training and demonstration exercise with Georgia Department of Transportation's (GDOT’s) District 3 personnel on May 28, 2013, the system is now in the hands of GDOT’s maintenance crews to use on a regular basis. With the successful transition from research to full-time use, the authors look forward to future developments for automated RPM technologies. KW - Automation KW - Georgia KW - Maintenance equipment KW - Road markings KW - Striping KW - Training KW - Trucks UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/12-06.pdf UR - https://trid.trb.org/view/1423973 ER - TY - RPRT AN - 01560098 AU - Veile, Al AU - Le, Steven AU - Newton, Diane AU - Leidos AU - Federal Highway Administration TI - Freight Advanced Traveler Information System (FRATIS) – Dallas-Fort Worth Demonstration Plan PY - 2013/06/10 SP - 27p AB - This document describes the Demonstration Plan for the Freight Advanced Traveler Information System (FRATIS). The demonstration component of this task will serve to test the technical feasibility of the FRATIS prototype while also facilitating the collection of baseline and performance data related to the operation and impact of the system. The FRATIS prototype in Dallas will consist of three components: Optimization algorithm, Terminal wait time, and route specific navigation/traffic/weather. This document describes the experimental design plan for each FRATIS component. KW - Advanced traveler information systems KW - Dallas-Fort Worth Metropolitan Area KW - Demonstration projects KW - Freight transportation KW - Prototypes KW - Software architecture UR - http://ntl.bts.gov/lib/54000/54400/54476/Fratis_FHWA-JPO-14-178.pdf UR - https://trid.trb.org/view/1344658 ER - TY - ABST AN - 01547639 TI - Recycled Asphalt Shingles in Asphalt Mixtures with Warm Mix Asphalt Technologies AB - The objective of this research is to develop a design and evaluation procedure that provides acceptable performance of asphalt mixtures incorporating warm mix asphalt (WMA) technologies and recycled asphalt shingles (RAS), with and without RAP, for project-specific service conditions. This research is expected to address the following issues, at a minimum: (1) Minimizing the risk of designing and producing mixes containing WMA technologies and RAS with poor constructability and durability. (2) Minimizing the risk of designing and producing mixes containing WMA technologies and RAS that are susceptible to premature failure. (3) Evaluating type, source, quality, and characteristics of RAS, with and without reclaimed asphalt pavement (RAP). (4) Binder design and selection, including evaluation of the composite binder. (5) The current range of asphalt mix production temperatures. KW - Asphalt mixtures KW - Bituminous binders KW - Durability KW - Mix design KW - Reclaimed asphalt pavements KW - Recycled materials KW - Warm mix paving mixtures UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3401 UR - https://trid.trb.org/view/1335192 ER - TY - RPRT AN - 01530303 AU - Hayden, Larry AU - Galarus, Doug AU - Ward, Nicholas AU - Ye, Zhirui AU - Western Transportation Institute AU - California Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Final Report for the Western Transportation Institute's Augmented Speed Enforcement Project PY - 2013/06/06/Final Report SP - 118p AB - The augmented Speed Enforcement (aSE) project developed systems to detect speeding vehicles in a work zone and provide warnings to both the vehicle driver and work zone workers. The system consists of 28 orange traffic drums (smart drums or sDrums) positioned adjacent to orange cones marking the work zone lane closure. When the system detects a speeding vehicle, it synchronously flashes the orange lights on top of the drums, warning the driver to slow down and the workers of a speeding vehicle. If the vehicle speed is above a set trigger speed, the systems activates a pager system to warn the workers of the speeding vehicle. System effectiveness and deployability were evaluated for four weeks near Los Banos, CA. Daily deployment makes the system labor intensive and time consuming. KW - Drums (Containers) KW - Speed detectors KW - Vehicle detectors KW - Warning systems KW - Work zone safety KW - Work zone traffic control UR - http://www.dot.ca.gov/research/researchreports/reports/2013/final_report_task_2062b.pdf UR - https://trid.trb.org/view/1302000 ER - TY - RPRT AN - 01530302 AU - Hayden, Larry AU - Galarus, Douglas AU - Ward, Nicholas AU - Ye, Zhirui AU - Western Transportation Institute AU - California Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Executive Summary for the Western Transportation Institute’s Augmented Speed Enforcement Project PY - 2013/06/06/Final Report SP - 11p AB - The purpose of the augmented Speed Enforcement (aSE) project is to detect and warn speeding vehicles in a work zone and provide warnings to work zone workers. One system comprises traffic drums positioned adjacent to orange cones marking the work zone lane closure. When a speeding vehicle is detected, the driver and workers are warned. Daily deployment and retrieval of the system is labor intensive and time consuming. Evaluation of speed data appears to show that the system does have an impact in reducing overall average speed and percentage of vehicles traveling at high speeds. KW - Speed detectors KW - Vehicle detectors KW - Warning systems KW - Work zone safety UR - http://www.dot.ca.gov/research/researchreports/reports/2013/final_report_task_2062c.pdf UR - https://trid.trb.org/view/1302002 ER - TY - ABST AN - 01613007 TI - Seismic Performance of Reinforced Concrete Filled Steel Tubes in Soil AB - Reinforced concrete filled steel tube pile-columns are structural elements commonly used in bridge supports in high seismic regions because RCFSTs provide increased levels of strength, ductility, and energy dissipation as compared with traditional systems such as reinforced concrete (RC) or steel substructures. This study includes experimental and analytical studies that considered three main parameters: the diameter-to-thickness (D/t) ratio, the above-ground length (La), and the soil stiffness. KW - Earthquake resistant design KW - Finite element method KW - Piles (Supports) KW - Properties of materials KW - Reinforced concrete pipe KW - Seismicity KW - Soil mechanics UR - http://www.dot.state.ak.us/stwddes/research/assets/pdf/4000-127.pdf UR - https://trid.trb.org/view/1425913 ER - TY - RPRT AN - 01485304 AU - Srinivasan, Raghavan AU - Hunter, William AU - Jones, Katy AU - Dickson, Caroline AU - Thomas, Libby AU - Martell, Carol AU - Harrison, Patty AU - Weisenfeld, Jonathon AU - Russell, Graham AU - Lytle, Richard AU - University of North Carolina, Chapel Hill AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Comprehensive Safety Document/Product PY - 2013/06/05/Final Report SP - 70p AB - With 100 counties and more than 800 cities, towns, and township governments in North Carolina, there is a tremendous need to disseminate road safety information at the local level. For safety gains to be made in NC communities there needs to be both a “top-down” and “bottom-up” approach. In other words, agencies such as the North Carolina Department of Transportation (NCDOT) routinely plan and provide for roadway improvements, but local government and safety leaders need to be informed about their safety problems and the full array of potential solutions so as to be participants in road safety decisions that impact their community. The lack of access and knowledge of the information needed to proactively address road safety issues is a key issue for improving road safety at the local level. One objective of this effort was to produce templates of comprehensive safety document (CSD) for NCDOT to enable the department to tailor solutions for a community’s specific highway safety issues. Templates were developed for Randolph county and Kinston. This project also developed a website to provide communities with guidance and a list of tools and resources for applicable education, enforcement, and engineering countermeasures that could be applied to address the community’s issues. Finally, the project also developed a marketing plan for the CSD that can be used by NCDOT. KW - Countermeasures KW - Documents KW - Highway safety KW - Information dissemination KW - Local government KW - Marketing KW - North Carolina KW - Websites (Information retrieval) UR - http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2011-10finalreport.pdf UR - http://ntl.bts.gov/lib/47000/47800/47810/2011-10finalreport.pdf UR - https://trid.trb.org/view/1253984 ER - TY - ABST AN - 01545068 TI - Planning and Preliminary Engineering Applications Guide to the Highway Capacity Manual AB - The objective of this research is to develop a guide on the use of the Highway Capacity Manual (HCM) for planning and preliminary engineering applications by identifying appropriate methods and applications, illustrating them with case studies. The guide should cover aspects such as, but not limited to: (a) appropriate use of HCM for a broad spectrum of planning and preliminary engineering applications (including different stages, different scales, and system performance monitoring); (b) the appropriate uses for different parts of the HCM (e.g., appropriate use of default values); (c) use of the HCM in scenario planning; (d) coordinated use of HCM with simulation models, travel demand forecasting models, mobile source emissions models, multimodal transportation analysis tools, and other tools; and (e) use of the HCM in evaluating oversaturated conditions in a planning context. KW - Forecasting KW - Highway capacity KW - Highway Capacity Manual KW - Highway engineering KW - Highway planning KW - Simulation KW - Travel demand UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3395 UR - https://trid.trb.org/view/1332522 ER - TY - ABST AN - 01548178 TI - Navigating Multi-Agency NEPA Processes to Advance Multimodal Transportation Projects AB - States are increasingly pursuing balanced transportation solutions that may include highway, bus, commuter and inter-city rail, freight rail, street car or light rail, bicycle, pedestrian, intermodal freight facilities, and/or local surface transportation network mobility projects. This practice has increased the likelihood of two or more federal agencies being involved in the National Environmental Policy Act (NEPA) environmental review process. The term "environmental review process" is defined at 23 U.S.C. § 139 and means the process for preparing for a project an environmental impact statement, environmental assessment, categorical exclusion, or other document prepared under the National Environmental Policy Act of 1969 (42 U.S.C. 4321 et seq.). The term "environmental review process" also includes the process for and completion of any environmental permit, approval, review, or study required for a project under any federal law other than the National Environmental Policy Act of 1969 (42 U.S.C. 4321 et seq.). The President's Council on Environmental Quality's (CEQ) is engaged in a broad effort to modernize and reinvigorate federal agency implementation of NEPA and is working with relevant federal agencies to implement five pilot NEPA projects to replicate time- and cost-saving approaches across the federal government. From the perspective of state departments of transportation (DOTs) and their local partners, the involvement of different combinations of federal agencies, whether in lead, cooperating or participating roles, can increase the complexity of the NEPA process.  State DOTs face myriad challenges in navigating different interpretations, policy, guidance, and expectations of the NEPA process by combinations of the involved federal agencies. Research is needed to provide integrated guidance to help DOTs and their local partners structure and implement an efficient and effective approach to satisfy NEPA requirements from multiple federal agencies. The objectives of this research are to (1) characterize the challenges inherent in satisfying NEPA administrative requirements from multiple federal agencies, (2) identify strategies and tactics used by state and local transportation agencies to navigate through these challenges, and (3) suggest new and innovative strategies to be explored. The results of the research will be documented in a final report that also includes case studies to illustrate the best practices, findings, and conclusions of the research. The final product will identify practices and strategies that can be used by state DOTs and their local partners to work efficiently and effectively with federal agencies when fulfilling the requirements of the NEPA for multimodal transportation projects.  KW - Best practices KW - Case studies KW - Environmental policy KW - Federal government agencies KW - National Environmental Policy Act KW - State departments of transportation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3427 UR - https://trid.trb.org/view/1335815 ER - TY - ABST AN - 01543918 TI - Identifying Successful Practices in the FHWA Disadvantaged Business Enterprise (DBE) Program AB - The Federal Highway Administration (FHWA) Disadvantaged Business Enterprise (DBE) program provides small, socially and economically disadvantaged companies with opportunities to participate, primarily as subcontractors, on federally-assisted highway contracts. This occurs through a prime contractor's obligation to meet a DBE contract goal, i.e., subcontract a certain percentage of the contract to certified DBE firms. The program also provides funding to state departments of transportation (DOTs) to administer business development programs for certified DBEs. These programs provide services to assist DBEs with capacity-building to help them obtain contracts. The DBE program does not anticipate that a firm will remain a DBE indefinitely. Should the disadvantaged owner's personal net worth reach a certain level or should the firm's gross receipts exceed small business limitations, the DBE firm will "graduate" and no longer be eligible to participate in the program. After graduates exceed program size standards, they are typically far from the size of the large contractors with which they must now compete for state DOT road and bridge contracts. There is a need to better understand: (1) characteristics of DBEs that graduate from the program, (2) whether graduates of the DBE program are able to survive on their own, without the program benefits, and (3) good practices to promote success and create self-sufficiency in the DBE program. The objective of this research is to identify best practices in the DBE program for facilitating: (1) broad participation of DBEs in state DOT highway contracts, (2) successful graduation from the program, and (3) graduates who are able to survive on their own outside the DBE program. Broad participation is defined in terms of both the numbers of DBEs contracted and the diversity of company types they represent. KW - Contracts KW - Disadvantaged business enterprises KW - Road construction KW - State departments of transportation KW - Subcontractors KW - U.S. Federal Highway Administration UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3424 UR - https://trid.trb.org/view/1332076 ER - TY - RPRT AN - 01486977 AU - Williams, Billy M AU - Chase, R Thomas AU - Xu, Yilun AU - Kim, Sangkey AU - Craft, David AU - Rouphail, Nagui M AU - Encarnacion, Anthony AU - North Carolina State University, Raleigh AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Mobility and Reliability Performance Measurement PY - 2013/06/03/Final Report SP - 256p AB - This project grew out of the fact that mobility was identified early on as one of the key performance focus areas of North Carolina Department of Transportation's (NCDOT’s) strategic transformation effort. The Transformation Management Team (TMT) established a TMT Mobility Workstream Team in 2007. This team began working on a mobility implementation plan in early 2008, completed the report in May 2008, and presented final recommendations to the Strategic Management Committee (SMC) in November 2008. The team recommended that NCDOT measure mobility of highway and other modes, naming the enabling tasks as 1) defining the performance measures, 2) assessing baseline performance, and 3) setting performance targets. The research presented in this final report included tasks designed to contribute to each of these enabling tasks. Key findings and conclusions are presented regarding data accuracy, signal system data availability and quality, route travel time estimation and performance metric calculation, estimation of volume and volume-based metrics in the absence of direct volume observation, temporal specification of the mobility performance metric analysis period, and mobility metric uses beyond operational monitoring and management. Primary deliverables were a robust and validated algorithm for estimating route travel times from segment travel times, a decision framework and accompany models for estimating volume, vehicle miles traveled (VMT), and system delay in the absence of direct volume observation, and a preliminary framework for project lifecycle mobility value estimation. KW - Algorithms KW - Mobility KW - North Carolina Department of Transportation KW - Performance measurement KW - Reliability KW - Traffic data KW - Travel time KW - Vehicle miles of travel UR - http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2011-07finalreport.pdf UR - https://trid.trb.org/view/1254238 ER - TY - ABST AN - 01577136 TI - Demonstration of Network Level Pavement Structural Evaluation with Traffic Speed Deflectometer AB - Assess the feasibility of and demonstrate the use of Traffic Speed Deflectometer (TSD) for network-level pavement structural evaluation for use in the participating agencies pavement management application and decisionmaking. KW - Decision making KW - Deflectometers KW - Pavement management systems KW - Structural analysis KW - Traffic speed UR - https://trid.trb.org/view/1370380 ER - TY - ABST AN - 01548882 TI - Real-Time Quality Control Monitoring and Characterization of Aggregate Materials in Highway Construction using Laser Induced Breakdown Spectroscopy AB - The primary objectives of this research effort is to further calibrate laser-spectral models to develop the means to monitor aggregate materials from participating State agencies, and to demonstrate the use of the technology in actual field applications. The overall objective is to transition the technology from a lab-based application to a field based system. Testing of aggregates and the calibration models developed in the NCHRP 150 research effort were accomplished using a laboratory-based laser-optical system. The proposed pooled fund work plan is designed to transition the technology from the laboratory to the field through the calibration, deployment and demonstration of the technology at selected field demonstration site(s). As part of the NCHRP 168 project, a field prototype sampling and laser targeting system field prototype, referred to as the Sampling and Laser Targeting (SLT) System, is under development for use in the pooled funding effort. The SLT system is a bulk sampling and laser-targeting system that is designed to analyze a diverted portion of the bulk material by passing target aggregate material passed a laser that is strategically located to provide for continuous or semi-continuous monitoring of the bulk aggregate stream. Diversion of samples of the bulk material into the SLT system is designed to remove the aggregate from the bulk stream during material transport, such as conveying. This material diversion provides the means to minimize interferences that would be encountered in an in-line monitoring system, without diminishing the effectiveness of the laser monitoring system to obtain large quantities of data necessary to properly characterize the targeted material. It also provides the means to ensure safe operation of the laser by enclosing the entire system in a separate sealed housing disconnected from the main bulk material conveying system, thereby ensuring a contained and safe operation. The SLT can be deployed in a laboratory environment as well where buckets of samples are periodically introduced for analysis or in a continuous or semi-continuous field operation where materials are diverted from a conveying operation to the SLT for analysis. KW - Aggregates KW - Monitoring KW - Quality control KW - Road construction KW - Sampling KW - Spectroscopy UR - http://www.pooledfund.org/Details/Study/514 UR - https://trid.trb.org/view/1336357 ER - TY - ABST AN - 01543862 TI - Evaluation and Assessment of Environmentally Sensitive Stream Bank Protection Measures AB - In response to the demand for stream bank stabilization measures that provide enhanced aesthetics and more biologically diverse and ecologically compatible environments, numerous documents have been developed to provide conceptual guidance and generic details on a variety of bank protective measures incorporating vegetative and geosynthetic materials in lieu of, or in addition to, rock slope protection. While many of these bank protection measures have been deployed and have survived for a number of years, there remains considerable skepticism within the engineering community regarding performance of these measures when subjected to flood event magnitudes typical of department of transportation (DOT) designs for stream bank protection. Further, very little information is available regarding the durability and service life expectations of these measures, nor does the existing guidance provide adequate information on the requirements associated with initial establishment of vegetative components or the long-term maintenance requirements for such measures. Since most DOTs have minimum service life requirements for drainage related infrastructure within the range of 25 to 100 years, such information is crucial to determining whether agency requirements can be achieved. Historically, the limited performance evaluations conducted on these types of measures have primarily focused on the environmental/biologic aspects of the installation, with less attention placed on these more engineering-related elements. The applicability of individual measures to varying stream hydraulic and site conditions, the long-term structural integrity of the measure (and/or the bank the measure was constructed to protect), as well as the anticipated maintenance and inspection costs are all critical elements that must be understood in order to support sound engineering decisions. The recently completed National Cooperative Highway Research Program (NCHRP) Report 544: Environmentally Sensitive Channel- and Bank-Protection Measures is representative of the current state of the practice. Conceptual design information for 44 separate measures is provided in the document and companion CD. The researchers were able to conduct only relatively limited field investigations for this project, and stated "The need exists for more performance data, such as allowable velocities for some techniques and the amount of vegetative cover required to reach project objectives" and "…research opportunities are identified in the detailed descriptions of each technique." It is clear that while some data has been collected to date which helps define the performance of these measures, specific data has not typically been made widely available, nor has it been of sufficient quantity to define the full range of measure applicability or long-term performance. The purpose of this study is to establish a baseline and set of protocols for long-term study of the most common of these biotechnical stream bank protection measures. Site-specific field evaluations as well as data assessments associated with the design, construction, and maintenance of selected facilities will be undertaken such that engineering recommendations can be made on the design and installation limitations and requirements for the selected techniques. In addition, the final product to be delivered at the conclusion of this study will include a database of such configuration that state DOTs can continually add information from their own selected sites and continue to expand the set of information to additional measures as well as augment the initial research data with additional years of evaluations. The environmental regulatory community across the nation is imposing these nonstructural bank protection devices on DOTs without any evidence that they will adequately protect highway infrastructure. When these measures are designed to act as the primary impediment to washout of stream banks supporting highways or other critical public infrastructure, with the attendant impacts to public safety, such information is critical to ensure that the engineering designer has adequate basis for assessing the risk of the design. Thus, highway agencies are being forced into accepting indeterminate, questionable risks. KW - Bank protection KW - Banks (Waterways) KW - Channel stabilization KW - Design standards KW - Environmental impacts KW - Facilities KW - Guidelines KW - Highways KW - Installation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3425 UR - https://trid.trb.org/view/1332010 ER - TY - ABST AN - 01543632 TI - Legal Problems Arising out of Highway Programs. Topic 20-03. Permissible Arranges in Scope of Work for Construction Contracts AB - Following the award of a construction contract on a transportation project, the procuring agency may need to modify the scope of the work. Whenever a modification is desired, the agency should consider whether it constitutes a significant change in the character of the work subject to restrictions under 23 CFR 635.109. The agency should also consider whether the change violates competitive procurement requirements as a matter of state or local law, or whether the agency is required to include the work in question in a new procurement. The line between permissible and impermissible changes is not clearly drawn. Procuring agencies would benefit from legal guidance regarding the laws applicable to contract modifications in different states. The objectives of this project are: (1) Identify the policy reasons underlying restrictions on contract modifications. (2) Identify state and federal statutes and regulations affecting modifications. (3) Discuss case law holding that modifications are permissible/impermissible. (4) Highlight the importance of including a provision for modifications in the contract. (5) Provide examples of practices followed by departments of transportation (DOTs) in determining whether modifications are allowed. KW - Change orders KW - Construction projects KW - Contract administration KW - Modifications KW - Procurement KW - Project management UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3764 UR - https://trid.trb.org/view/1331585 ER - TY - RPRT AN - 01526389 AU - Kay, Michael AU - McCoy, Kevin AU - Lyons, William M AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - Moving Together in the 21st Century: How Ridesharing Supports Livable Communities PY - 2013/06/01/Final Report SP - 38p AB - This white paper is a follow-up to the Volpe Center report for the Federal Highway Administration (FHWA), “Ridesharing Options Analysis and Practitioners’ Toolkit.” The white paper provides an update to current ridesharing options and further explores technology and policy developments that make new methods of ridesharing possible. In addition, the report assesses ridesharing as a key contributing factor to supporting livable communities, and in particular, how ridesharing can be part of a "tipping point" in reducing the need for vehicle ownership and demand for parking. KW - Automobile ownership KW - Carpools KW - Case studies KW - Communities KW - Development KW - Parking demand KW - Ridesharing KW - Transportation policy KW - Vehicle sharing UR - http://ntl.bts.gov/lib/51000/51600/51602/ridesharing_report.pdf UR - https://trid.trb.org/view/1310513 ER - TY - ABST AN - 01495365 TI - Determination of Changes in Water Quality, Streambed Sediment, and Benthic Macroinvertebrates as a Result of Stormwater Runoff from Selected Bridges in South Carolina AB - The primary objective of this investigation is to quantify the downstream changes in receiving water-quality conditions during periods of observable stormwater runoff from selected bridge decks in South Carolina. The information collected will help to estimate or predict changes in water quality at bridge crossings with similar characteristics. Results of the study may be used by the South Carolina Department of Transportation (SCDOT) to reduce the SCHDEC requirements for bridge run-off treatments as part of the CWA Section 401 certification process. These treatment reductions should potentially result in cost savings to the SCDOT. KW - Bridge decks KW - Certification KW - Data collection KW - Runoff KW - Sediments KW - South Carolina KW - Streambeds KW - Water quality management UR - http://www.scdot.scltap.org/projects/current/ UR - https://trid.trb.org/view/1264967 ER - TY - RPRT AN - 01608528 AU - Ram, Prashant V AU - Olek, Jan AU - Jain, Jitendra AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Field Trials of Rapid-Setting Repair Materials PY - 2013/06//Final Report SP - 100p AB - The primary objective of the present study was to identify the critical properties (based on the laboratory tests) that could be correlated to the field performance of the rapid setting repair materials. The first phase of the project involved laboratory evaluation of six commercial rapid‐setting repair materials (RMs). When tested in the laboratory, all but two exhibited acceptable rates of strength gain and three RMs displayed relatively poor freeze‐thaw resistance. All the RMs exhibited acceptable values for free‐shrinkage, high resistance to cracking and good bond to substrate concrete. The resistance to chloride ion penetration of one of the RMs was very poor. The second phase of the project involved field installation and performance evaluation of the RMs. It was seen that while, in most cases, the controlled laboratory conditions yielded consistent mixes and acceptable performance, the properties of mixes produced on site were more variable. This variability was the result of somewhat uncontrolled changes in the amount of aggregate extension used, moisture content of the aggregates, amount water added and ambient temperature conditions. Follow‐up inspection of the repair patches indicated that all the patches except one underwent premature failures (primarily cracking and edge de‐bonding). The ambient temperature during the repairs was around 10°C and this led to an extended set‐time for all the materials. The 12‐hr compressive strengths values of the specimens from the field‐mixes were in some cases lower than the 4‐hr compressive strength values of laboratory mixes. Since the repairs were open to traffic after approximately 4 hours after placement, the low early age strengths could be a potential reason for premature failures of some of the patches. In general, several materials were found to be very sensitive to excess water added during mixing resulted in a significant impact on the durability properties – especially the freeze‐thaw resistance. In the field, for most of the materials, the consistency of the mixes varied from batch to batch – this can be attributed to the variations in the aggregate extension adopted, mix‐water added and also the moisture content of the aggregates used. Construction related issues (consolidation and finishing) also played an important role in the performance of the repair patches. KW - Compressive strength KW - Concrete pavements KW - Durability KW - Field tests KW - Freeze thaw durability KW - Indiana KW - Laboratory tests KW - Moisture content KW - Patching KW - Pavement maintenance KW - Performance based specifications UR - http://dx.doi.org/10.5703/1288284315185 UR - https://trid.trb.org/view/1420030 ER - TY - RPRT AN - 01596089 AU - Stromquist-Le Voir, Gannon AU - Christenson, Richard AU - DeWolf, John AU - Kim, Jeong-Ho AU - University of Connecticut, Storrs AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Validating and Assessing Integrity of Troubled Bridges in Connecticut: Monitoring Cable Tensions for the Arrigoni Bridge, Middletown, CT PY - 2013/06//Final Report SP - 104p AB - This report provides information on a study of the Arrigoni Bridge in Middletown, Connecticut, where vibration measurements are used to determine the tension among various suspender cables in the structure. Actual vibration data on 134 cables under ambient, traffic-induced excitation are used to determine the corresponding natural frequencies and, along with cable parameters, calculate the tension in each cable. KW - Arrigoni Bridge (Connecticut) KW - Bridge cables KW - Middletown (Connecticut) KW - Monitoring KW - Structural integrity KW - Tension KW - Vibration UR - http://ntl.bts.gov/lib/54000/54200/54291/CT-2270-F-13-11__1_.pdf UR - https://trid.trb.org/view/1401062 ER - TY - RPRT AN - 01587395 AU - El-Anwar, Omar AU - Migliaccio, Giovanni AU - Lin, Ken-Yu AU - Gatti, Umberto AU - Medina, Yvonne AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - WSDOT Building Asset Management An Exploratory Case Study Impact of Failures at the Corson Avenue TEF Shop on WSDOT Services PY - 2013/06//Research Report SP - 66p AB - The mission of the Washington State Department of Transportation (WSDOT) is to keep people and business moving by operating and improving the state’s transportation systems vital to its taxpayers and communities. Traditionally, the Department has focused its efforts on the transportation systems. However, a growing portfolio of transportation assets is burdening an old and often outdated portfolio of building assets that support WSDOT's core mission and house employees, who design, construct, maintain, and operate state highways. The capacity and condition of these building assets are critically challenged by the failure of various building systems, which, when they happen, can be very disruptive or even hazardous to WSDOT daily operations. Considering the long overdue preservation and replacement of these assets, there is an urgent need to (1) understand how the asset performance influences the various functions that support the Department’s core mission, (2) identify the impact of alternative funding levels upon building asset performance, and (3) prioritize the Department’s funding decisions in order to fulfill its core mission through a safe and sustainable working environment. This research project is the first step in a series of potential research projects designed to develop an in-depth understanding of building asset management processes, challenges, and opportunities for WSDOT. This project is an exploratory case study focusing on the Vehicle Repair Shop in the Northwest Region Maintenance Facility in South Seattle. This shop was built in 1954 and is located in a site complex with 33 separate structures, totaling 114,025 SF of space that houses staff and equipment for the maintenance and operation of state highways. The analysis outcomes show that failures occurring at the Transportation Equipment Fund (TEF) shop can significantly affect its ability to service the department’s vehicles and equipment. Given the importance of some of these vehicles and equipment in operating the state’s transportation system, failures at the TEF shop can also significantly affect WSDOT’s ability to fulfill its mission. KW - Asset management KW - Case studies KW - Facilities KW - Seattle (Washington) KW - Structures KW - Washington (State) KW - Washington State Department of Transportation UR - http://www.wsdot.wa.gov/research/reports/fullreports/824.1.pdf UR - https://trid.trb.org/view/1395639 ER - TY - RPRT AN - 01584285 AU - Rao, Shreenath AU - Sadasivam, Suri AU - Mallela, Jagannath AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - California Demonstration Project: Safety Improvements on Mountain Ranch Road in Calaveras County PY - 2013/06//Final Report SP - 57p AB - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, Calaveras County, CA, was awarded a $300,000 grant to conduct a road safety audit (RSA), develop plans and specifications, and perform safety improvements on Mountain Ranch Road east of San Andreas. The key innovation was the addition of a 2-inch hot-mix asphalt overlay with a Safety Edge to an approximately 2.1-mile segment of Mountain Ranch Road (Boo Street to Upper Michel Road) that needed it. The county had identified it as area with enough right-of-way and/or shoulder room to properly construct the Safety Edge (easterly segment). The second safety component was the installation of highly retroreflective striping on top of centerline rumble strips to help keep drivers from drifting into the adjacent lane and oncoming traffic (easterly, center, and westerly segments). The third safety component was backing and/or extending the aggregate base shoulders along segments of the overlaid section that required it for the addition of the Safety Edge and segments that did not get the Safety Edge treatment but would benefit from an improved or widened shoulder (easterly and westerly segments). The fourth safety component was the installation of new metal beam guardrail (MBGR) along a 1.60-mi segment of Mountain Ranch Road. The improvements include new MBGR beginning at the intersection of Rocky Road and terminating at the western intersection of Michel Road (westerly segment). In addition to the construction components, planning and evaluation procedures, including an RSA, and a project information campaign were implemented to maximize the effectiveness of this project. The project was a great success, and the safety improvements are expected to substantially reduce the crash and fatality rates on Mountain Ranch Road. A detailed economic analysis considering all costs associated with building the as-constructed section versus the baseline section and the economic benefits from improved safety over a 10-year period showed substantial cost benefits for the as-constructed project. The life cycle cost analysis showed a total savings of $7,889,157.73 for the as-constructed case compared to the baseline case. KW - Benefit cost analysis KW - Calaveras County (California) KW - Center lines KW - Demonstration projects KW - Guardrails KW - Highways for LIFE KW - Innovation KW - Life cycle costing KW - Retroreflectivity KW - Road safety audits KW - Safety edge (Pavement safety feature) KW - Safety improvement projects KW - Shoulder widening UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/CA_CalaverasCnty_MountainRanch.pdf UR - https://trid.trb.org/view/1377216 ER - TY - RPRT AN - 01584272 AU - Bledsoe, Jay AU - Mallela, Jagannath AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - New York Demonstration Project: Improvements to the Winton Road/I-590 Interchange in Rochester PY - 2013/06//Final Report SP - 38p AB - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the New York State Department of Transportation (NYSDOT) was awarded a grant for a demonstration project that involved the construction of a diverging diamond interchange (DDI) at the intersection of Interstate 590 and Winton Road in Brighton. This DDI is the first of its kind in New York, allowing traffic to access the interstate using the concept of “free” or unopposed left turns, minimizing the risk of serious crashes and decreasing travel times. Additional benefits include improved access and safety for bicyclists and pedestrians, shorter construction time, and less real estate acquisition. Several innovative strategies were used on this project to speed construction, reduce congestion, and increase work zone safety. NYSDOT allowed complete closure of on and off ramps on weekends during periods of high construction activity, providing signed detours to motorists. The agency also required a complete shutdown of Winton Road while the final traffic patterns were developed to eliminate driver confusion. The construction costs for the Winton Road improvement totaled about $8 million, $4.9 million less than the traditional alternative. KW - Benefits KW - Costs KW - Demonstration projects KW - Diamond interchanges KW - Diverging diamond interchanges KW - Highways for LIFE KW - Innovation KW - Rochester (New York) UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/NY%20590%20Winton%20Report%20-%20Final_06_18_2013.pdf UR - https://trid.trb.org/view/1377218 ER - TY - RPRT AN - 01580349 AU - Bhajandas, Amar AU - Mallela, Jagannath AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Vermont Demonstration Project: Rehabilitation of Culverts in South Burlington and Colchester PY - 2013/06//Final Report SP - 37p AB - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE (HfL) program, the Vermont Agency of Transportation (VTrans) was awarded a grant to demonstrate the use of trenchless technology in rehabilitating two structurally deficient culverts located along Interstate 89 in South Burlington and Colchester, VT. The scope of work included adding a new 60-inch diameter culvert alongside the existing culvert at each location using trenchless technology under 40 feet of fill. This report documents the entire work effort, including the use of the innovative trenchless technique of pipe ramming. The addition of a culvert will improve hydraulic capacity and make future maintenance safer and easier. The project included development of a geotechnical baseline report to minimize unexpected geotechnical conditions. After some early construction challenges, the project team successfully implemented the pipe ramming trenchless technology. The lessons learned on this project will be useful when addressing other projects of this type. VTrans was able to perform the work without closing any lanes or interfering with traffic flow. The benefits of using trenchless technology included the following: Eliminated traffic delays and lane closures; Provided a safer environment for the traveling public and workers by eliminating exposure to traffic and construction activities inherent in conventional open-cut construction; Eliminated costs associated with traffic control and roadway excavation; Completed work for about $1.2 million versus an estimated cost of $4 million for open-cut construction; and Completed the project in one construction season versus two for conventional construction. KW - Colchester (Vermont) KW - Cost effectiveness KW - Culverts KW - Demonstration projects KW - Geotechnical engineering KW - Highways for LIFE KW - Pipe ramming KW - Rehabilitation (Maintenance) KW - South Burlington (Vermont) KW - Technological innovations KW - Trenchless technology UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/VT_Rehabilitation_of_Culverts_Final_06_18_2013.pdf UR - https://trid.trb.org/view/1373004 ER - TY - RPRT AN - 01580346 AU - Rao, Shreenath AU - Mallela, Jagannath AU - Littleton, Paul AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Utah Demonstration Project: Precast Concrete Pavement System on I-215 PY - 2013/06//Final Report SP - 50p AB - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the Utah Department of Transportation (UDOT) was awarded a $750,000 grant to demonstrate the use of proven, innovative precast concrete pavement system (PCPS) technology to deliver this project in less time and with less impact on motorists than conventional construction. This report details the PCPS innovations used to replace the existing deteriorated concrete pavement during 7- to 10-hour nighttime lane closures. Traditional construction practices of cast-in-place full-depth repairs would have required closures of 7 to 10 days, greatly impacting traffic during peak hours on this urban belt route. Traditional construction practices would have resulted in delays of 3,608 vehicle-hours with one-lane closure and 122,704 vehicle-hours with two-lane closures per day on Monday through Thursday and 1,255 vehicle-hours with one-lane closure and 106,820 vehicle-hours with two-lane closures on Friday. Using PCPS and nighttime construction reduced vehicle-hours of delay to zero. UDOT learned several valuable lessons on rehabilitation using PCPS. The project was completed with minimal disruption to the traveling public, improved worker and work zone safety, and substantial reduction in construction time that affected traffic. The experience gained on this successful project will help UDOT refine its accelerated pavement construction processes and use them in other situations where traffic impacts are a major concern. KW - Demonstration projects KW - Highways for LIFE KW - Lane closure KW - Nighttime construction KW - Precast concrete pavements KW - Rehabilitation (Maintenance) KW - Rigid pavements KW - Technological innovations KW - Utah UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/UT_I-215_PCPS_Final%20_June_2013.pdf UR - https://trid.trb.org/view/1373001 ER - TY - RPRT AN - 01578165 AU - Rao, Shreenath AU - Mallela, Jagannath AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Minnesota Demonstration Project: Accelerated Bridge Construction over Paleface River on TH53 using Prefabricated Elements PY - 2013/06//Final Report SP - 74p AB - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE (HfL) program, the Minnesota Department of Transportation (MnDOT) was awarded a $150,000 grant to develop plans and specifications, and then construct Bridge 69071 over the Paleface River on TH53 near Cotton, MN. The key innovation included the use of accelerated bridge construction (ABC) techniques by precasting the deck panels off-site in the controlled environment of a fabrication facility, transporting the panels to the project site, and installing the panels onto prefabricated concrete girders. This report documents the entire work effort, including the innovative ABC techniques employed by MnDOT, with specific focus on the connection details including haunches, blockouts, keyway joints, and post-tensioning splices. Removal and replacement of the Paleface River bridge was a great success, and MnDOT was able to meet the HfL program requirement related to the project goals of safety, construction congestion, quality, and user satisfaction. MnDOT and the construction contractor learned some valuable lessons in the process. Since this was the first project of its kind undertaken in Minnesota, MnDOT’s goal was to use it as a learning and evaluation tool and chose a project site with low traffic volume and minimal anticipated impact to traffic. The overall costs for the construction of this bridge were higher than if the bridge had been constructed using traditional cast-in-place techniques; however, if the bridge had been constructed in a location with shorter haul distances for the precast panels, higher traffic impacts, near urban areas with morning and evening peaks, and longer detours, it could potentially result in cost savings to MnDOT and the traveling public. KW - Bridge construction KW - Costs KW - Demonstration projects KW - Highways for LIFE KW - Minnesota KW - Prefabricated bridges KW - Structural connection KW - Technological innovations UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/MN_US53_Paleface_Bridge_Final_06_24_2013.pdf UR - https://trid.trb.org/view/1371162 ER - TY - RPRT AN - 01577855 AU - Littleton, Paul AU - Mallela, Jagannath AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Iowa Demonstration Project: Accelerated Bridge Construction on US 6 over Keg Creek PY - 2013/06//Final Report SP - 64p AB - As part of a national initiative sponsored by the Federal Highway Administration (FHWA) under the Highways for LIFE program, the Iowa Department of Transportation (DOT) was awarded a $400,000 grant to demonstrate the use of proven, innovative accelerated bridge construction (ABC) technologies to deliver this $2.7 million project in less time than conventional construction. This project represents a cooperative effort among the FHWA, Iowa DOT, and the Strategic Highway Research Program (SHRP 2) project R04 research team to demonstrate the latest advances in ABC methods. This report details the ABC innovations used to replace the US 6 bridge over Keg Creek featuring prefabricated superstructure and substructure systems, high- and ultra-high-performance concrete, self-consolidating concrete, and fully contained flooded backfill. The new bridge was completely prefabricated off-site and installed into place—a first in Iowa and in the United States. The ABC approach and innovations in this project increased safety, enhanced quality, and allowed the contractor to replace the bridge during a 16-day road closure instead of 6 months, as would have been required under traditional construction methods. Using prefabricated bridge systems and innovative materials nearly doubled the initial bridge construction cost compared to traditional construction. However, a comprehensive economic analysis including user cost savings shows that the project saved road users about $0.44 million (or about 29 percent less than conventional construction). The experience gained on this successful project will help the Iowa DOT implement these innovations more routinely on future projects. KW - Bridge construction KW - Bridge replacement KW - Demonstration projects KW - Economic analysis KW - High performance concrete KW - Highways for LIFE KW - Iowa KW - Prefabricated bridges KW - Self compacting concrete KW - Technological innovations KW - Ultra high performance concrete UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/IA_KegCreekBridge_Final_Report_June_2013.pdf UR - https://trid.trb.org/view/1370474 ER - TY - RPRT AN - 01577851 AU - Bhajandas, Amar AU - Mallela, Jagannath AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Maryland Demonstration Project: Baltimore-Washington Parkway/West Nursery Road Bridge Superstructure Replacement Using SPMTs PY - 2013/06//Final Report SP - 76p AB - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the Maryland State Highway Administration was awarded a $600,000 grant to demonstrate the use of proven, innovative technologies for accelerated bridge superstructure removal and replacement. This report documents accelerated bridge construction techniques using self-propelled modular transporters (SPMTs) to remove and replace the superstructures of two West Nursery Road bridges over northbound and southbound Baltimore-Washington Parkway (MD 295) over two consecutive weekends. This report includes construction details of the bridge superstructures built in the median of MD 295, just north of the existing bridges, on temporary support structures. Using conventional construction methods, the impact of this project on the traveling public was estimated at 7 months, during which four lanes of West Nursery Road traffic would have been reduced to two lanes, one in each direction. However, using SPMTs reduced the impact to 2 weekend nights for MD 295 northbound and southbound traffic and 2 weekends, from midnight on Friday to 8 a.m. on Sunday, for West Nursery Road users. The traditional approach would have included a temporary bridge to carry West Nursery Road traffic during construction. It would have also required reconfiguring ramps, acquiring right-of-way, and constructing temporary approach roadways to the temporary bridge. The estimated cost of the temporary bridge was about the same as the $865,700 cost for SPMT deployment, but the SPMT option reduced user costs by $324,000, about 7 percent of the project construction cost. Because of the success of this project, the Maryland State Highway Administration will consider SPMT use on future projects, where it is feasible and appropriate for conditions. KW - Baltimore-Washington Parkway KW - Bridge construction KW - Bridge superstructures KW - Cost effectiveness KW - Demonstration projects KW - Highways for LIFE KW - Maryland KW - Prefabricated bridges KW - Self-propelled modular transporters KW - Technological innovations UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/MD_SPMT_West_Nursery_Rd_%20Final%20Report_06_27_2013.pdf UR - https://trid.trb.org/view/1370467 ER - TY - RPRT AN - 01577849 AU - Mallela, Jagannath AU - Hausman, John AU - Littleton, Paul AU - Ullman, Jerry AU - Hoffman, Gary AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Bridge Replacements on MD 28 and MD 450, Frederick County and Anne Arundel County, Maryland PY - 2013/06//Final Report SP - 45p AB - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the Maryland State Highway Administration (MDSHA) was awarded a grant totaling 20 percent of the total project construction cost (or $717,157), making this a 100 percent federally funded project. The grant was awarded because the project was intended to demonstrate the use of proven, innovative technologies to deliver two rural bridge replacement projects in an accelerated schedule so as not to impact school bus routes. This report documents the MD 28 over Washington Run and MD 450 over Bacon Ridge Branch bridge projects, both single span bridges carrying two-lane, two-way roadways. This report summarizes the practices employed for these projects, including the use of prefabricated bridge elements and structures (PBES), incentive contracting, and construction within full roadway closures and detours. The use of these technologies decreased estimated construction time from 15 months for similar typical bridge replacement projects to 3 months (only 2 months of roadway closure). While the full roadway closures and subsequent detours significantly increased user delays and fuel consumption on a daily basis, the drastically reduced construction time and great savings in maintenance of traffic (MOT) and construction phasing resulted in a project savings of approximately $1.49 million (or approximately 32 percent of the total project costs) of the MD 28 project alone. Because of the success of this project, MDSHA is applying lessons learned and has already taken steps on other projects to further utilize PBES construction practices to save time and money. KW - Anne Arundel County (Maryland) KW - Bridge construction KW - Bridge replacement KW - Cost effectiveness KW - Detours KW - Frederick County (Maryland) KW - Highways for LIFE KW - Incentives KW - Prefabricated bridges KW - Road closures KW - Single span bridges KW - Technological innovations UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/MD_Replacements%20on%20MD%2028%20and%20MD%20450_Final_Report_June_2013.pdf UR - https://trid.trb.org/view/1370468 ER - TY - RPRT AN - 01577104 AU - Rao, Chetana AU - Littleton, Paul AU - Sadasivam, Suri AU - Ullman, Gerry AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - California Demonstration Project: Pavement Replacement Using a Precast Pavement System on I-15 in Ontario PY - 2013/06//Final Report SP - 72p AB - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE (HfL) program, the California Department of Transportation was awarded a $5 million grant to showcase and demonstrate the use of precast concrete pavement system (PCPS) technology for the replacement of concrete slabs on Interstate 15 in Ontario, CA. The project involved the rehabilitation of 4.7 miles of roadway including 696 PCPS slab installations. The rehabilitation project provided the opportunity to evaluate PCPS alongside traditional cast-in-place slab replacement methods. In addition, the project involved the use of other innovative technologies. The design phase of this project utilized Construction Analysis for Pavement Rehabilitation Strategies (CA4PRS) analysis to optimize construction staging plans and Dynameq to characterize traffic flow during construction and rehabilitation activities. Also, a road safety audit was performed in the early stages of the construction to critically examine safety considerations in various design and planning elements. This report documents the details of this project, including a description of the applied PCPS technology and its design, construction staging techniques and maintenance of traffic, slab installation, and performance evaluations and economic analysis. This report also contains other items relevant to HfL projects, including a description of HfL goals, technology transfer activities on the project, and a detailed analysis of data to evaluate if the HfL goals were satisfied. This project serves as a great example of the successful use of multiple innovations on a large scale project. The project also demonstrates the key factors for success: vast breadth of knowledge and expertise required; the importance of planning and attention to details, and the significance of good communication across various divisions within an agency. Specifically, in the case of PCPS, this project achieved tremendously high production rates for slab installations in nighttime work windows. Besides the initial trial installations behind k-rails, all PCPS installations performed in nighttime work windows did not require closure of more than 2 lanes, which was compensated with the addition of two median lanes in the project. Given the construction staging plans and the lane closure patterns, the economic analysis shows no significant cost implications due to the use of PCPS technology for slab replacement. KW - Demonstration projects KW - Economic analysis KW - Highway safety KW - Ontario (California) KW - Pavement performance KW - Precast concrete pavements KW - Rehabilitation (Maintenance) KW - Slabs KW - Technological innovations UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/CA_Pavement%20Replacement%20Using%20a%20PCPS%20on%20I-15_Final_Report_June_2013.pdf UR - https://trid.trb.org/view/1370098 ER - TY - RPRT AN - 01576095 AU - Von Quintus, Harold L AU - Mallela, Jagannath AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Vermont Demonstration Project: Warm-Mix Asphalt Overlay and Rehabilitation of U.S.4A and VT 30 PY - 2013/06//Final Report SP - 80p AB - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the Vermont Agency of Transportation was awarded a $1 million grant to demonstrate the use of multiple innovative but proven strategies for rehabilitating segments of U.S. 4A and VT 30 near and through Castleton. The three strategies used on the project include warm mix-asphalt (WMA), the Safety EdgeSM, and intelligent compaction. Two other innovative strategies were also used during construction: an infrared bar for monitoring the mat temperature behind the paver and a longitudinal construction joint specification to improve joint performance. This report details the use of multiple strategies to rehabilitate these routes. Use of the Safety Edge increased safety by making it easier for vehicles that drift off the roadway to return. Use of WMA reduced the time needed for the mat temperature to drop below 140 °Fahrenheit, reducing queue length and the number of vehicles in the queue. More important, use of intelligent compaction increased the uniformity of the mat density and resulted in slightly higher mat densities, increasing the service life of the overlay. KW - Compaction KW - Demonstration projects KW - Overlays (Pavements) KW - Paving KW - Rehabilitation (Maintenance) KW - Vermont KW - Warm mix paving mixtures UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/Vermont_Hfl_US4-VT30_June_2013.pdf UR - https://trid.trb.org/view/1367848 ER - TY - RPRT AN - 01574058 AU - Kanter, John AU - Mikula, Toni AU - DeLuca, Diane AU - Holman, Heidi AU - New Hampshire Fish and Game Department AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - Reducing Bird-Strike Risk at Portsmouth International Airport (PSM) Through Research on Breeding Upland Sandpiper Habitat PY - 2013/06//Final Report SP - 34p AB - This report summarizes the results of a study to identify the habitat use and behavior of the upland sandpiper, a state-endangered bird species, at Portsmouth International Airport (PSM), which is near the Great Bay National Wildlife Refuge (GBNWR). The study determined that PSM provides the nesting habitat for 10 to 15 pairs of upland sandpipers. Despite several surveys at other suitable grassland habitats, including sites within GBNWR, biologists have not recorded any breeding activity outside of PSM. The study identified wildlife hazards and attractants on the airfield and made recommendations to minimize said hazards thereby protecting the state-endangered bird species. The management plan at PSM was modified to fit USDA Wildlife Services guidelines and provide a mowing regime to minimize the risk to the upland sandpiper. Recommended best management practices include: modifications to the mower’s flushing bar, the cutting height and time of year for cutting, improve and create additional habitat areas at GBNWR, and continued monitoring of impact on the upland sandpiper at PSM. KW - Airports KW - Best practices KW - Bird strikes KW - Birds KW - Endangered species KW - Great Bay National Wildlife Refuge KW - Habitat (Ecology) KW - Mowing KW - Portsmouth International Airport KW - Recommendations KW - Risk management UR - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/14282U-FINALREPORT.pdf UR - http://ntl.bts.gov/lib/55000/55300/55388/14282U-FINALREPORT.pdf UR - https://trid.trb.org/view/1364785 ER - TY - RPRT AN - 01571976 AU - Smadi, Omar AU - Hawkins, Neal AU - Hallmark, Shauna AU - Knickerbocker, Skylar AU - Iowa State University, Ames AU - Federal Highway Administration TI - Evaluation of the TAPCO Sequential Dynamic Curve Warning System PY - 2013/06//Interim Report SP - 121p AB - Implementing safety countermeasures on rural horizontal curves to address speeding can improve the safety performance for those locations. State safety and traffic engineers are faced with making decisions on what type of technology to use and which sites to use the technology on in a fiscally constrained environment. The research conducted for this project will evaluate a Sequential Dynamic Curve Warning System (SDCWS) that could be an additional tool for these engineers to use either separately or in combination with other countermeasures to address horizontal curve locations with a history of safety concerns. KW - Countermeasures KW - Evaluation KW - Field studies KW - Highway curves KW - Rural highways KW - Traffic safety KW - Variable message signs KW - Warning signs UR - http://www.fhwa.dot.gov/hfl/pubs/hif13040/hif13040.pdf UR - https://trid.trb.org/view/1363083 ER - TY - RPRT AN - 01552157 AU - Taylor, Peter C AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Demonstration of Technologies for Concrete Pavement Quality Monitoring PY - 2013/06 SP - 40p AB - A field demonstration to showcase the available technologies that can be used to improve quality monitoring of concrete pavements as they are constructed was held as part of the Spring 2013 National Concrete Consortium meeting in Philadelphia on April 3, 2013. The technologies selected were those known to the group to be practical, useful and with some degree of maturity, meaning they were ready to be implemented in the field, if not already commercially available. It should be noted that many of them are likely more useful for Quality Control (QC) applications rather than acceptance. The devices demonstrated included: Air void analyzer, Coefficient of Thermal Expansion, Corrosion Sensors, Field Calorimeter, Ground Penetrating Radar, HIgh PERformance Concrete PAVing (HIPERPAV) III, Impulse response, MIRA Ultrasonic Pulse Echo, MIT Scan 2 (pulse-induction), MIT Scan T2, P-wave, Super air meter, Surface Resistivity, and Tensile Bond. The appendix includes technical data sheets for each device. KW - Air voids KW - Calorimeters KW - Concrete pavements KW - Corrosion KW - Durability KW - Electrical resistivity KW - Ground penetrating radar KW - HIPERPAV (Computer program) KW - Impulse response KW - Quality control KW - Tensile strength KW - Thermal expansion KW - Tomography UR - http://www.cptechcenter.org/technical-library/documents/Advance-Field-Rodeo-report.pdf UR - https://trid.trb.org/view/1341304 ER - TY - RPRT AN - 01544702 AU - Tremblay, Jason AU - Colgrove, George W AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Evaluation of Corrosion Resistance of Various Concrete Reinforcing Materials PY - 2013/06//Final Report SP - 23p AB - The Vermont Agency of Transportation undertook a simple experiment to determine the corrosion resistance ability of various reinforcing steels (rebar) that may be used in bridges and other concrete structures. Eight types of rebar were used in the study, including: black, MMFX2, epoxy coated, Z-Bar, stainless clad, high nickel stainless steel, high manganese stainless steel, and a duplex stainless steel. Rebar samples were subjected to a 3% sodium chloride salt water solution bath three days a week for eight hours. When not submerged, samples were left to dry under standard temperature and pressures. Samples went through this procedure for a total of 260 cycles, which was equated to an approximately 10 year outdoor lifecycle under Vermont’s climatic conditions. Samples were measured for mass, diameter, and coating thicknesses prior to, periodically during, and at the completion of their exposure testing. Results prove that each type of rebar show varying degrees of corrosion resistance to sodium chloride. Black bar showed not only extensive corrosion, but it also began rapidly from the onset of the immersions, while epoxy coated bars (ECR) showed adequate resistance to corrosion. Some ECR bars were intentionally cut and not repaired for the study showed a considerable increase in corrosion over intact bars. Bars that are designed to further combat construction damage, Z-Bar, stainless-clad, and solid stainless steels, exhibited far greater corrosion resistance. KW - Corrosion resistance KW - Reinforced concrete KW - Reinforcing bars KW - Sodium chloride KW - Vermont UR - http://vtransplanning.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/2013-01%20Evaluation%20of%20Corrosion%20Resistance%205-29.pdf UR - https://trid.trb.org/view/1331775 ER - TY - RPRT AN - 01538259 AU - ICF International AU - South Coast Engineers AU - Texas Tech University, Lubbock AU - U.S. Geological Survey AU - PB Americas, Incorporated AU - Federal Highway Administration AU - Department of Transportation TI - Impacts of Climate Change and Variability on Transportation Systems and Infrastructure: The Gulf Coast Study, Phase 2, Task 2: Climate Variability and Change in Mobile, Alabama PY - 2013/06//Final Report SP - 228p AB - To better understand climate change impacts on transportation infrastructure and to identify potential adaptation strategies, the U.S. Department of Transportation (USDOT) is conducting a comprehensive multiphase study of climate change impacts in the Central Gulf Coast region. The Gulf Coast Study has two distinct study periods: Phase 1 (2003 to 2008) examined the impacts of climate change on transportation infrastructure at a regional scale; and Phase 2 (underway) is focusing on a smaller region, enhancing regional decision makers’ ability to understand potential impacts on specific critical components of infrastructure, and to start evaluating adaptation options. This report, the Task 2 report, lays the climate data foundation upon which a vulnerability assessment will be conducted in the next task. This report explores potential changes in five primary climate variables: temperature, precipitation, streamflow, sea level rise, and storm surge in Mobile, Alabama. To do so, Task 2 characterizes the current climate conditions in Mobile, and then uses downscaled climate projection data, as well as sea level rise and storm surge modeling, to develop plausible climate futures. The climate information discussed in this report will be used to assess how the transportation system in Mobile might be affected by climate change. Although this report does focus on Mobile, AL, the processes developed under this Task can be replicated by other transportation organizations across the country. The ultimate goal of this report is to not just identify how climate could change in Mobile, but also to develop robust methodologies, and identify existing datasets and tools, for developing these plausible climate futures. KW - Climate change KW - Environmental impacts KW - Forecasting KW - Gulf Coast KW - Infrastructure KW - Methodology KW - Mobile (Alabama) KW - Precipitation (Meteorology) KW - Sea level KW - Storm surges KW - Streamflow KW - Temperature UR - http://www.fhwa.dot.gov/environment/climate_change/adaptation/ongoing_and_current_research/gulf_coast_study/phase2_task2/mobile_variability/task2_app_a_to_d.pdf UR - http://www.fhwa.dot.gov/environment/climate_change/adaptation/ongoing_and_current_research/gulf_coast_study/phase2_task2/mobile_variability/task2_app_e.pdf UR - http://www.fhwa.dot.gov/environment/climate_change/adaptation/ongoing_and_current_research/gulf_coast_study/phase2_task2/mobile_variability/task2_main.pdf UR - https://trid.trb.org/view/1322517 ER - TY - RPRT AN - 01534770 AU - Varner, Robert L AU - Burns Cooley Dennis, Incorporated AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Influences of Cement Source and Sample of Cement Source on Compressive Strength Variability of Gravel Aggregate Concrete PY - 2013/06//Final Report SP - 226p AB - The strength of concrete is influenced by each constituent material used in the concrete mixture and the proportions of each ingredient. Water-cementitious ratio, cementitious materials, air content, chemical admixtures, and type of coarse aggregate are important factors that influence strength. Experience shows that variability of concrete strength is inevitable even when these factors are held constant. All constituent materials change with each sample of the material and these changes have influence on concrete strength. This study provides the Mississippi Department of Transportation (MDOT) engineers with compressive strength data on gravel aggregate concrete using seven portland cements and three samples collected approximately one month apart from each source. Crushed limestone was used for control mixtures. Data were collected from eighty-four mixtures to show compressive strength variability of gravel aggregate concrete. KW - Compressive strength KW - Concrete KW - Material sources KW - Mississippi KW - Portland cement UR - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20239%20-%20%20Influences%20of%20Cement%20Source%20and%20Sample%20of%20Cement%20Source%20on%20Compressive%20Strength%20Variability%20of%20Gravel%20Aggregate%20Concrete.pdf UR - https://trid.trb.org/view/1320053 ER - TY - RPRT AN - 01530942 AU - Bagley, Steve AU - Stevens, David K AU - Utah Department of Transportation AU - Federal Highway Administration TI - Annual UDOT Workshop on Transportation Research Needs: 2013 Proceedings PY - 2013/06//Final Workshop Proceedings SP - 237p AB - An annual Research Workshop (also known as the UTRAC Workshop) was held on April 8, 2013 to discuss and prioritize the research needs of the Utah Department of Transportation (UDOT) in preparation for the 2014 fiscal year. Participants included UDOT managers and employees, Federal Highway Administration (FHWA) staff, individuals from other government agencies, researchers from local universities, consultants, and other interested parties. Problem Statements, describing research needs of the Department, were submitted prior to the workshop and then evaluated, modified, and prioritized by working groups at the workshop. This document describes the UDOT research prioritization process, the Research Workshop, and the resultant list of prioritized Problem Statements. The Research Workshop included plenary sessions, with a keynote address by Carlos Braceras, Acting Director of UDOT; presentations on the UDOT Research program, past workshops, workshop instructions, and the project selection process; and presentation of the Trailblazer Award to Dr. Marvin Halling of Utah State University for his outstanding contributions to transportation research. Much of the workshop was devoted to the evaluation of Problem Statements by groups organized by subject area. The seven subject area groups were: Materials & Pavements, Maintenance, Traffic Management & Safety, Geotechnical, Preconstruction, Planning & Asset Management, and Transportation Innovation. Each group used a voting process to determine the most important research needs in their subject area, in ranked order. A total of 59 unique Problem Statements were considered. An additional 20 ideas were proposed and discussed in the Transportation Innovation breakout session. Of those statements and ideas, 27 have been listed for potential funding by the Research Division. The workshop was held at the Larry H. Miller Campus of the Salt Lake Community College. A total of 89 people participated. KW - Needs assessment KW - Research KW - Strategic planning KW - Utah Department of Transportation KW - Workshops UR - http://www.udot.utah.gov/main/uconowner.gf?n=13433514070566614 UR - https://trid.trb.org/view/1316035 ER - TY - RPRT AN - 01516291 AU - Cambridge Systematics AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - Peer Exchange, Journey from Adequate to Vital: The Pathway to Excellence PY - 2013/06//Final Report SP - 118p AB - This report documents the New Mexico Department of Transportation (NMDOT) Research Peer Exchange held April 10-11, 2013 in Albuquerque, New Mexico in accordance with the requirements of 23 CFR 420. It involved NMDOT staff and representatives from the state Departments of Transportation of Arizona, Ohio, Texas, Washington, and Wisconsin. The two key objectives of the peer exchange were to identify steps toward creating a Strategic Research Program that supports the Department’s Strategic Plan and to develop strategies for overcoming operation obstacles. It included a review of the NMDOT research program and presentations from the other peer states on their programs. The peer exchange found that the NMDOT research program had made significant progress since the last peer exchange in 2008. The peer exchange recommended that the NMDOT should develop a Strategic Research Plan to guide their research project selection process; expedite the overall research project development process by conducting some steps simultaneously; develop a “Quick-Response Program” to address high-priority research needs; strengthen the implementation process for completed projects and develop outcome performance measures; develop a communication and marketing plan to transmit the value of the research program; and build productive partnerships with senior managers, customers, and stakeholders. KW - New Mexico Department of Transportation KW - Peer exchange KW - Recommendations KW - Research management KW - Research projects KW - State departments of transportation KW - Strategic planning UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM12SP-07-003_PeerExchange_FinalReport.pdf UR - https://trid.trb.org/view/1299561 ER - TY - RPRT AN - 01505937 AU - Mitchell, Gayle F AU - Sargand, Shad AU - Russ, Andrew AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Exfiltration Trench for Post Construction Storm Water Management for Linear Transportation Projects: Volume 3 of 3, Athens Field Study PY - 2013/06//Final Report SP - 214p AB - Based on performance, construction, and maintenance data from the Reno, Ohio, trench, a revised design using an open grate with aggregate and sand media placed in a fully enclosed prefabricated concrete chamber was installed on SR 550 in Athens, Ohio, and monitored for about two months. Forensics on the trench identified operational problems, and the trench was reconstructed. The new innovative design included a plastic bubble plate (patent pending) over the aggregate media. Monitoring of this new design over a nine month period showed improved performance over the current design and ease of maintenance. Average removal of suspended material that entered the trench was about 86%. Removal of metals generally corresponded to the influent concentration, ranging from 9% to 75%. KW - Aggregates KW - Athens (Ohio) KW - Concrete KW - Design KW - Exfiltration KW - Filtration KW - Heavy metals KW - Runoff KW - Sand KW - Suspended sediments KW - Trenches KW - Water quality management UR - http://worldcat.org/oclc/872562622/viewonline UR - https://trid.trb.org/view/1290153 ER - TY - RPRT AN - 01505935 AU - Mitchell, Gayle F AU - Sargand, Shad AU - Russ, Andrew AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Exfiltration Trench for Post Construction Storm Water Management for Linear Transportation Projects: Volume 1 of 3, Laboratory Study of Pervious Concrete and Filter Media PY - 2013/06//Final Report SP - 217p AB - This report documents a laboratory study on the efficacy of the exfiltration trench, a Best Management Practice (BMP) utilized by the Ohio Department of Transportation (ODOT), to reduce pollutants in post construction stormwater runoff. Runoff flows through media layers of the trench, consisting of pervious concrete, aggregate and sand filter media. The ODOT specified media were first characterized and then pollutant removal tests were conducted. Also, an alternative pervious concrete mix (recommended by the Ohio Ready MixConcrete Association (ORMCA)) and filter media (greensand) were investigated. Porosity, hydraulic conductivity, strength and freeze/thaw characteristics of each pervious concrete mix were determined. No structural or durability issues were evident with either concrete mix. Removal of suspended material via the pervious concrete increased with larger size influent particles. For the ODOT pervious concrete mix, removal in terms of total suspended solids (TSS) of sand, A-6 soil and artificial runoff averaged 60.5%, 4.8% and 39%, respectively. The ORMCA mix achieved an average removal of 38.5% for sand particles, 9.3% for A-6 soil and 16.1% for artificial runoff. Both the sand and greensand achieved over 97% removal of A-6 soil as TSS and 75% and 90%, respectively, for artificial runoff. The composite system of ODOT mix and sand averaged 84% removal of TSS and the Ohio Ready Mix and greensand combination averaged 91% removal. The composite system provided 63% to 98% removal for seven heavy metals (Cd, Cr, Cu, Fe, Ni, Pb, and Zn). Greensand was superior to sand in removing metals from solution. The intermediate aggregate layer was characterized for hydraulic conductivity, and the quantity of TSS emanating from washed and unwashed samples was estimated. Unwashed aggregate averaged 74% more TSS than washed aggregate in initial clean water tests. Maintenance of the pervious concrete was performed using simulated sweeping, vacuuming and jet washing. Recovery of permeability was related to the extent of clogging of the specimens, and for sand-clogged pores only 20% of the original hydraulic conductivity was recovered. KW - Aggregates KW - Best practices KW - Concrete KW - Design KW - Exfiltration KW - Filtration KW - Heavy metals KW - Ohio Department of Transportation KW - Runoff KW - Sand KW - Suspended sediments KW - Trenches KW - Water quality management UR - http://worldcat.org/oclc/872562622/viewonline UR - https://trid.trb.org/view/1286023 ER - TY - RPRT AN - 01505934 AU - Mitchell, Gayle F AU - Sargand, Shad AU - Russ, Andrew AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Exfiltration Trench for Post Construction Storm Water Management for Linear Transportation Projects: Volume 2 of 3, Reno Field Study PY - 2013/06//Final Report SP - 185p AB - Field monitoring was conducted for about 10 months on an exfiltration trench located on SR 7 near Reno, Ohio, to determine its efficacy in treatment of highway stormwater runoff. Flow to and from the trench was sampled incrementally during each rainfall/snowmelt runoff event and analyzed for a variety of constituents. The trench, consisting of media layers of porous concrete, aggregate and sand, exhibited clogging of the concrete layer within about four months; maintenance operations consisting of pressure washing and vacuuming were conducted, providing operation for another 5-6 months. Prior to maintenance an average removal of about 57% of total suspended solids (TSS) and 45% for total metals was achieved, declining to an average of 38% removal of TSS and negligible metals removal after maintenance. The trench was excavated, forensics performed, problems were corrected and a new trench constructed. The reconstructed trench was monitored for about 4 months prior to clogging; TSS and total metals removals both averaged about 68%. Results provided information for redesign and construction of another trench for further field monitoring and validation. KW - Aggregates KW - Concrete KW - Exfiltration KW - Field studies KW - Filtration KW - Heavy metals KW - Maintenance KW - Reno (Ohio) KW - Runoff KW - Sand KW - Suspended sediments KW - Trenches KW - Water quality management UR - http://worldcat.org/oclc/872562622/viewonline UR - https://trid.trb.org/view/1290152 ER - TY - RPRT AN - 01502790 AU - Li, Kai Ming AU - Tong, Bao N AU - Liu, Sheng AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Feasibility Study of In‐situ Characterization of Size Distribution of Air Voids in Concrete Pavements PY - 2013/06//Final Report SP - 40p AB - This report concerns a feasibility study on the use of a non-destructive and non-invasive method to determine the size distribution of air voids in fresh concrete, which will be used for laying concrete pavement. A preliminary review of different techniques suggested that the measurement of the p-wave velocity of ultrasound pulses transmitted through a fresh concrete specimen offers the most straightforward approach. This report describes an experimental study to address the design of an experimental test rig, the selection of appropriate equipment, and the determination of the p-wave velocity in fresh cementitious materials. The paper starts with the ultrasound characterization of fresh cement and mortars. Then, the feasibility of using the ultrasound method to determine the air-void content in a fresh concrete specimen with a minimum thickness of 4" is examined. In addition to the discussions of the ultrasound characterization of fresh cementitious materials, this paper also reports on the development of a suite of MATLAB programs to characterize the air-void systems of hardened cementitious materials. The approach is based on image processing techniques used to analyze digital images of polished specimens collected with a flatbed scanner. The results will provide pertinent information on the air-void systems in hardened cementitious materials. KW - Air voids KW - Concrete pavements KW - Feasibility analysis KW - Fresh concrete KW - Image processing KW - MATLAB (Computer program) KW - Nondestructive tests KW - Test procedures KW - Testing equipment KW - Ultrasonic tests KW - Ultrasonic waves UR - http://dx.doi.org/10.5703/1288284315212 UR - https://trid.trb.org/view/1280993 ER - TY - RPRT AN - 01502117 AU - Marsh, M Lee AU - Stringer, Stuart J AU - Stanton, John F AU - Eberhard, Marc O AU - Haraldsson, Olafur S AU - Tran, Hung Viet AU - Khaleghi, Bijan AU - Schultz, Eric AU - Seguirant, Steve AU - BergerABAM Engineers, Incorporated AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Concrete Technology Corporation AU - Federal Highway Administration TI - Precast Bent System for High Seismic Regions PY - 2013/06//Final Report SP - 84p AB - This report is a technical resource that provides background information on the use of a precast bent system for use in high seismic regions. The system is designed for, and intended to be used with, prestressed girder bridges that are built integrally with the supporting intermediate piers. Such piers are built in two stages, with the lower stage placed first to provide support to the girders and the upper stage constructed later to integrate the pier and superstructure. The precast bent system uses precast columns with cast-in-place foundations, precast pier cap beams, and a cast-in-place upper stage pier cap beam. This report provides information on the system concept, as well as the background physical testing for the upper level grouted duct connections and the lower socket type connections. Additionally, the report provides design and construction specifications, describes a demonstration project constructed in Washington State, and discusses lessons learned from the demonstration project. Finally, two design examples are presented to illustrate the design process for the precast bent system for spread footings and drilled shaft foundations. KW - Bents KW - Bridge construction KW - Bridge design KW - Bridge foundations KW - Bridge piers KW - Columns KW - Demonstration projects KW - Earthquake resistant design KW - Girder bridges KW - Precast concrete KW - Prestressed concrete bridges KW - Spread footings KW - Structural connection KW - Washington (State) UR - http://www.fhwa.dot.gov/hfl/pubs/hif13037/hif13037.pdf UR - https://trid.trb.org/view/1280731 ER - TY - RPRT AN - 01502102 AU - Marsh, M Lee AU - Stringer, Stuart J AU - Stanton, John F AU - Eberhard, Marc O AU - Haraldsson, Olafur S AU - Tran, Hung Viet AU - Khaleghi, Bijan AU - Schultz, Eric AU - Seguirant, Steve AU - BergerABAM Engineers, Incorporated AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Concrete Technology Corporation AU - Federal Highway Administration TI - Precast Bent System for High Seismic Regions, Appendix A: Design Provisions PY - 2013/06//Final Report SP - 22p AB - The final report that accompanies this appendix is a technical resource that provides background information on the use of a precast bent system for use in high seismic regions. The system is designed for, and intended to be used with, prestressed girder bridges that are built integrally with the supporting intermediate piers. This appendix (Appendix A) details design specifications which amend the provisions of the American Association of State Highway and Transportation Officials (AASHTO) Guide Specifications for Load and Resistance Factor Design (LRFD) Seismic Bridge Design. As such, it is formatted per AASHTO requirements as an additional appendix to the Seismic Guide Specifications, where it is proposed to be appendix C. The design provisions of the AASHTO Seismic Guide Specifications apply to the Highways for LIFE precast bent system for seismic regions except as modified according to the provisions herein. All cross-references in this appendix are in relation to the second edition (2011) of the AASHTO Seismic Guide Specifications. KW - AASHTO LRFD Bridge Design Specifications KW - Bents KW - Bridge design KW - Bridge foundations KW - Earthquake resistant design KW - Girder bridges KW - Precast concrete KW - Reinforcement (Engineering) KW - Spread footings KW - Structural connection UR - http://www.fhwa.dot.gov/hfl/pubs/hif13037/hif13037a.pdf UR - https://trid.trb.org/view/1280732 ER - TY - RPRT AN - 01502074 AU - Haraldsson, Olafur S AU - Janes, Todd M AU - Eberhard, Marc O AU - Stanton, John F AU - BergerABAM Engineers, Incorporated AU - University of Washington, Seattle AU - Federal Highway Administration TI - Precast Bent System for High Seismic Regions: Laboratory Tests of Column-to-Footing Socket Connections PY - 2013/06//Final Report SP - 186p AB - This report provides detailed information from the laboratory investigation of three precast column-to-spread footing large-scale tests, including descriptions of the specimen design, testing, data reduction, and conclusions regarding the use of the connection with the precast bent system. The tests provide data regarding the performance of the precast column-to-spread footing connection. The results indicate that the connection, when used with a precast column, is sufficiently strong to support the factored design gravity loads and to resist plastic hinging in the column above the footing. The behavior is emulative of cast-in-place performance. However, the precast column also provides an improved load path for lateral force transfer to the footing, owing to the elimination of outwardly hooked column longitudinal reinforcement. Additionally, the connection performance is adequate without reinforcement passing from the footing into the column, thus simplifying construction. KW - Bearing capacity KW - Bents KW - Bridge construction KW - Bridge design KW - Columns KW - Earthquake resistant design KW - Laboratory tests KW - Precast concrete KW - Spread footings KW - Structural connection UR - http://www.fhwa.dot.gov/hfl/pubs/hif13039/hif13039.pdf UR - https://trid.trb.org/view/1280738 ER - TY - RPRT AN - 01502073 AU - Marsh, M Lee AU - Stringer, Stuart J AU - Stanton, John F AU - Eberhard, Marc O AU - Haraldsson, Olafur S AU - Tran, Hung Viet AU - Khaleghi, Bijan AU - Schultz, Eric AU - Seguirant, Steve AU - BergerABAM Engineers, Incorporated AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Concrete Technology Corporation AU - Federal Highway Administration TI - Precast Bent System for High Seismic Regions, Appendix C: Design Example No. 2 PY - 2013/06//Final Report SP - 33p AB - The final report that accompanies this appendix is a technical resource that provides background information on the use of a precast bent system for use in high seismic regions. The system is designed for, and intended to be used with, prestressed girder bridges that are built integrally with the supporting intermediate piers. This appendix (Appendix C) is the second of two design examples that were prepared to guide engineers through the application of the American Association of State Highway and Transportation Officials (AASHTO) Seismic Guide Specifications to the Highways for LIFE precast bridge bent system, along with the supplemental design provisions that have been proposed as an appendix to the AASHTO Seismic Guide Specifications. Particular emphasis is given to the design and detailing of the connections between precast elements to ensure ductile energy dissipating behavior within the plastic hinge regions of the columns and capacity protection throughout the remainder of the structure. This design example uses an actual bridge recently designed by Washington State Department of Transportation, the US 101 Bone River Bridge replacement near Raymond. The new bridge will be a three-span structure, with the two-column intermediate bents and the short-stem seat abutments each supported by two oversized pile shaft foundations. The superstructure will consist of four prestressed concrete wide flange girders that will be made continuous at the integral dropped cap beam at the intermediate piers. The precast concrete columns were connected to the pile shaft foundations using a socket connection similar to the large-scale laboratory tests described in the final project report. KW - AASHTO LRFD Bridge Design Specifications KW - Bents KW - Bridge construction KW - Bridge design KW - Bridge foundations KW - Columns KW - Demonstration projects KW - Dissipation KW - Earthquake resistant design KW - Girder bridges KW - Hinges KW - Precast concrete KW - Structural connection KW - Washington (State) UR - http://www.fhwa.dot.gov/hfl/pubs/hif13037/hif13037c.pdf UR - https://trid.trb.org/view/1280735 ER - TY - RPRT AN - 01502030 AU - Tran, Hung Viet AU - Stanton, John F AU - Eberhard, Marc O AU - BergerABAM Engineers, Incorporated AU - University of Washington, Seattle AU - Federal Highway Administration TI - Precast Bent System for High Seismic Regions: Laboratory Tests of Column-to-Drilled Shaft Socket Connections PY - 2013/06//Final Report SP - 127p AB - This report provides detailed information from the laboratory investigation of two precast column-to-drilled shaft large-scale tests, including descriptions of the specimen design, testing, data reduction, and conclusions regarding the use of the connection with the precast bent system. The tests provide data regarding the performance of the precast column-to-drilled shaft connection. The results indicate that the connection, when used with a precast column, is sufficiently strong to resist plastic hinging in the column above the drilled shaft splice zone. The column reinforcing bars were anchored with headed bar ends to facilitate column strength development. The behavior is emulative of cast-in-place performance. The specimens tested were based on the minimum practical difference in diameters of the shaft relative to the column. When adequate confinement in the reinforcing cage of the shaft is included in the splice zone, the column can form a plastic hinging mechanism above the shaft without incurring damage in the shaft splice zone. If sufficient confinement is not included, then the resulting behavior is undesirable because the splice zone strength rapidly deteriorates. Recommendations for transverse reinforcement are provided to ensure desirable performance, and these result in more reinforcement in the upper portion of the splice zone than in the lower portion. KW - Bents KW - Bridge construction KW - Bridge design KW - Bridge foundations KW - Columns KW - Earthquake resistant design KW - Laboratory tests KW - Precast concrete KW - Reinforcement (Engineering) KW - Structural connection UR - http://www.fhwa.dot.gov/hfl/pubs/hif13038/hif13038.pdf UR - https://trid.trb.org/view/1280736 ER - TY - RPRT AN - 01501088 AU - Frosch, Robert J AU - Kreger, Michael E AU - Strandquist, Brad V AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Implementation of Performance Based Bridge Deck Protective Systems PY - 2013/06//Final Report SP - 77p AB - When considering the durability of a bridge, the concrete deck is often the most vulnerable component and can be the limiting factor affecting service life. To enhance the durability of both new and existing bridge decks, a protective system is often provided to prevent or delay the ingress of chlorides and moisture to the reinforcing steel. In the state of Indiana, this protective system typically comes in the form of a concrete overlay or a thin polymer overlay. Another protective system widely used in the United States and in many countries internationally consists of a waterproofing membrane overlaid with asphaltic concrete. Due to a history of poor performance in the 1970’s and the 1980’s, a moratorium has been placed on the installation of waterproofing membranes in Indiana. This study reevaluates the state-of-the-practice of bridge deck protection in Indiana with the goal of enhancing the Indiana Department of Transportation’s toolbox of bridge deck protective systems. Consideration was given to the state-of-the-art and state-of-the-practice in bridge deck protective systems used by other state transportation agencies as well as by international transportation agencies. Research focused on the practice of installing waterproofing membranes and the latest technologies being used. Based on the information gathered, various protective systems were evaluated, and recommendations are provided on the selection of the most appropriate systems for various bridge conditions. Furthermore, a recommendation is provided to remove the moratorium on membrane systems so that the benefits of this system can be more fully explored and realized. KW - Bridge decks KW - Impervious membranes KW - Indiana KW - Installation KW - Materials and structures protection KW - Overlays (Pavements) KW - State of the practice UR - http://dx.doi.org/10.5703/1288284315214 UR - https://trid.trb.org/view/1279419 ER - TY - SER AN - 01500366 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Zhou, Huaguo AU - Jalayer, Mohammad AU - Gong, Jie AU - Hu, Shunfu AU - Grinter, Mark AU - Southern Illinois University, Edwardsville AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Investigation of Methods and Approaches for Collecting and Recording Highway Inventory Data PY - 2013/06 AB - Many techniques for collecting highway inventory data have been used by state and local agencies in the United States. These techniques include field inventory, photo/video log, integrated global positioning system/geographic information system (GPS/GIS) mapping systems, aerial photography, satellite imagery, virtual photo tourism, terrestrial laser scanners, mobile mapping systems (i.e., vehicle-based light detection and ranging (LiDAR), and airborne LiDAR). These highway inventory data collection methods vary in terms of equipment used, time requirements, and costs. Each of these techniques has its specific advantages, disadvantages, and limitations. This research project sought to determine cost-effective methods to collect highway inventory data not currently stored in Illinois Department of Transportation (IDOT) databases for implementing the recently published Highway Safety Manual (HSM). The highway inventory data collected using the identified methods can also be used for other functions within the Bureau of Safety Engineering, other IDOT offices, or local agencies. A thorough literature review was conducted to summarize the available techniques, costs, benefits, logistics, and other issues associated with all relevant methods of collecting, analyzing, storing, retrieving, and viewing the relevant data. In addition, a web-based survey of 49 U.S. states and 7 Canadian provinces has been conducted to evaluate the strengths and weaknesses of various highway inventory data collection methods from different state departments of transportation. To better understand the importance of the data to be collected, sensitivity analyses of input variables for the HSM models of different roadway types were performed. The field experiments and data collection were conducted at four types of roadway segments (rural two-lane highway, rural multi-lane highway, urban and suburban arterial, and freeway). A comprehensive evaluation matrix was developed to compare various data collection techniques based on different criteria. Recommendations were developed for selecting data collection techniques for data requirements and roadway conditions. KW - Alternatives analysis KW - Canada KW - Cost effectiveness KW - Data collection KW - Highway Safety Manual KW - Highways KW - Illinois KW - Inventory KW - Literature reviews KW - Methodology KW - Recommendations KW - Sensitivity analysis KW - State departments of transportation KW - Surveys KW - United States UR - http://hdl.handle.net/2142/45759 UR - https://trid.trb.org/view/1278486 ER - TY - RPRT AN - 01499672 AU - Li, Shuo AU - Du, Yingzi (Eliza) AU - Guan, Bowen AU - Zhou, Zhi AU - Beale, Mike P AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Evaluation of Alternatives to Sound Barrier Walls PY - 2013/06//Final Report SP - 108p AB - The existing Indiana Department of Transportation's (INDOT’s) noise wall specification was developed primarily on the basis of knowledge of the conventional precast concrete panel systems. Currently, the constructed cost of conventional noise walls is approximately $2 million per linear mile. The noise wall is considered to be cost effective when a 5 dBA reduction can be achieved at a cost of no more than $25,000 per benefited receiver or $30,000 per benefited receiver in those cases where a majority of the receivers were in place prior to construction of the highway. In many areas, however, the above cost-effectiveness criteria are exceeded with the result that the areas are not eligible for federal-aid funding for noise abatement. Consequently, the residents in these areas are dissatisfied that no noise reduction measures are provided to them. Several alternative options may be considered by INDOT to address the above issues. The first option would be to raise the cost per receiver to make more areas eligible for noise walls. The second option would be to do nothing. The third option would be to adopt an optional line of sight (LOS) wall policy to improve customer satisfaction at a less expensive cost. Critical review was conducted on the current traffic noise policies by state departments of transportation (DOTs) nationwide, including Type II project participation, reasonableness of noise abatement, cost effectiveness of noise abatement, and third party funding. Four different types of noise barriers, including one conventional precast concrete wall and three LOS walls were installed in the study areas for field investigation. Evaluation was made on the issues relating to the construction, cost and structures of the installed noise walls, particularly the LOS walls. Pre- and post-installation noise measurements were made in the field to determine the noise reductions of the installed noise walls. Psychoacoustic-based approach was utilized to further evaluate compare the field acoustic performance of these four noise walls. Federal Highway Administration (FHWA) traffic noise model (TNM) 2.5 was also employed to predict the noise level in the design year and address the sensitivity issues associated with traffic volume, vehicle speed, noise wall height, noise wall length, and noise reduction coefficient of noise wall. Furthermore, community noise surveys were conducted before and after the installation of noise walls to identify public perception of the LOS wall performance and public involvement in noise abatement. Main findings and recommendations were made to modify INDOT traffic noise policy and noise wall specifications. KW - Alternatives analysis KW - Costs KW - Field tests KW - Financing KW - Indiana Department of Transportation KW - Line of sight KW - Noise barriers KW - Noise control KW - Precast concrete KW - Sound level KW - State departments of transportation KW - Surveys KW - Traffic noise KW - Traffic Noise Model KW - Walls UR - http://dx.doi.org/10.5703/1288284315209 UR - https://trid.trb.org/view/1266490 ER - TY - RPRT AN - 01497505 AU - Long, James H AU - University of Illinois, Urbana-Champaign AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Improving Agreement Between Static Method and Dynamic Formula for Driven Cast-In-Place Piles in Wisconsin PY - 2013/06//Final Report SP - 114p AB - This study focuses on comparing the capacities and lengths of piling necessary as determined with a static method and with a dynamic formula. Pile capacities and their required lengths are determined two ways: 1) using a design and computed method, such as the static method (Nordlund/Thurman/Tomlinson) identified in the Wisconsin Bridge Manual, and 2) using as-driven information, such as the Wisconsin-modified Engineering News Formula, the modified-Gates method. A collection of 182 cases was used to compare predictions made with the static method with prediction made using the Federal Highway Administration (FHWA)-modified Gates driving formula. The most effective factors influencing the agreement between predictions made by DRIVEN and FHWA-Gates were the effective stress at the tip of the pile, the friction angle for coarse-grained soils, and whether load was carried in side resistance or end bearing. Correction factors are developed to correct the static method for overburden stress at the tip of the pile. Furthermore, conditional limits are suggested for the friction angle for coarse-grained soils. Improvements were attained in the agreement for pile length required for many of the cases, however, in about 10 percent of the cases, the prediction of length of piling was not as accurate and the overall coefficient of variation increased. However, predictions of capacity at the depth driven in the field was significantly improved. Coefficients of variation for the agreement between methods improved to 0.28 from the original 0.98. KW - Bearing capacity KW - Cast in place structures KW - Driven piles KW - Dynamic models KW - Formulas KW - Length KW - Pile driving KW - Piles (Supports) KW - Static models KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP-project-0092-10-09-final-report.pdf UR - https://trid.trb.org/view/1266532 ER - TY - RPRT AN - 01496758 AU - Anderson, Sheri AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Backing Warning Sensors for Tow Plows PY - 2013/06//Final Report SP - 8p AB - Backup warning system devices were evaluated to determine if they would alert winter maintenance snow plow drivers to obstacles directly behind the trailer and out of view of the driver when a unit is backed up. When the sensors on the back of the tow plow were covered with snow during plowing operations, the sensor would go off in the cab and continue going off, which would result in drivers turning the volume of the unit way down. One shop stated that the wireless transmitted signal would be hit or miss depending on the winter weather that they were operating in. The sensors on the back of the tow plow trailer would come in contact with salt brine and in this situation one of the sensors did go bad. The weatherproof box that was designed to keep the system waterproof did not fully keep the moisture out. It was found that the system did alert drivers of items behind the unit and there were no backup accidents reported during the research period. KW - Audible warning devices in vehicles KW - Backing (Driving) KW - Sensors KW - Snowplows KW - Warning devices KW - Winter maintenance UR - http://publications.iowa.gov/15048/1/IA_DOT_RB07-012_Backing_Sensors_Tow_Plows_Final.pdf UR - https://trid.trb.org/view/1263928 ER - TY - RPRT AN - 01496736 AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration TI - AASHTO Transportation Asset Management Guide: A Focus on Implementation PY - 2013/06//Executive Summary SP - 48p AB - This Executive Summary serves as a companion to the American Association of State Highway and Transportation Officials (AASHTO) Transportation Asset Management Guide—A Focus on Implementation, which takes as a starting point the Transportation Asset Management Guide published by AASHTO in November 2002. All three documents should be read and used together—they are complementary. The AASHTO Transportation Asset Management Guide provides considerable background information about Transportation Asset Management (TAM), the advantages of using TAM, and an approach that agencies can use to identify where they are now and where they should focus their asset management efforts. The Guide—A Focus on Implementation is presented in three key parts. Part 1 is focused on organizing and leading TAM. Part 1 is of most interest to executive management. Part 2 is focused on processes, tools, systems, and data. Part 2 is of most interest to practitioners. The appendices include examples of asset management plans and four in-depth case studies of local and international agencies’ experiences in implementing TAM. KW - Asset management KW - Case studies KW - Implementation KW - Resource allocation UR - http://www.fhwa.dot.gov/asset/pubs/hif13047.pdf UR - https://trid.trb.org/view/1265593 ER - TY - SER AN - 01496729 JO - ACPT TechBrief PB - Federal Highway Administration TI - Continuously Reinforced Concrete Pavement: Design Using the AASHTO Pavement ME Design Program PY - 2013/06 SP - 11p AB - With the completion of the mechanistic–empirical (ME) pavement design guide (American Association of State Highway and Transportation Officials (AASHTO) 2008) and the recent availability of the AASHTO-Ware® Pavement ME Design software (http://www.darwinme.org/MEDesign/Index.html), design of continuously reinforced concrete pavement (CRCP) has undergone significant changes. The primary purpose of this TechBrief, based on a more comprehensive Technical Summary (Roesler and Hiller 2013), is to provide engineers with the basic mechanistic–empirical design background and criteria utilized in the new ME Design software for CRCP. This document describes the main CRCP design inputs and identifies the most sensitive design inputs and features. Also, examples are included to demonstrate the use of the new software for the design of both new CRCP and CRCP overlays KW - Concrete overlays KW - Continuously reinforced concrete pavements KW - Mechanistic-empirical pavement design KW - Software UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif13027/hif13027.pdf UR - https://trid.trb.org/view/1265596 ER - TY - SER AN - 01496724 JO - TechBrief PB - Federal Highway Administration TI - Acceptance for Non-structural Precast Elements PY - 2013/06 SP - 11p AB - This Technical Brief provides information regarding processes used for acceptance of non-structural precast elements. The non-regulatory supplement of 23 CFR 637, which can be found at http://www.fhwa.dot.gov/pavement/0637bsup.cfm, indicates in paragraph 2(n) that a risk analysis should be performed when developing an acceptance plan for manufactured products. A manufactured product acceptance plan should draw from a full range of activities including: initial evaluation of the product, submission of a quality control plan, plant inspections, manufacturer’s certification, periodic verification testing and visual inspection at the project site. The frequency as to when these activities should occur should also be included in the acceptance plan based on the risks associated with the specific product. For precast items a typical acceptance plan could include, initial evaluation of the product, review and approval of the manufacturer’s quality control plan, periodic plant visits, a material certificate, a combination of periodic breaking or coring of elements and nondestructive testing as well as visual inspection at the project. KW - Acceptance KW - Evaluation KW - Inspection KW - Precast concrete KW - Quality control KW - Risk analysis UR - http://www.fhwa.dot.gov/pavement/materials/hif13045.pdf UR - https://trid.trb.org/view/1265599 ER - TY - RPRT AN - 01496721 AU - Sallman, Doug AU - Jeannotte, Krista AU - Margiotta, Rich AU - Strasser, Jennifer AU - Cambridge Systematics AU - Federal Highway Administration TI - Operations Benefit/Cost Analysis TOPS-BC User’s Manual: Providing Guidance to Practitioners in the Analysis of Benefits and Costs of Management and Operations Projects PY - 2013/06 SP - 88p AB - This document provides guidance on the setup and application of the Tool for Operations Benefit/Cost (TOPS-BC), which was developed to provide key decision support capabilities including: (1) the ability for users to investigate the expected range of impacts associated with previous deployments and analyses of many Transportation System Management and Operations (TSM&O) strategies; (2) a screening mechanism to help users identify appropriate tools and methodologies for conducting a benefit/cost (B/C) analysis based on their analysis needs; (3) a framework and default cost data to estimate the life-cycle costs of various TSM&O strategies, including capital, replacement, and continuing operations and maintenance (O&M) costs; and (4) a framework and suggested impact values for conducting simple sketch planning level B/C analysis for selected TSM&O strategies. This User’s Manual provides instruction on the installation and setup of TOPS-BC Version 1.0, instruction for using the basic capabilities, and discussion of adapting the available capabilities to the unique needs of an individual analysis. The TOPS-BC tool was developed to support and complement the guidance developed as part of the Federal Highway Administration (FHWA) Operations Benefit/Cost Desk Reference project. The Desk Reference provides more general discussion on the field of B/C analysis and methods for structuring analyses to overcome the many challenges often present when attempting to apply B/C analysis to Operations strategies. KW - Benefit cost analysis KW - Computer program documentation KW - Decision support systems KW - Highway operations KW - Life cycle costing KW - Sketch planning KW - Spreadsheets KW - Transportation system management UR - http://www.ops.fhwa.dot.gov/publications/fhwahop13041/fhwahop13041.pdf UR - https://trid.trb.org/view/1265987 ER - TY - RPRT AN - 01496631 AU - Harris, Dwayne AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Development of Methods and Specifications for the Use of Inertial Profilers and the International Roughness Index for Newly Constructed Pavement PY - 2013/06 SP - 63p AB - The Indiana Department of Transportation (INDOT) is currently utilizing a profilograph and the profile index for measuring smoothness assurance for newly constructed pavements. However, there are benefits to implementing a new IRI based smoothness specification utilizing road profiles measured using inertial profilers. Technological advancements have improved the quality of road profiles measured using inertial profilers; furthermore, utilizing inertial profilers allows smoothness data to be collected much more quickly and efficiently than the methodology currently utilized by INDOT. Pavement smoothness quantified using International Roughness Index (IRI) calculated using profiles provided by inertial profiles is better correlated to user response than what is currently being utilized by INDOT. Furthermore, INDOT currently utilizes IRI to monitor the pavement smoothness throughout the remaining life of the pavement. Consequently, Utilizing IRI for measuring the smoothness of newly constructed pavements allows seamless monitoring of pavement smoothness from cradle to grave. This study presents an IRI based draft smoothness specification for newly constructed pavements utilizing profiles provide by inertial profilers. The process developing a draft specification included developing pay factor tables, developing the methodology for calculating the smoothness bonus, developing methodology for locating areas of localized roughness, and developing inertial profiler certification procedures. KW - Indiana Department of Transportation KW - Instruments for measuring roughness KW - International Roughness Index KW - Methodology KW - Pavement performance KW - Profilographs KW - Smoothness KW - Specifications KW - Surface course (Pavements) UR - http://dx.doi.org/10.5703/1288284315211 UR - https://trid.trb.org/view/1264117 ER - TY - RPRT AN - 01495826 AU - Sulbaran, Tulio AU - Sarder, M D AU - Miller, Chad AU - Richard, Brian AU - Lipinski, Martin E AU - University of Southern Mississippi, Hattiesburg AU - University of Memphis AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Triple-Bottom Line Assessment of Future Mississippi Intermodal Facility PY - 2013/06//Final Report SP - 165p AB - The widely discussed Panama Canal Expansion is expected to be completed by 2015. This expansion will most likely increase the volume of freight passing through the Port of Gulfport due to its strategic location and close relation with the Panama Canal Authority. In 2011, Governor Haley Barbour supported creating a large transportation hub in South Mississippi to handle the above mentioned increase in container traffic generated by a $1 billion expansion of the Port of Gulfport. The proposed intermodal facility would help the massive State Port at Gulfport project that, if built out to plans, will have the annual potential to move over one million containers through Mississippi. The current annual container volume is around 200,000 containers. With this forecasted increase in container volume, an inland port can help relieve congestion at the Gulfport facility, efficiently stage containers for distribution, and reduce truck traffic in potential environmental non-attainment areas near the coast. Intermodal facilities and inland ports such as the one being proposed for South Mississippi have the potential to positively impact the Triple-Bottom Line (Environment, Economic Prosperity and Social Well-Being) of the State of Mississippi and the Gulf Region. The Triple-Bottom Line (TBL) approach of valuing people, planet, and profit is gaining popularity as an approach for leading organizations to make investment decisions. When applying the triple-bottom line to transportation infrastructure the three distinct, but linked outcomes of the investment are commonly measured by increased freight velocity (efficiency), improved air quality and reduced traffic congestion (environment), and economic development and safety (equity) . Despite the significant possible positive TBL impact of the development of these intermodal facilities, there are many problems or challenges to be faced during their planning, construction and operation. Currently, the proposed intermodal facility is in the concept phase and it is likely that it will face many of the common issues associated with a new intermodal development including project financing, comprehensive planning, design considerations, addressing citizen and community input, coordination with existing development plans, addressing asymmetry between the objectives of the railroads and the community, accommodating divergent interests of stakeholders, and dealing with a multitude of other problems that arise when new intermodal facilities are proposed. The objective of this research is to provide a document which can be used to assist MDOT planners, state policy-makers, and other stakeholders to make informed choices about the role, development, and management of an intermodal facility in South Mississippi which can foster economic development. This research provides information and analysis to facilitate the development of the optimal leadership strategy and organizational design for the intermodal facility that will make the private sector more competitive, create economic development, and benefit both the environment and the residents by providing and testing a best practices model developed through comparative benchmarking research. KW - Air quality KW - Container traffic KW - Economic development KW - Evaluation and assessment KW - Intermodal facilities KW - Intermodal transportation KW - Mississippi KW - Panama Canal KW - Port of Gulfport KW - Safety KW - Traffic congestion UR - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20235%20-%20Triple%20Bottom-Line%20Assessment%20of%20Future%20MS%20Intermodal%20Facility.pdf UR - https://trid.trb.org/view/1265107 ER - TY - RPRT AN - 01495435 AU - Dowling, Richard AU - Margiotta, Richard AU - Cohen, Harry AU - Skabardonis, Alexander AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Guide for Highway Capacity and Operations Analysis of Active Transportation and Demand Management Strategies PY - 2013/06 SP - 140p AB - This Guide provides a conceptual analysis framework, recommended measures of effectiveness, and an initial recommended methodology for evaluating the impacts of Active Transportation and Demand Management (ATDM) strategies on highway and street system demand, capacity, and performance. The Guide presents practitioners with methods to analyze the varying demand and capacity conditions that facilities operate under and methods to apply a limited but broad set of transportation management actions to respond to those conditions. Thus, the methodology represents, in a macroscopic sense, the effects of ATDM at a level suitable for planning and investment decision-making but not real-time operations. This Guide is designed to be used in conjunction with the Transportation Research Board’s Highway Capacity Manual (HCM) for the planning, programming, and design of ATDM measures. Although the Guide is intended to support ATDM analysis and provide content for Chapter 35 (Active Traffic Management) of the HCM, several aspects of the methodology, such as accounting for demand variability, incidents, and weather scenarios, can also be applied to analyzing capacity and other non-operations type strategies. KW - Active traffic management KW - Active Transportation and Demand Management KW - Decision making KW - Guidelines KW - Handbooks KW - Highway capacity KW - Highway operations KW - Strategic planning KW - Travel demand UR - http://www.ops.fhwa.dot.gov/publications/fhwahop13042/fhwahop13042.pdf UR - https://trid.trb.org/view/1265065 ER - TY - RPRT AN - 01495424 AU - Bazzo, Jeffrey AU - Delatte, Norbert AU - Kalabon, Amy AU - Cleveland State University AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Uncontrolled Concrete Bridge Parapet Cracking PY - 2013/06 SP - 124p AB - The Ohio Department of Transportation has recently identified the problem of wide-spread premature cracking of concrete bridge parapets throughout its District 12 region (Northeast Ohio). Many of the bridge decks that contain these prematurely cracked parapets are of relatively recent construction. In severe cases, replacement of the parapet may be required before replacement of the bridge deck itself. This incurs a sunk cost upon the bridge owner, as the parapets will again be replaced during the regularly scheduled replacement of the bridge deck. In a recent instance, the replacement of a cracked parapet (without replacing the deck) cost District 12 approximately $140,000. In addition, parapet walls are a crucial safety feature of roadway bridge construction, and severe deterioration of these barriers could introduce a significant safety hazard. Premature cracking of concrete bridge parapets is a potentially complex problem, with a number of possible causes. The objective of this study was to determine the reasons for uncontrolled concrete bridge parapet cracking, and to provide recommendations to ODOT to prevent such cracking in the future. Potential factors examined in this study included: properties of the concrete mixtures used, construction methods, joint details, composite structural action, and durability of the concrete and reinforcement. Identifying the cause of, and avoiding this problem in the future, has several benefits, including: a potential cost savings for the district, increasing the safety of these structures in future construction, and increasing the overall understanding of the durability of these structures. KW - Admixtures KW - Concrete bridges KW - Construction management KW - Cracking KW - Durability KW - Joints (Engineering) KW - Nondestructive tests KW - Ohio KW - Parapets KW - Properties of materials UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2013/Structures/134602_FR.pdf UR - https://trid.trb.org/view/1264717 ER - TY - RPRT AN - 01495416 AU - Toth, Charles AU - Grejner-Brzezinska, Dorota A AU - Ohio State University, Columbus AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Rapid Orthophoto Development System PY - 2013/06//Final Report SP - 104p AB - The DMC system procured in the project represented state-of-the-art, large-format digital aerial camera systems at the start of project. DMC is based on the frame camera model, and to achieve large ground coverage with high spatial resolution, the output image is formed from four independent images acquired by four cameras. DMC procured for OCMS was carefully tested to assess its performance level. From test flights by ODOT, three different blocks were selected, representing different flying condition and flight geometry. Five methods were used for the performance evaluation, including two methods where self-calibration was also introduced. The analysis of the results confirmed that the DMC meets the manufacturer’s specification. To maintain consistent performance in normal operations, periodical calibration flights and the use of ground controls as check points is highly recommended. In addition to further support QA/QC, the use of automated aerial triangulation is also suggested. The main product of the ODOT Office of Mapping and CADD Services is orthophoto, which is widely used in many applications at ODOT and other State offices. Since ODOT primarily acquires data over the transportation network, the orthophoto production has some specific needs, such as dealing with bridges and occlusions, besides the general tasks of the orthoimage workflow. In this project, an innovative method was developed to support the orthoimage generation at bridges. The concept is built around the development of a precise bridge model, which is formed from the DMC imagery and LiDAR data. In addition, a true orthophoto generation process was implemented. The initial versions of both software tools installed at Office of CADD and Mapping Services for testing provided valuable feedback for algorithmic refinements. KW - Aerial application KW - Aerial reconnaissance KW - Aerial surveying KW - Bridges KW - Digital cameras KW - Mapping KW - Modeling KW - Orthophotographs UR - http://ntl.bts.gov/lib/50000/50900/50911/134414_FR.pdf UR - https://trid.trb.org/view/1264716 ER - TY - RPRT AN - 01495165 AU - Winn, Emily K AU - Burgueno, Rigoberto AU - Michigan State University, East Lansing AU - Michigan Department of Transportation AU - Federal Highway Administration TI - Development and Validation of Deterioration Models for Concrete Bridge Decks: Phase 1: Artificial Intelligence Models and Bridge Management System PY - 2013/06//Final Report SP - 184p AB - This research documents the development and evaluation of artificial neural network (ANN) models to predict the condition ratings of concrete highway bridge decks in Michigan. Historical condition assessments chronicled in the national bridge inventory (NBI) database were used to develop the ANN models. Two types of artificial neural networks, multi-layer perceptrons and ensembles of neural networks (ENNs), were developed and their performance was evaluated by comparing them against recorded field inspections and using statistical methods. The MLP and ENN models had an average predictive capability across all ratings of 83% and 85%, respectively, when allowed a variance equal to bridge inspectors. A method to extract the influence of parameters from the ANN models was implemented and the results are consistent with the expectations from engineering judgment. An approach for generalizing the neural networks for a population of bridges was developed and compared with Markov chain methods. Thus, the developed ANN models allow modeling of bridge deck deterioration at the project (i.e., a specific existing or new bridge) and system/network levels. Further, the generalized ANN degradation curves provided a more detailed degradation profile than what can be generated using Markov models. A bridge management system (BMS) that optimizes the allocation of repair and maintenance funds for a network of bridges is proposed. The BMS uses a genetic algorithm and the trained ENN models to predict bridge deck degradation. Employing the proposed BMS leads to the selection of optimal bridge repair strategies to protect valuable infrastructure assets while satisfying budgetary constraints. A program for deck degradation modeling based on trained ENN models was developed as part of this project. KW - Artificial intelligence KW - Bridge decks KW - Bridge management systems KW - Deterioration KW - Highway bridges KW - Mathematical prediction KW - Michigan KW - National Bridge Inventory KW - Neural networks KW - Ratings KW - Structural health monitoring UR - http://www.michigan.gov/documents/mdot/RC-1587A_435817_7.pdf?20131004132217 UR - https://trid.trb.org/view/1264338 ER - TY - RPRT AN - 01493438 AU - Hallenbeck, Mark E AU - Stewart, Orion AU - Moudon, Anne Vernez AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - A Framework for Monitoring the Performance of Travel Demand Management and Vehicle Miles Traveled (VMT) Reduction Activities PY - 2013/06//Final Research Report SP - 96p AB - This report presents a framework to support performance monitoring for demand management related to vehicle miles of travel (VMT) reduction. The framework consists of performance monitoring measures and a system for their collection and dissemination. The report also provides the context within which the framework would exist, and describes how it will support a wide variety of other statewide and regional needs, thus providing additional incentive for its adoption. The intent of the Framework is to not only meet the requirements of Washington state’s legislative requirement to reduce VMT per capita (RCW 47.01.440), but to do so in a way that provides Washington State Department of Transportation (WSDOT) and its partner agencies with information that supports planning and programming. The report also provides an excellent framework for developing and reporting congestion-related performance measures in support of MAP-21. KW - Data collection KW - Performance measurement KW - Traffic congestion KW - Transportation planning KW - Travel demand KW - Vehicle miles of travel UR - http://www.wsdot.wa.gov/research/reports/fullreports/806.1.pdf UR - https://trid.trb.org/view/1261631 ER - TY - RPRT AN - 01493229 AU - Sommers, Norman M AU - McAvoy, Deborah S AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Improving Work Zone Safety through Speed Management PY - 2013/06//Final Report SP - 78p AB - Safety hazards are increased in highway work zones as the dynamics of a work zone introduce a constantly changing environment with varying levels of risk. Excessive speeding through work and maintenance zones is a common occurrence which elevates the dangers to both drivers and motorists in the work zone. Although most work zones are controlled by reduced speed limits or state law enforcement, driver adherence to these regulations and laws in very minimal, especially in work zones. Several studies have shown a correlation between speeding in work zones and traffic crashes which lead most traffic safety professionals to conclude that excessive speeding and speed variance are the contributing factors in a large percentage of traffic crashes, injuries or fatalities. The most influential factor in achieving speed compliance in the work zone is the driver’s perception of heightened risk. The main objective of this study was to determine the safest and most effective countermeasure for the reduction of vehicular speeds within construction and maintenance work zones. The purpose of the simulator experiment was to determine the effectiveness of 20 countermeasures on the reduction of speed through work zones in a controlled laboratory setting. The literature review identified several past research studies utilizing speed reduction countermeasures in work zones and under normal traffic conditions. From this review, 20 countermeasures were selected for evaluation based upon discussions with ODOT personnel. The post hoc tests indicated that the presence of construction workers, presence of construction vehicles, law enforcement, speed photo enforcement and shifting lanes were most effective at reducing speeds in work zones. The least effective speed reduction countermeasures included 3 sets of 3 rumble strips, concrete barriers, other channelizing devices and changeable message signs with speed reductions less than 10 mph. KW - Countermeasures KW - Driving simulators KW - Ohio KW - Speed control KW - Speeding KW - Virtual reality KW - Work zone safety KW - Work zone traffic control KW - Work zones UR - http://worldcat.org/oclc/870899772/viewonline UR - https://trid.trb.org/view/1260428 ER - TY - SER AN - 01492060 JO - ATDM Analysis Brief PB - Federal Highway Administration AU - Federal Highway Administration TI - Example Application (Ramp Metering and Demand Management) of ATDM Capacity and Operations Analysis PY - 2013/06 IS - 4 SP - 4p AB - The Federal Highway Administration (FHWA) Office of Operations sponsored a research project to develop new and updated methodologies, data sets, and content for the Highway Capacity Manual (HCM) that will better reflect the demand and traffic flow behavior that results from the application of Active Transportation and Demand Management (ATDM) concepts and strategies. The project was completed in June 2013. This brief illustrates the application of the method to travel demand management (TDM) for incident management. KW - Active Transportation and Demand Management KW - Analysis KW - Before and after studies KW - Highway capacity KW - Highway Capacity Manual KW - Incident management KW - Measures of effectiveness KW - Nonrecurrent congestion KW - Performance measurement KW - Ramp metering KW - Travel demand management UR - http://ops.fhwa.dot.gov/publications/fhwahop13037/fhwahop13037.pdf UR - https://trid.trb.org/view/1259933 ER - TY - SER AN - 01492047 JO - ATDM Analysis Brief PB - Federal Highway Administration AU - Federal Highway Administration TI - Methodology for Capacity and Operations Analysis of ATDM PY - 2013/06 IS - 2 SP - 4p AB - The Federal Highway Administration (FHWA) Office of Operations sponsored a research project to develop new and updated methodologies, data sets, and content for the Highway Capacity Manual (HCM) that will better reflect the demand and traffic flow behavior that results from the application of Active Transportation and Demand Management (ATDM) concepts and strategies. The project was completed in June 2013. This brief describes the technical analysis and provides a flowchart and summary of the major steps of the analysis. KW - Active Transportation and Demand Management KW - Analysis KW - Before and after studies KW - Highway capacity KW - Highway Capacity Manual KW - Measures of effectiveness KW - Performance measurement KW - Planning methods KW - Travel demand management UR - http://ops.fhwa.dot.gov/publications/fhwahop13035/fhwahop13035.pdf UR - https://trid.trb.org/view/1259935 ER - TY - SER AN - 01492045 JO - ATDM Analysis Brief PB - Federal Highway Administration AU - Federal Highway Administration TI - Example Application (HOV to HOT) of ATDM Capacity and Operations Analysis PY - 2013/06 IS - 3 SP - 3p AB - The Federal Highway Administration (FHWA) Office of Operations sponsored a research project to develop new and updated methodologies, data sets, and content for the Highway Capacity Manual (HCM) that will better reflect the demand and traffic flow behavior that results from the application of Active Transportation and Demand Management (ATDM) concepts and strategies. The project was completed in June 2013. This brief provides an example application of the analysis method for converting a high occupancy vehicle (HOV) lane to a high occupancy toll (HOT) lane with dynamic congestion pricing. KW - Active Transportation and Demand Management KW - Analysis KW - Before and after studies KW - Congestion pricing KW - High occupancy toll lanes KW - High occupancy vehicle lanes KW - Highway capacity KW - Highway Capacity Manual KW - Measures of effectiveness KW - Performance measurement KW - Travel demand management UR - http://ops.fhwa.dot.gov/publications/fhwahop13036/fhwahop13036.pdf UR - https://trid.trb.org/view/1259934 ER - TY - RPRT AN - 01491510 AU - Moudon, Anne Vernez AU - Stewart, Orion AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Tools for Estimating VMT Reductions from Built Environment Changes PY - 2013/06//Research Report SP - 36p AB - Built environment characteristics are associated with walking, bicycling, transit use, and vehicle miles traveled (VMT). Developing built environments supportive of walking, bicycling, and transit use can help meet state VMT reduction goals. But tools are necessary to understand how changes to the built environment may translate into changes in travel. Such tools can help optimize land use and transportation investments for reduced VMT and communicate such changes to the public. This report reviews the built environment characteristics associated with travel and the tools available that utilize these built environment characteristics to estimate travel and related outcomes such as vehicle emissions and health co-benefits. Tools ranged from simple to complex, and a number of factors should be considered when applying a tool to a planning effort. KW - Bicycling KW - Built environment KW - Estimating KW - Modal shift KW - Mode choice KW - Public transit KW - Travel behavior KW - Vehicle miles of travel KW - Walking UR - http://www.wsdot.wa.gov/research/reports/fullreports/806.3.pdf UR - https://trid.trb.org/view/1258832 ER - TY - RPRT AN - 01491490 AU - Moudon, Anne Vernez AU - Kang, Bumjoon AU - Scully, Jason AU - Stewart, Orion AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Sidewalk Data in King County's Urban Growth Boundary PY - 2013/06//Research Report SP - 42p AB - This report describes the development of geospatial sidewalk data for the King County Urban Growth Area. Prior to the development of this data set, sidewalk data in King County were limited to select jurisdictions and existed in multiple, sometimes incompatible, formats. Existing sidewalk data were collected from 30 of 40 jurisdictions and standardized to a geographic information system (GIS) data format that stores sidewalk coverage as attributes of King County street network centerlines. For each street segment, each sides was coded as full, no, or partial sidewalk coverage. An automated coding method was developed to standardize existing data when possible. Sidewalk coverage for jurisdictions with no existing sidewalk data or with data formats incompatible with automated coding were coded manually with the aid of internet mapping resources. A total of 27 jurisdictions, including unincorporated King County, were manually coded. Overall rates of agreement between automated and manual coding were 0.95, with higher rates of agreement for street segments with full and no (0.94 to 0.97) compared to partial sidewalk coverage (0.70 to 0.72). KW - Data collection KW - Geographic information systems KW - Geospatial analysis KW - Geospatial data KW - King County (Washington) KW - Sidewalks KW - Urban growth KW - Walking UR - http://www.wsdot.wa.gov/research/reports/fullreports/806.2.pdf UR - https://trid.trb.org/view/1258831 ER - TY - RPRT AN - 01491343 AU - Meader, Jacob D AU - Janssen, Donald J AU - Eberhard, Marc O AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Structural Design Parameters of Current WSDOT Mixtures PY - 2013/06//Final Research Report SP - 201p AB - The American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD), as well as other design manuals, has specifications that estimate the structural performance of a concrete mixture with regard to compressive strength, tensile strength, and deformation-related properties such as the modulus of elasticity, drying shrinkage, and creep. The Washington State Department of Transportation (WSDOT) is evaluating the performance properties of approved concrete mixtures, and verifying the measured properties and comparing them to those expected from AASHTO specifications. Factors influencing the structural behavior of concrete mixtures include the coarse aggregate source and size, paste content, water-to-cementitious ratio, and age characteristics. These factors are not integrated within AASHTO LRFD models to predict the concrete mixture’s performance. Current specifications relate most of the structural performance properties to the compressive strength, with little regard to the mixture proportions. This research was directed toward assessing the performance of the approved WSDOT concrete mixture and the sensitivity of the properties based on aggregate source and paste content. The objectives of this research were to investigate whether modifications to AASHTO LRFD specifications were required, and if so, to recommend improvements using pertinent mixture proportions. KW - AASHTO LRFD Standard Specifications (1994) KW - Admixtures KW - Coarse aggregates KW - Compressive strength KW - Creep tests KW - Load and resistance factor design KW - Mix design KW - Performance measurement KW - Shrinkage KW - Structural analysis KW - Tensile strength KW - Washington State Department of Transportation UR - http://www.wsdot.wa.gov/research/reports/fullreports/802.1.pdf UR - https://trid.trb.org/view/1257345 ER - TY - RPRT AN - 01490319 AU - Conroy-Ben, Otakuye AU - Christensen, Travis AU - University of Utah, Salt Lake City AU - Utah Department of Transportation AU - Federal Highway Administration TI - Reducing Highway Litter PY - 2013/06//Final Report SP - 24p AB - The objective of this report is to evaluate the status of highway litter in the State of Utah. Under the direction of Russ Scovil, engineer with the Utah Department of Transportation (UDOT), researchers at the University of Utah performed a literature review on highway litter and interviewed essential members of the Technical Advisory Committee (TAC). The TAC consists of a project manager, UDOT personnel, and faculty and a graduate assistant from the University of Utah’s Department of Civil and Environmental Engineering. UDOT provided data on litter types, problematic highway litter locations, litter clean-up costs, and accidents caused by road debris. The major findings of this study are summarized below. 1. Types of litter encountered include fast food waste, plastic bags, soda bottles and cans, tire shreds, and loose-leaf paper, among others. 2. The annual clean-up cost of highway litter to the state of Utah in the past 5 years ranged from $1.53 million to $1.83 million. 3. There are 6 stretches of highway designated as problem areas. 4. The number of accidents caused by highway debris range from 650 to 800 each year. KW - Costs KW - Highway maintenance KW - Highway safety KW - Highways KW - Litter KW - Traffic crashes KW - Utah UR - http://www.udot.utah.gov/main/uconowner.gf?n=7797702105926328 UR - https://trid.trb.org/view/1258799 ER - TY - RPRT AN - 01488177 AU - Hallenbeck, Mark E AU - Stewart, Orion AU - Moudon, Anne Vernez AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - A Framework for Monitoring the Performance of Demand Management and Vehicle Miles Traveled (VMT) Reduction Activities PY - 2013/06//Final Research Report SP - 96p AB - This report presents a framework to support performance monitoring for demand management related to vehicle miles traveled (VMT) reduction. The framework consists of performance monitoring measures and a system for their collection and dissemination. The report also provides the context within which the framework would exist, and describes how it will support a wide variety of other statewide and regional needs, thus providing additional incentive for its adoption. The intent of the Framework is to not only meet the requirements of Washington state’s legislative requirement to reduce VMT per capita (RCW 47.01.440), but to do so in a way that provides Washington State Department of Transportation (WSDOT) and its partner agencies with information that supports planning and programming. The report also provides an excellent framework for developing and reporting congestion-related performance measures in support of MAP-21 (“Moving Ahead for Progress in the 21st Century” federal legislation). KW - Legislation KW - Moving Ahead for Progress in the 21st Century Act KW - Performance measurement KW - Sustainable transportation KW - Travel demand management KW - Vehicle miles of travel KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/806.1.pdf UR - https://trid.trb.org/view/1256970 ER - TY - SER AN - 01488057 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - LaFave, James AU - Fahnestock, Larry AU - Foutch, Douglas AU - Steelman, Joshua AU - Revell, Jessica AU - Filipov, Evgueni AU - Hajjar, Jerome AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Seismic Performance of Quasi-Isolated Highway Bridges in Illinois PY - 2013/06 IS - 13-015 SP - 229p AB - The Illinois Department of Transportation (IDOT) commonly uses elastomeric bearings to accommodate thermal deformations in bridges, and these bearings have potential utility in seismic events. IDOT has developed an Earthquake Resisting System (ERS) using the displacement capacity of typical bearings to achieve a structural response similar to isolation. Project R27-70 was conducted to validate and calibrate the quasi-isolated ERS based on full-scale laboratory tests of bearings and computational models capturing full-bridge seismic response. The overall report is divided into two volumes. Volume 1 discussed the experimental program. This second volume focuses on the analytical program but also contains retainer design recommendations. Results from the experimental testing program were used to develop constitutive bearing models, which were incorporated into the finite element model of a three-span bridge with simply supported abutments and fixed bearings at one pier. A suite of 48 bridges was created to represent the most common highway bridge configurations in Illinois. Variables included superstructure type, pier type, pier height, elastomeric bearing type, and foundation flexibility. Two sets of ten synthetic ground motions from the New Madrid Seismic Zone were scaled to match the AASHTO seismic design spectra for Cairo, Illinois, and applied in the longitudinal and transverse directions. A total of 12,000 nonlinear dynamic analyses were conducted in OpenSees at six scale factors from 0.5 to 1.75 and used to create coarse incremental dynamic analyses. On the basis of the findings of the parametric study, most bridges in Illinois would not experience severe damage during a 75-year design life, and bearing unseating or span loss are not likely to occur in regions with moderate seismic hazard. Piers with fixed bearings commonly yielded for small earthquakes, but future calibration of fuse capacities may improve this behavior. KW - Base isolation KW - Bearing capacity KW - Bridge design KW - Constitutive models KW - Dislocation (Geology) KW - Earthquake engineering KW - Earthquakes KW - Highway bridges UR - https://www.ideals.illinois.edu/bitstream/handle/2142/45755/FHWA-ICT-13-015.pdf?sequence=2 UR - https://trid.trb.org/view/1256972 ER - TY - RPRT AN - 01487941 AU - Aaleti, Sriram AU - Petersen, Bradley AU - Sritharan, Sri AU - Iowa State University, Ames AU - Federal Highway Administration TI - Design Guide for Precast UHPC Waffle Deck Panel System, including Connections PY - 2013/06//Final Report SP - 127p AB - As a part of an innovation project funded by the Federal Highway Administration (FHWA) Highways for LIFE program, a full-depth precast, ultra-high-performance concrete (UHPC) waffle deck panel and appropriate connections suitable for field implementation of waffle decks were developed. Following a successful full-scale validation test on a unit consisting of two panels with various types of connections under laboratory conditions, the waffle deck was installed successfully on a replacement bridge in Wapello County, Iowa. The subsequent load testing confirmed the desirable performance of the UHPC waffle deck bridge. Using the lessons from the completed project and outcomes from a series of simple and detailed finite element analyses of waffle decks, this report was developed to serve as a guide for broadening the design and installation of the UHPC waffle deck panel in new and existing bridges. Following an introduction to UHPC and waffle deck panels and a summary of completed work, this document presents information on waffle deck design, design of connections, redecking using waffle deck panels, and guidance on precast fabrication, construction, and installation of UHPC waffle deck panels. KW - Bridge deck connections KW - Bridge decks KW - Design KW - Finite element method KW - Guidelines KW - Installation KW - Load tests KW - Precast concrete KW - Structural connection KW - Ultra high performance concrete KW - Waffle slabs KW - Wapello County (Iowa) UR - http://www.fhwa.dot.gov/hfl/pubs/hif13032/hif13032.pdf UR - https://trid.trb.org/view/1256734 ER - TY - RPRT AN - 01487937 AU - Sprinkel, Michael M AU - Apeagyei, Alex K AU - Virginia Center for Transportation Innovation and Research AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Evaluation of the Installation and Initial Condition of Rosphalt Overlays on Bridge Decks PY - 2013/06//Final Report SP - 55p AB - Protection systems are placed on bridge decks to retard the intrusion of chlorides and moisture that can eventually cause corrosion deterioration. The Virginia Department of Transportation typically uses hydraulic cement concrete (HCC) overlays of latex-modified concrete (LMC); LMC with very early hardening cement (LMC-VE); and silica fume concrete (SFC) and epoxy overlays for deck protection. Occasionally, a conventional asphalt overlay and waterproof membrane system is used. Rosphalt is an asphalt that is considered to be impermeable and has been used on decks without placement of a membrane. The purpose of this research was to evaluate the construction, initial condition, and cost of the Rosphalt overlays placed on two bridges in Virginia: (1) the northbound lanes of I-85 over Route 629 and the eastbound and westbound lanes of Span 22 of the Norris Bridge on State Route 3 over the Rappahannock River. As a comparison to Rosphalt, a conventional asphalt overlay and waterproof membrane system was placed on the adjacent bridge on the southbound lanes of I-85 over Route 629. Emphasis was placed on comparing the wearing and protection systems with respect to speed and ease of construction (including lane closure time), initial condition as indicated by physical properties, protection and skid resistance, and cost. An objective was also to compare these asphalt protection systems to HCC overlays of LMC-VE, LMC, and SFC and epoxy overlays. Costs varied greatly depending on the estimates used and the bid prices. Although estimates for the Norris Bridge indicated Rosphalt as the lowest cost option, bid prices showed it was likely the most expensive option. Three overlay options, Rosphalt, SM-9.5 mixture and membrane, and LMC-VE, are rapid and can provide major reductions in traffic control and user costs. Based on laboratory tests, Rosphalt is more fatigue and rut resistant than the SM-9.5 mixture and should last longer, but based on the cost of the first two installations in Virginia, Rosphalt is too expensive to be considered as a competitive overlay system. KW - Bituminous overlays KW - Bridge decks KW - Construction KW - Costs KW - Fatigue (Mechanics) KW - Performance tests KW - Permeability KW - Rutting KW - Skid resistance UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/13-R5.pdf UR - http://ntl.bts.gov/lib/51000/51900/51991/13-R5.pdf UR - https://trid.trb.org/view/1256736 ER - TY - RPRT AN - 01487887 AU - Agent, Kenneth R AU - Pigman, Jerry G AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Evaluation of Alternative Snowplowable Markers and Snowplowing Procedures PY - 2013/06//Final Report SP - 27p AB - The objectives of this study were to investigate viable alternatives to the currently approved snowplowable raised pavement marker and alternative methods and equipment used to snowplow roadways. The study included evaluating any potential durable and effective pavement marker that is not disruptive to snowplowing operations and alternative snowplowing procedures and equipment that do not damage pavement delineation and pavements. Implementation possibilities resulting from the research project include a recessed snowplowable marker and improved/alternative snowplowing procedures and equipment. The alternative snowplowable markers included in the evaluation were the current steel casting marker and a recessed marker. The evaluations confirmed past research that the steel casting marker can be used on new pavement if the casting and lenses are properly installed and maintained. Also, the pavement surrounding the casting must be maintained. The limited experience with the recessed marker has shown it to be an effective alternative to the current steel casting marker. The durability and effectiveness of the recessed marker should continue to be monitored. There are alternatives to the current snowplowing procedure of using steel blades with full weight on the pavement. Several types of blades were evaluated with varying levels of success. Evaluation of alternative snowplowing procedures should continue using information found from these initial trial tests. Contractors should be allowed the flexibility to use alternatives to steel blades with their performance monitored. KW - Raised road markings KW - Recessed road markings KW - Road markings KW - Snowplowable markers KW - Snowplows KW - Winter maintenance UR - http://www.ktc.uky.edu/files/2013/07/KTC_13_07_SPR_441_12_1F.pdf UR - https://trid.trb.org/view/1256740 ER - TY - RPRT AN - 01487884 AU - Agent, Kenneth R AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Evaluation of Wet-Nighttime Delineation PY - 2013/06//Final Report SP - 22p AB - The objective of the research was to evaluate the alternative methods which could potentially provide effective and durable delineation of roadways during wet-nighttime conditions. Following is a summary of conclusions for future procedures and materials which should be considered as a method to provide effective lane delineation during wet-nighttime conditions. 1. Snowplowable raised pavement markers should continue to be used on interstates and parkways. The installation process must ensure the markers are not placed on or adjacent to the pavement joint. 2. Lenses in the steel casting raised pavement markers should be replaced on a three-year cycle. The condition of the castings should be inspected as part of this process. 3. The pavement condition adjacent to the raised pavement marker castings should be monitored to ensure there is no failure adjacent to the casting. 4. Evaluation of the use of a recessed pavement marker should continue. 5. Rumble stripes (painting edge line and centerline markings across a milled rumble strip) should be routinely used on resurfacing projects on rural, two-lane roads. Guidelines have been developed for the use of an edge line and/or centerline rumble stripe related to the pavement width. 6. Evaluation of the grooved and inlay installations of the wet-reflective paint, tape and thermoplastic material should continue. 7. Current research for an alternative to the current “bare pavement” policy (which involves use of steel snowplow blades with full weight) should be continued. Alternatives to the current policy include use of an alternative snowplow blade or a method of reducing the weight of the plow blade applied to the pavement. KW - Night visibility KW - Raised road markings KW - Recessed road markings KW - Reflectorized road markings KW - Road marking materials KW - Road stripes KW - Rumble strips KW - Snowplowable markers KW - Wet weather KW - Wet-weather tape KW - Winter maintenance UR - http://www.ktc.uky.edu/files/2013/07/KTC_13_05_SPR_417_11_1F.pdf UR - https://trid.trb.org/view/1256741 ER - TY - RPRT AN - 01487873 AU - Schattler, Kerrie L AU - Lund, Jessica A AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - State-of-the-Art Literature Review on Permissive/Protected Left-Turn Control PY - 2013/06 SP - 83p AB - In spring 2010, the Illinois Department of Transportation initiated an areawide implementation to integrate 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. Bradley University was retained to perform an effectiveness evaluation of the FYA at these locations. The purpose of this research was to evaluate the effect on safety and operations of upgrading the circular green permissive indication to FYA indications at intersections operating with PPLT phasing. The research tasks included performing comprehensive, areawide traffic crash analyses; conducting field studies of traffic operations and traffic conflicts; and assessing driver comprehension of the new traffic control through a survey instrument. To fulfill the research objectives, a comprehensive state-of-the-art literature review was conducted; the findings are documented in this report. The purpose of the literature review was to document the current knowledge and research findings involving PPLT control, and specifically, studies involving FYA indications. More than 30 journal papers, reports and other published documents were reviewed. These sources reported findings from driver comprehension studies, driving simulator studies, crash-based evaluations, and operational effects of various PPLT control strategies, including the flashing yellow arrow. This report provides a synthesis of the state-of-the-art on various left-turn traffic control strategies. KW - Arrows (Signals) KW - Exclusive phasing KW - Flashing traffic signals KW - Left turns KW - Literature reviews KW - Permissive phasing KW - Simulation KW - Traffic conflicts KW - Traffic control KW - Traffic crashes KW - Traffic safety KW - Yellow interval (Traffic signal cycle) UR - http://hdl.handle.net/2142/45751 UR - https://trid.trb.org/view/1256742 ER - TY - RPRT AN - 01487869 AU - Hall, James P AU - Buttlar, William G AU - Burke, Kevin AU - University of Illinois, Springfield AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Distance Technology Transfer Course Content Development PY - 2013/06 SP - 34p AB - The Illinois Department of Transportation (IDOT) offers multiple technology transfer courses for engineering, project design, and safety training for state and local agency personnel. These courses are often essential to the agency mission. Because of resource constraints, IDOT has been limited in its ability to deliver courses to statewide participants in a timely, standardized, and cost-effective manner. With telecommunications advances and electronic course delivery technologies, universities have developed and implemented multiple methods to effectively deliver highly technical content online to a diverse population of students. Distance course delivery allows individuals to complete courses from almost any geographic location, enabling cost efficiencies and flexible scheduling. The objective of this research was to investigate the efficacy of the development and implementation of online course content for several high-benefit IDOT technology transfer training courses and short courses. This research project assessed learning management system (LMS) options and investigated multiple online methods to deliver course content incorporating Department knowledge and expertise. In addition, this research produced a summary of findings with recommendations for future electronic technology transfer course development efforts at IDOT. KW - Distance learning KW - Online training KW - Technology transfer KW - Training courses UR - http://hdl.handle.net/2142/45754 UR - https://trid.trb.org/view/1256739 ER - TY - RPRT AN - 01487857 AU - Peters, Scott AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Carbon Monoxide Screen for Signalized Intersections: COSIM, Version 4.0—Technical Documentation PY - 2013/06 SP - 20p AB - Illinois Carbon Monoxide Screen for Intersection Modeling (COSIM) Version 3.0 is a Windows-based computer program currently used by the Illinois Department of Transportation (IDOT) to estimate worst-case carbon monoxide (CO) concentrations near signalized intersections in Illinois. Modeled results from COSIM are based on the U.S. Environmental Protection Agency’s (EPA’s) mobile source emission model, MOBILE6.2, and roadway dispersion model, CAL3QHC v 2.0. Emission factor (EF) tables derived from MOBILE6.2 are incorporated directly into COSIM’s program coding. Recent regulatory changes in mobile source emissions modeling have prompted IDOT to update the EFs used in COSIM with EFs estimated using EPA's Motor Vehicle Emission Simulator (MOVES) mobile source emission model. This report documents the changes made to COSIM, Version 3.0, that allow IDOT to continue to use COSIM (Version 4.0) to estimate worst-case CO concentrations for proposed roadway projects with signalized intersections in 2013 and beyond. KW - Air quality KW - Carbon monoxide KW - Computer program documentation KW - COSIM (Computer Model) KW - Exhaust gases KW - Signalized intersections UR - http://hdl.handle.net/2142/45757 UR - https://trid.trb.org/view/1256737 ER - TY - RPRT AN - 01487558 AU - Wilmot, Chester G AU - Gudishala, Ravindra AU - Deis, Donald AU - Mokkapati, Aditya AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Investigation into the Impact of Privatizing Civil Engineering Operations in Louisiana DOTD PY - 2013/06//Final Report SP - 83p AB - The purpose of this study is to investigate the impact of privatizing all civil engineering operations in the Louisiana Department of Transportation and Development (DOTD). It was investigated by conducting a national and international literature review and a cost analysis. Privatization of all civil engineering operations in a state department of transportation (DOT) has not been attempted in the U.S. but several other countries have privatized their entire state transport agencies. Most foreign privatization efforts report cost savings and improved delivery of service. However, not all applications have succeeded and all express concern with one or more aspects of their application, resulting in the privatization process remaining a “work in progress” in most applications. In this study, the cost comparison of conducting all civil engineering operations in-house versus by the private sector resulted in an estimate of no cost savings from privatizing the civil engineering operations in DOTD. The privatization of the civil engineering operations of DOTD is not recommended, although it is recommended that opportunities to outsource more individual tasks in DOTD be investigated. KW - Benefit cost analysis KW - Civil engineering KW - Contracting out KW - Literature reviews KW - Louisiana Department of Transportation and Development KW - Operations KW - Privatization UR - http://www.ltrc.lsu.edu/pdf/2013/FR_504.pdf UR - https://trid.trb.org/view/1254110 ER - TY - RPRT AN - 01487389 AU - Schattler, Kerrie L AU - Rietgraf, Ashley AU - Burdett, Beau AU - Lorton, William AU - University of Illinois, Urbana-Champaign AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Driver Comprehension and Operations Evaluation of Flashing Yellow Arrows PY - 2013/06 SP - 57 p AB - In spring 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 driver comprehension and traffic operations. A total of 363 drivers completed an online static survey that included seven left-turn scenarios that portrayed the protected and permissive indications of PPLT phasing, with the flashing modes being animated. The results of the survey indicated that drivers had a high comprehension of both the circular green (CG) and FYA permissive left-turn indications. However, the survey results provided evidence of some drivers’ misinterpreting the meaning of a permissive left-turn with CG display and incorrectly and unsafely interpreting the meaning as “go” under some circumstances. With supplemental traffic signs present, drivers’ understanding of the correct action to take when confronted with a FYA significantly increased, and the percentage of fail-critical, incorrect “go” responses significantly decreased. Before and after field observations, including 128 hours of data collected at 16 study approaches, were collected; and the following variables were investigated: critical gap, left-turn red-light running and yellow-light running, and traffic conflicts. Overall, the findings of this study suggest that drivers in the Peoria, Illinois, area had high comprehension and acceptance of the FYA message. Additionally, the FYA did not appear to have any negative impacts on traffic operations. KW - Arrows (Signals) KW - Comprehension KW - Critical gaps (Traffic) KW - Drivers KW - Flashing traffic signals KW - Highway operations KW - Left turns KW - Peoria (Illinois) KW - Permissive phasing KW - Red light running KW - Signalized intersections KW - Traffic conflicts KW - Yellow interval (Traffic signal cycle) UR - http://hdl.handle.net/2142/45758 UR - https://trid.trb.org/view/1255618 ER - TY - RPRT AN - 01487360 AU - El-Rayes, Khaled AU - Liu, Liang AU - Abdallah, Moatassem AU - University of Illinois, Urbana-Champaign AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - “Green-Friendly” Best Management Practices (BMPs) for Interstate Rest Areas—Phase II PY - 2013/06 SP - 305 p AB - Interstate rest area buildings in Illinois range in age from 10 to nearly 50 years old and are on display and used 365 days a year by nearly 40 million people annually. The rest area sites comprise 53 buildings that provide restroom facilities, vending machines, and 11 welcome centers. These facilities are presently being maintained within the allowable budgets; however, they are in need of upgrades to improve their environmental and economic performance in supporting recent sustainability initiatives in Illinois. The main goal of this project was to investigate, determine, and recommend a list of green-friendly best management practices (BMPs) for the six interstate rest areas that have the highest energy consumption in Illinois. These six rest areas are Willow Creek, Coalfield, Great Sauk Trail, Mackinaw Dells, Cumberland Road, and Turtle Creek, which account for 32% of Illinois Department of Transportation (IDOT)’s rest area energy bills. The main results and findings of this study include (1) an online survey of state departments of transportation (DOTs) conducted to gather information on their experiences in implementing green-friendly measures in rest areas, welcome centers, office buildings, and related buildings; (2) an investigation of installing temporary or permanent sub-metering systems to measure, monitor, and analyze the actual energy consumption of devices and fixtures in the six rest areas; (3) on-site assessments and field measurements of the six rest areas; (4) an identification of energy and water-saving alternatives that can be implemented in the six rest areas, including: Light-emitting doide (LED) and induction lighting; motion sensors for interior lighting, vending machines, and exhaust fans; grid-connected photovoltaic systems; solar water heaters; solar tube lighting; double-pane glass, vestibule entrances; Energy Star–rated HVAC systems; geothermal heat pumps; and watersaving plumbing fixtures; (5) an energy audit analysis for the six selected rest areas, using eQuest energy simulation software to analyze the impact of implementing various energy-saving alternatives; (6) an economic analysis of the identified energy saving alternatives for the selected rest areas in terms of their required upgrade costs, life-cycle cost, and payback periods; and (7) a practical and user-friendly decision support tool that is capable of identifying optimal upgrade measures for public buildings in Illinois to achieve a specified Leadership in Energy and Environmental Design ( LEED) certification with the minimum upgrade costs or achieve the highest LEED points within a given upgrade budget. KW - Best practices KW - Energy conservation KW - Energy consumption KW - Illinois KW - Interstate highways KW - Leadership in Energy and Environmental Design (LEED) KW - Management KW - Roadside rest areas KW - Sustainable development KW - Transportation facility operations UR - http://hdl.handle.net/2142/45752 UR - https://trid.trb.org/view/1255620 ER - TY - RPRT AN - 01487082 AU - Larson, Nancy AU - Gomez, Eulalio Fernandez AU - Garber, David AU - Bayrak, Oguzhan AU - Ghannoum, Wassim AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Strength and Serviceability Design of Reinforced Concrete Inverted-T Beams PY - 2013/06//Technical Report SP - 234p AB - Significant diagonal cracking in reinforced concrete inverted-T straddle bent caps has been reported throughout the State of Texas. Many of the distressed structures were recently constructed and have generally been in service for less than two decades. The unique nature of the problem prompted a closer look into the design and behavior of such structural components. An experimental study was conducted in which 33 reinforced concrete inverted-T beam specimens were tested. The effects of the following variables were evaluated: ledge depth and length, quantity of web reinforcement, number of point loads, member depth, and a/d ratio. A strut-and-tie design method proposed by Texas Department of Transportation (TxDOT) Project 0-5253, initially calibrated for compression-chord loaded deep beams, was investigated. It was concluded that the strut-and-tie method was a simpler and accurate design method and was recommended for use in inverted-T beam design. A recommendation was also made on the amount of minimum web reinforcement needed for strength and serviceability considerations. A simple service-load check was proposed for the purpose of limiting diagonal cracking under service loads. Lastly, a chart was created to aid in the distress evaluation of a diagonally-cracked inverted-T bent cap in the field. KW - Bents KW - Bridge design KW - Cracking KW - Design load KW - Reinforced concrete KW - Shear strength KW - Structural supports KW - Strut and tie method KW - T beams KW - Texas KW - Web stiffened structures UR - http://library.ctr.utexas.edu/ctr-publications/0-6416-1.pdf UR - https://trid.trb.org/view/1255037 ER - TY - SER AN - 01487062 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Benekohal, Rahim AU - Ramezani, Hani AU - Avrenli, Kivanc A AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - WorkZoneQ User Guide for Two-Lane Freeway Work Zones PY - 2013/06 SP - 140p AB - WorkZoneQ was developed in Visual Basic for Applications (VBA) to implement the results of the previous study, “Queue and Users’ Costs in Highway Work Zones.” This report contains the WorkZoneQ user guide. WorkZoneQ consists of eight Excel worksheets and input data are traffic information, geometric characteristics, traffic control plan, and value of time figures. Then WorkZoneQ determines the capacity and computes queue length, delay, users’ costs, and congestion duration. It also determines the intervals that do not satisfy Illinois Department of Transportation (IDOT) mobility standards. Eight example problems were solved. The first one is a basic example to obtain the above output data. The successive examples show the capability of the program to handle different time interval lengths, variation of volume within the interval, flagger presence, police presence, change in work intensity, temporary roadway blockage, and different speed limits. Three workshops were conducted for IDOT engineers and their feedback was used to further improve the program. The current version of the program was developed using field data collected from 2-to-1 freeway work zones and it is recommended that a future project expand the program for other lane configurations. KW - Computer program documentation KW - Costs KW - Highway capacity KW - Illinois KW - Queuing KW - Software KW - Traffic congestion KW - Two lane highways KW - Work zones UR - http://hdl.handle.net/2142/45756 UR - https://trid.trb.org/view/1254310 ER - TY - SER AN - 01487033 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - FHWA LTBP Workshop to Identify Bridge Substructure Performance Issues PY - 2013/06 SP - 6p AB - This TechBrief provides an overview of the proceedings and findings of the “FHWA Workshop to Identify Bridge Substructure Performance Issues” held in Orlando, Florida, from March  4  to  6, 2010. The purpose of the workshop was to consider overall bridge performance and identify geotechnical performance metrics that may correspond to good and poor performance. The issues identified and the recommendations made at the workshop are being used in the design and implementation of the Federal Highway Administration's Long-Term Bridge Performance (LTBP) program. KW - Bridge substructures KW - Bridges KW - Geotechnical engineering KW - Performance measurement KW - Workshops UR - http://www.fhwa.dot.gov/publications/research/infrastructure/bridge/13049/13049.pdf UR - https://trid.trb.org/view/1256540 ER - TY - SER AN - 01487021 JO - TechBrief PB - Federal Highway Administration AU - Graybeal, Ben AU - Greene, Gary AU - Federal Highway Administration TI - Lightweight Concrete: Mechanical Properties PY - 2013/06 SP - 12p AB - There is a limited amount of test data on the mechanical properties of high-strength lightweight concrete (LWC) with a concrete unit weight (wc) between that of traditional LWC and normal weight concrete (NWC). Concrete with a wc in this range is also not covered in the American Association of State Highway and Traffic Officials (AASHTO) Load-and-Resistance Factor Design (LRFD) Bridge Design Specifications. This research program includes a significant number of mechanical property tests on this type of concrete. The results from this research project are included into a LWC database that covers a range of wc to determine trends for LWC as a function of wc. New design expressions for mechanical properties are proposed for LWC as a function of wc as opposed to the more common method of using concrete constituent materials. The design expressions represent potential revisions to the AASHTO LRFD Bridge Design Specifications relating to the mechanical properties of LWC. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Lightweight concrete KW - Load and resistance factor design KW - Mechanical properties KW - Mechanical tests KW - Properties of materials UR - http://www.fhwa.dot.gov/publications/research/infrastructure/bridge/13061/13061.pdf UR - https://trid.trb.org/view/1256542 ER - TY - RPRT AN - 01487019 AU - Hamilton, H R AU - McCall, James AU - Tsai, Yen-Chih AU - Szyniszewski, Stefan AU - Roske, Edward AU - Ferraro, Chris AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - Key Royale Bridge Five Year Evaluation PY - 2013/06//Final Report SP - 309p AB - This report describes the design, construction, instrumentation, and five-year evaluation of the Key Royale Bridge substructure. The primary focus was the evaluation of the implementation of highly reactive supplementary cementitious materials (SCM) into the construction of the bridge piles. Four different SCM were used to create six different concrete mixtures; these were then used to construct the bridge and fender piles. This allowed monitoring under realistic exposure conditions in real time rather than performing accelerated corrosion testing in laboratory conditions. Corrosion sensors were embedded in the bridge piles for periodic monitoring; five years after placement, none of the remaining operable sensors indicated the presence of corrosion. Removable fender piles were also installed with the same mixtures as were used on the bridge piles and will be removed after 15-20 years of seawater exposure to be examined for ingress of chlorides and corrosion damage. Coring was performed on the fender piles to evaluate chloride ingress after 5 years of exposure. In addition, durability segments were constructed using the same concrete and prestressing strand as the fender piles. These segments were hung from the fender piles for consistent exposure conditions and instrumented with corrosion sensors and temperature sensors for long-term corrosion monitoring, although none of the remaining operable sensors indicate the presence of corrosion. These segments will be cored in the future for evaluating the chloride ion penetration and concrete hydration over time. Data gathered during the five years since the bridge was erected indicated that corrosion has not yet initiated in either bridge or fender piles. Electrical measurements were taken at selected intervals to assess the condition of the prestressing steel in the piles. Half-cell potential measurements of the pile prestressing steel were taken using a copper copper-sulfate reference electrode and indicated a very low probability that corrosion was occurring in the prestressing steel. As noted previously, embedded sensors in the bridge and fender piles provided no indication of corrosion activity. KW - Admixtures KW - Bridge piers KW - Bridge substructures KW - Chloride content KW - Corrosion KW - Key Royale Bridge (Florida) KW - Seawater KW - Sensors KW - Service life KW - Supplementary cementing materials UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT-BDK75-977-52-rpt.pdf UR - https://trid.trb.org/view/1256389 ER - TY - RPRT AN - 01486999 AU - Russell, Henry G. AU - Graybeal, Benjamin A AU - Henry G. Russell, Incorporated AU - Federal Highway Administration TI - Ultra-High Performance Concrete: A State-of-the-Art Report for the Bridge Community PY - 2013/06//Final Report SP - 176p AB - The term Ultra-High Performance Concrete (UHPC) refers to a relatively new class of advanced cementitious composite materials whose mechanical and durability properties far surpass those of conventional concrete. This class of concrete has been demonstrated to facilitate solutions that address specific problems in the United States highway bridge infrastructure. Initial material development research on UHPC began more than two decades ago. First structural deployments began in the late 1990s. First field deployments in the U.S. highway transportation infrastructure began in 2006. For this study, UHPC-class materials are defined as cementitious-based composite materials with discontinuous fiber reinforcement that exhibit compressive strength above 21.7 ksi (150 MPa), pre- and post-cracking tensile strength above 0.72 ksi (5 MPa), and enhanced durability via a discontinuous pore structure. This report documents the state of the art with regard to the research, development, and deployment of UHPC components within the U.S. highway transportation infrastructure. More than 600 technical articles and reports covering research and applications using UHPC have been published in English in the last 20 years, with many more published in other languages. The report includes information about materials and production, mechanical properties, structural design and structural testing, durability and durability testing, and actual and potential applications. The report concludes with recommendations for the future direction for UHPC applications in the United States. KW - Durability KW - Fiber reinforced concrete KW - High performance concrete KW - Highway bridges KW - State of the practice KW - Structural analysis KW - Structural design KW - Ultra high performance concrete UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/hpc/13060/13060.pdf UR - https://trid.trb.org/view/1254303 ER - TY - SER AN - 01486925 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Eriksson, Jakob AU - University of Illinois, Chicago AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of Traffic-Flow Monitoring Technologies: Cicero–Midway Smart Corridor Case Study PY - 2013/06 IS - 13-007 SP - 17p AB - The original goal of this project was to (1) collect probe-vehicle and sensor data in the region of interest, and perform cleaning and map matching of the data; and (2) evaluate the accuracy of multiple technologies, either through direct comparison with ground truth (probe vehicles) when data are available or through simulation where direct measurement data were unavailable. Due to a substantial and unexpected lack of spatiotemporally coinciding measurement and ground-truth data, the project changed direction midway, to quickly capitalize on technology developed in the earlier stages and to attempt to remedy the underlying problem that led to the present difficulty: the unavailability of substantial and low-cost travel-time measurements. Under this new direction, the project was successful. A prototype system for low-cost traffic-flow measurement using Wi-Fi transmission monitoring has been developed and successfully demonstrated, A survey of efficient vehicle-tracking methods was performed, comparing over 100 alternative methods, leading to the development of a significantly more accurate and cost-effective method. Finally, technology developed in the early stages of the project were repurposed to facilitate the creation of the UIC Shuttle Tracker. KW - Global Positioning System KW - IEEE 802.11 (Standard) KW - Measurement KW - Monitoring KW - Probe vehicles KW - Traffic flow UR - http://hdl.handle.net/2142/45753 UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=3089 UR - https://trid.trb.org/view/1254307 ER - TY - RPRT AN - 01485850 AU - Tidd, Leo AU - Sliker, Laura AU - Braitman, Dara AU - Lee-Roark, Carol AU - Ballard, Lisa AU - Louis Berger Group, Incorporated AU - Montana Department of Transportation AU - Federal Highway Administration TI - Assessing the Extent and Determinates of Induced Growth PY - 2013/06//Final Report SP - 176p AB - Transportation improvements affect the accessibility of places, which in turn can result in changes in land use in combination with factors that support or discourage development (such as land prices, market demand, local land use regulations, and environmental constraints). Due to the uncertainty involved in forecasting the indirect effects of transportation projects on land use, transportation agencies nationally have struggled in identifying the appropriate level of analysis for this issue, in some cases resulting in litigation and project delays. The objective of this research was to identify a Montana-specific, consistent, legally defensible, and efficient process for assessing the indirect land use and environmental effects of transportation projects for the Montana Department of Transportation (MDT). Case law, guidance documents in other states, surveys, interviews, and reviews of existing MDT environmental documents were used to develop an Indirect Effects Desk Reference. The Desk Reference provides an overview of key definitions and regulatory requirements, and provides practitioners with a step-by-step screening process to determine if further analysis is warranted. The screening process relies on information of the characteristics and location of the project readily available early in the project development process. Where detailed analysis is necessary, a detailed analysis framework process is provided in the Desk Reference that includes recommendations on the analysis methodologies most applicable to the data available in different portions of Montana. Finally, recommendations for updating the Desk Reference materials over time are presented, including a recommendation to incorporate the screening and detailed analysis frameworks in MDT’s Environmental Manual. The results of this research should be useful not only to Montana, but to other western states in the Rocky Mountain and Great Plains regions of the U.S. that share similar land use, environmental, and growth trends. KW - Economic growth KW - Economic impacts KW - Environmental impacts KW - Handbooks KW - Indirect effects KW - Land use KW - Legal documents KW - Montana KW - Transportation planning KW - Transportation projects UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/growth/final_report_jun13.pdf UR - https://trid.trb.org/view/1254304 ER - TY - RPRT AN - 01485402 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 - Development of Risk Models for Florida's Bridge Management System PY - 2013/06//Final Report SP - 298p AB - Florida Department of Transportation (FDOT) has been actively implementing the American Association of State Highway Transportation Officials (AASHTO) Pontis Bridge Management System (BMS), recently renamed AASHTOWare Bridge Management (BrM), to support network-level and project-level decision making in the headquarters and district offices. This system is an integral part of a Department-wide effort to improve the quality of asset management information provided to decision makers. With the success of FDOT‟s previous research efforts, it was necessary to extend bridge management tools and processes to an area that is receiving increasing attention nationally: risk management. The state of Florida is exposed to risk on its bridges from many natural and man-made hazards, including hurricanes, tornadoes, flooding and scour, and wildfires, as well as advanced deterioration, fatigue, collisions, and overloads. This study developed a comprehensive framework and components of a risk model for these listed hazards. For each hazard, historical data were utilized to develop risk assessment models which predicted the likelihood of such events and also quantified the consequences of the hazard event. Sources of data with several years of recorded events included the following: the Department‟s databases on bridge inventory and inspection; District‟s records of damage after hazards; NOAA‟s climatic data; FEMA; and the Florida Department of Forestry. The research identified the types of bridges (design type and material type) and specific bridge elements that are most vulnerable to damage under the hazard events. The overall risk model was used to identify the top 20 bridges that are most vulnerable under each of the hazard types. Finally, recommendations are presented as well as modifications to the Project Level Analysis Tool (PLAT). KW - Asset management KW - Bridge management systems KW - Decision making KW - Fires KW - Florida KW - Hurricanes KW - Risk management KW - Tornadoes UR - http://www.fdot.gov/research/Completed_Proj/Summary_MNT/FDOT-BDK83-977-11-rpt.pdf UR - https://trid.trb.org/view/1254052 ER - TY - RPRT AN - 01485309 AU - Wood, Timothy A AU - Jayawickrama, Priyantha AU - Surles, James G AU - Lawson, William D AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Pullout Resistance of Mechanically Stabilized Reinforcements in Backfills Typically Used in Texas. Volume 2, Test Reports for MSE Reinforcements in Type B (Sandy) Backfill PY - 2013/06//Technical Report SP - 854p AB - This report documents findings from a three-year research study that examined the pullout resistance of inextensible mechanically stabilized earth (MSE) reinforcements in backfills typically used in Texas. The study involved an extensive laboratory test program in which a total of 687 pullout tests were completed. These tests were conducted using a large scale pullout test system that consisted of a test box with dimensions of 12ft x 12ft x 4ft and capability to simulate overburden pressures equivalent to 40 feet of fill. Tests were conducted on ribbed strip reinforcements, welded steel grid reinforcements, and a limited number of smooth bars embedded in two types of backfill, designated as Type A (gravelly) and Type B (sandy) select backfill as per Texas Department of Transportation (TxDOT) specifications. A subset of strip and grid reinforcements in each backfill type was instrumented with strain gages to provide further insight into mechanisms that control pullout resistance. The research design evaluated pullout resistance factors for both strip and grid reinforcements for a variety of independent variables including overburden pressure, reinforcement length, skew or splay angle, grid wire size, and grid geometry including both transverse and longitudinal wire spacing. Appropriate statistical analyses were used to interpret the data within the context of published AASHTO design guidance for inextensible MSE reinforcements. This volume, Volume 2, presents pullout test reports from a total of 367 pullout tests completed on MSE reinforcements embedded in TxDOT Type B backfill, and accompanying strain gage test reports. Volume 1 summarizes the research findings, and Volume 3 presents test reports for reinforcements in Type A backfill. KW - Backfill soils KW - Earth walls KW - Mechanically stabilized earth KW - Pull out test KW - Resistance tests KW - Sandy soils KW - Stabilized materials KW - Strain gages KW - Texas UR - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/0-6493-1_Vol2.pdf UR - https://trid.trb.org/view/1253845 ER - TY - RPRT AN - 01485305 AU - Wood, Timothy A AU - Jayawickrama, Priyantha AU - Surles, James G AU - Lawson, William D AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Pullout Resistance of Mechanically Stabilized Reinforcements in Backfills Typically Used in Texas. Volume 3, Test Reports for MSE Reinforcements in Type A (Gravelly) Backfill PY - 2013/06//Technical Report SP - 681p AB - This report documents findings from a three-year research study that examined the pullout resistance of inextensible mechanically stabilized earth (MSE) reinforcements in backfills typically used in Texas. The study involved an extensive laboratory test program in which a total of 687 pullout tests were completed. These tests were conducted using a large scale pullout test system that consisted of a test box with dimensions of 12ft x 12ft x 4ft and capability to simulate overburden pressures equivalent to 40 feet of fill. Tests were conducted on ribbed strip reinforcements, welded steel grid reinforcements, and a limited number of smooth bars embedded in two types of backfill, designated as Type A (gravelly) and Type B (sandy) select backfill as per Texas Department of Transportation (TxDOT) specifications. A subset of strip and grid reinforcements in each backfill type was instrumented with strain gages to provide further insight into mechanisms that control pullout resistance. The research design evaluated pullout resistance factors for both strip and grid reinforcements for a variety of independent variables including overburden pressure, reinforcement length, skew or splay angle, grid wire size, and grid geometry including both transverse and longitudinal wire spacing. Appropriate statistical analyses were used to interpret the data within the context of published AASHTO design guidance for inextensible MSE reinforcements. This volume, Volume 3, presents pullout test reports from a total of 320 pullout tests completed on MSE reinforcements embedded in TxDOT Type A backfill, and accompanying strain gage test reports. Volume 1 summarizes the research findings, and Volume 2 presents test reports for reinforcements in Type B backfill. KW - Backfill soils KW - Earth walls KW - Gravelly soils KW - Mechanically stabilized earth KW - Pull out test KW - Resistance tests KW - Stabilized materials KW - Strain gages KW - Texas UR - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/0-6493-1_Vol3.pdf UR - https://trid.trb.org/view/1253846 ER - TY - RPRT AN - 01485160 AU - Hallenbeck, Mark E AU - Briglia, Peter M AU - Howard, Zachary N AU - St Martin, Anna AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - In-Service Evaluation of Major Urban Arterials with Landscaped Medians—Phase III PY - 2013/06//Research Report SP - 50p AB - Several cities have implemented redevelopment plans that include the re-design of major regional arterials in order to raise the quality of life of those living, working, and shopping along, or near the arterial. Many of these redevelopment efforts include landscaped medians with trees placed close to the roadway including in the median. WSDOT’s clear zone width criterion may not always be met when trees are placed within medians. To address this potential conflict, an in-service evaluation process was adopted to study collision, environmental, operational, and maintenance experiences in the field. This report updates earlier work published in 2007 and 2009. It examines before and after periods for all 13 roadway sections identified by WSDOT for review. Some of these 13 sections contain trees in medians with no protection, others are sections that contain raised medians but no trees, and others are control sections. The study finds that the presence of small trees in the median did not significantly increase crash rates, crash severity, or injury crash rates. Crash rates decreased at statistically significant levels for both types of median treatment locations. No significant difference was found when comparing median treatments with and without trees. At test sites, crash rates remain stable six years after the treatments were completed, indicating that the safety benefits first observed remain in place over time. It appears that adding small trees to landscaped medians does not have a detrimental effect on safety. Installation of medians and access control as part of a more general increase in access control generally result in a decrease in midblock crashes, but an increase in crashes occurring at intersections where turning movements are allowed in large part because turns are concentrated at those locations. These increases are a fraction of the midblock gains, resulting in improved safety overall. KW - Arterial highways KW - Context sensitive design KW - Crash rates KW - Highway safety KW - Injury severity KW - Landscaping KW - Medians KW - Trees KW - Urban design KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/636.3.pdf UR - https://trid.trb.org/view/1253590 ER - TY - RPRT AN - 01484931 AU - Turner, Patricia AU - Higgins, Laura AU - Geedipally, Srinivas AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of a Statewide Motorcycle Safety Plan for Texas: Technical Report PY - 2013/06//Technical Report SP - 136p AB - The objective of this research project was to develop a statewide plan to reduce motorcycle crashes and injuries in the state of Texas. The project included a review of published literature on current and proposed countermeasures for reducing the incidence and/or severity of motorcycle-involved crashes and related injuries, a review of existing and emerging Intelligent Transportation System (ITS) and other advanced technologies for motorcycles and other vehicles, an analysis of Texas motorcycle crash and injury data, and a statewide survey of Texas motorcycle riders that explored the demographics, riding histories, training and licensing status, use of protective gear, crash involvement, and attitudes toward various motorcycle safety countermeasures. These data collection activities culminated in a list of potential motorcycle crash and injury countermeasures; these countermeasures were then evaluated and prioritized in a workshop attended by motorcycle safety experts and advocates. KW - Countermeasures KW - Crash analysis KW - Crash data KW - Crash injuries KW - Highway safety KW - Intelligent transportation systems KW - Literature reviews KW - Motorcycle crashes KW - Motorcyclists KW - Surveys KW - Texas UR - http://tti.tamu.edu/documents/0-6712-1.pdf UR - https://trid.trb.org/view/1253546 ER - TY - RPRT AN - 01484930 AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Texas Strategic Action Plan for Motorcycles 2013 - 2018 PY - 2013/06 SP - 24p AB - This five-year plan includes detailed strategies and action steps to reduce the number of motorcycle fatalities, injuries, and crashes on Texas roadways. It provides guidance to Texas Department of Transportation (TxDOT) and key stakeholders involved with improving motorcycle safety, including the Texas Department of Public Safety - Motorcycle/ATV Safety Unit (DPS-MSU), the Texas Education Agency (TEA), the Texas Department of State Health Services (DSHS), the Texas Motorcycle Safety Coalition (TMSC), law enforcement, local agencies, motorcycle clubs/groups, motorcyclists, and dealers. The plan is dynamic –as strategies are implemented, other strategies can be added as identified. The goal of the plan is to focus limited funding and resources on the areas with the greatest opportunity to reduce motorcycle fatalities, serious injuries, and crashes in Texas. KW - Countermeasures KW - Highway safety KW - Motorcycle crashes KW - Motorcycles KW - Motorcyclists KW - Strategic planning KW - Texas UR - http://tti.tamu.edu/documents/0-6712-P2.pdf UR - https://trid.trb.org/view/1253548 ER - TY - RPRT AN - 01484926 AU - Zhou, Fujie AU - Hu, Sheng AU - Scullion, Tom AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Balanced RAP/RAS Mix Design and Performance Evaluation System for Project-Specific Service Conditions PY - 2013/06//Technical Report SP - 74p AB - The use of reclaimed asphalt pavement (RAP) and recycled asphalt shingles (RAS) can significantly reduce the increasing cost of hot-mix asphalt paving, conserve energy, and protect the environment. However, the premature cracking problem has been a serious concern. This report presents the latest work on RAP/RAS mix design and performance analysis including field performance of a variety of RAP/RAS test sections around Texas, and the proposed RAP/RAS mix design and performance evaluation system for project-specific service conditions. RAP/RAS mixes can have better or similar performance than virgin mixes if they are well designed with balancing both rutting/moisture damage and cracking requirements. Cracking performance of RAP/RAS mixes is influenced by many factors, such as traffic, climate, existing pavement conditions for asphalt overlays, and pavement structure and layer thickness. It is obvious that a single cracking requirement does not apply to all asphalt overlay applications. Instead, a project-specific service conditions based mix design system should be developed. Based on the relationship between Overlay Test (OT) cycles and fracture properties (A and n) established under this study, a balanced RAP/RAS mix design and performance evaluation system for project-specific service conditions is proposed, and it includes a balanced mix design procedure and a performance evaluation system in which the Hamburg wheel tracking test and associated criteria are used to control rutting/moisture damage and the OT, and the required OT cycles determined from S-TxACOL cracking prediction with consideration of climate, traffic, pavement structure and existing pavement conditions. Additionally, the impacts of soft binder on engineering properties of RAP/RAS mixes in terms of dynamic modulus, HWTT rut depth, and OT cycles are investigated. The test results clearly indicated that the use of soft and modified asphalt binder (i.e., PG xx-28, PG xx-34) can effectively improve cracking resistance of RAP/RAS mixes without sacrificing much rutting/moisture damage resistance. Dynamic modulus is not a good indicator as cracking resistance of RAP/RAS mixes. Researchers highly recommend that the proposed RAP/RAS mix design and performance evaluation system for project-specific service conditions be implemented statewide. KW - Asphalt pavements KW - Cracking KW - Mix design KW - Moisture damage KW - Overlays (Pavements) KW - Pavement performance KW - Reclaimed asphalt pavements KW - Recycled materials KW - Rutting KW - Texas UR - http://tti.tamu.edu/documents/0-6092-3.pdf UR - https://trid.trb.org/view/1253544 ER - TY - RPRT AN - 01484440 AU - Newcomb, David E AU - Lenz, Russel AU - Epps, Jon AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Price Adjustment Clauses: Report PY - 2013/06//Technical Report SP - 86p AB - Price adjustment mechanisms exist to account for fluctuations in commodity or labor prices and have been used for highway construction in 47 states. They are useful in stabilizing bid prices in times of economic uncertainty and preventing defaults on contracts. This study examined the feasibility of establishing price adjustment practices on highway construction contracts in Texas. Researchers found that there is not a consensus among Texas Department of Transportation (TxDOT) districts or contractors about using price adjustment clauses (PACs), but those who favor such would use them for longer term, higher value projects if they were to be instituted. Because there is not a clear agreement at this time among contractors and among TxDOT personnel interviewed, implementation of PACs on construction projects cannot be recommended. KW - Competitive bidding KW - Construction projects KW - Contract administration KW - Contractors KW - Contracts KW - Costs KW - Prices KW - Texas UR - http://tti.tamu.edu/documents/0-6799-1.pdf UR - https://trid.trb.org/view/1253059 ER - TY - RPRT AN - 01483659 AU - Boske, Leigh B AU - Harrison, Robert AU - University of Texas, Austin AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - The Dynamics of U.S.-Asian-South American Waterborne Trade and the Panama Canal Expansion: Their Anticipated Impacts on Texas Ports and the State’s Economy PY - 2013/06//Technical Report SP - 144p AB - This report examines noteworthy aspects of U.S.-Asian and U.S.-Latin American trade, particularly the present and likely future roles of Texas ports and the Panama Canal. The purpose is to identify opportunities and challenges faced by the State of Texas and its ports in competing for international trade. The role of Texas ports within the larger U.S. economy is examined, and developments in the Texas energy sector noted. The research team collected information from and conducted selected interviews with Texas port officials and individuals involved with various modes of transportation, such as ocean carriers, the Panama Canal Authority, shippers, consultants, international organizations, research institutes, and the like. The report addresses the Texas Department of Transportation’s (TxDOT) role in maintaining functional, economically healthy ports and responding to the canal’s expansion. KW - Asia KW - Caribbean Area KW - Containerships KW - Economic impacts KW - International trade KW - Latin America KW - Panama Canal KW - Ports KW - Texas KW - Trade routes UR - http://library.ctr.utexas.edu/ctr-publications/0-6690-1.pdf UR - https://trid.trb.org/view/1252324 ER - TY - RPRT AN - 01483482 AU - Duthie, Jennifer C AU - Nezamuddin, N AU - Juri, Natalia Ruiz AU - Rambha, Tarun AU - Melson, Chris AU - Pool, C Matt AU - Boyles, Stephen AU - Waller, S Travis AU - Kumar, Roshan AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Investigating Regional Dynamic Traffic Assignment Modeling for Improved Bottleneck Analysis: Final Report PY - 2013/06//Final Report SP - 93p AB - This research employed dynamic traffic assignment (DTA) modeling to study the network-wide impact of bottleneck alleviation measures taken by Texas Department of Transportation (TxDOT) on MoPac Expressway in downtown Austin. The measures led to a small improvement in MoPac travel conditions and no major route-switching behaviors were found due to the new geometric reconfiguration on MoPac. The study discussed the benefits and challenges of incorporating DTA into the traditional four-step planning process and provided guidelines to move forward in this direction. A decision-making framework to choose from potential future improvements projects was also developed. KW - Austin (Texas) KW - Bottlenecks KW - Decision making KW - Dynamic traffic assignment KW - Expressways KW - Performance measurement KW - Traffic congestion KW - Traffic flow KW - Traffic mitigation UR - http://library.ctr.utexas.edu/ctr-publications/0-6657-1.pdf UR - https://trid.trb.org/view/1252214 ER - TY - RPRT AN - 01483476 AU - Stokoe, Kenneth H AU - Lee, Jung-Su AU - Lewis, Mike AU - Hayes, Richard AU - Scullion, Thomas AU - Liu, Wenting AU - University of Texas, Austin AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Developing a Testing Device for Total Pavements Acceptance—Final Report PY - 2013/06//Final Report SP - 93p AB - During the fourth year of Project 0-6005, construction of the Total Pavement Acceptance Device (TPAD) was completed. The TPAD is a multi-function pavement evaluation device used to profile continuously along pavements at speeds in the range of 2 to 5 mph. The test functions include those associated with a Rolling Dynamic Deflectometer (RDD), ground penetrating radar (GPR), Distance Measurement Instrument (DMI), high-precision differential Global Positioning System (GPS), surface temperature and digital video imaging of the pavement, and right-of-way conditions. The towing frame system used to position and pull the RDD rolling sensors was developed and installed on the TPAD. The towing frame system minimizes the transmission of vibrations from the TPAD mobile platform and loading system to the rolling sensors, and allows for the incorporation of three rolling sensors (front, center, and rear) on the TPAD. The front and rear rolling sensors have 12.5-in. diameter wheels and a 90-lb hold-down weight while the center rolling sensor has 9.5-in. diameter wheels and a 40-lb hold-down weight. Initial deflection measurements using the new towing frame/sensor cart arrangement were performed at the Texas Department of Transportation (TxDOT) Flight Services Facility (FSF). Based on these tests, it is recommended that most deflection profiling be done with the center and rear rolling sensors at a testing speed of 2 mph. Three case studies with the TPAD were performed at a testing speed of 2 mph: on US 297 near Wichita Falls, at TxDOT FSF, on US 290 near Houston. The pavements at the three sites are continuously reinforced concrete pavement (CRCP), jointed concrete pavement (JCP), and full-depth, hot-mix asphalt (HMA), respectively. The TPAD proved durable during the testing period and provided valuable information for all three types of pavements. KW - Acceptance tests KW - Case studies KW - Deflection tests KW - Distance measuring equipment KW - Ground penetrating radar KW - Pavement performance KW - Sensors KW - Surface temperature KW - Texas KW - Total Pavement Acceptance Devices KW - Video imaging detectors UR - http://library.ctr.utexas.edu/ctr-publications/0-6005-3.pdf UR - https://trid.trb.org/view/1252213 ER - TY - RPRT AN - 01518880 AU - Hill, Christopher J AU - Booz Allen Hamilton AU - Federal Highway Administration TI - Concept of Operations for Road Weather Connected Vehicle Applications PY - 2013/05/31/Final Report SP - 95p AB - Weather has a significant impact on the operations of the nation’s roadway system year round. These weather events translate into changes in traffic conditions, roadway safety, travel reliability, operational effectiveness, and productivity. It is, therefore, an important responsibility of traffic managers and maintenance personnel to implement operational strategies that optimize system performance by mitigating the effects of weather on the roadways. Accurate, timely, route-specific weather information allows traffic and maintenance managers to better operate and maintain roads under adverse conditions. Connected vehicle technologies hold the promise to transform road-weather management. Road weather connected vehicle applications will dramatically expand the amount of data that can be used to assess, forecast, and address the impacts that weather has on roads, vehicles, and travelers; fundamentally changing the manner in which weather-sensitive transportation system management and operations are conducted. The US Department of Transportation’s Road Weather Management Program has developed this Concept of Operations (ConOps) to define the priorities for connected vehicle-enabled road-weather applications. KW - Highway traffic control KW - Maintenance management KW - Mobile communication systems KW - Road weather information systems KW - Transportation system management KW - Weather conditions UR - http://ntl.bts.gov/lib/47000/47300/47330/74CD2020.pdf UR - https://trid.trb.org/view/1300408 ER - TY - RPRT AN - 01497508 AU - Foley, Christopher M AU - Diekfuss, Joseph A AU - Wan, Baolin AU - Marquette University AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Fatigue Risks in the Connections of Sign Support Structures PY - 2013/05/31/Final Report SP - 204p AB - This research effort develops a reliability-based approach for prescribing inspection intervals for mast-arm sign support structures corresponding to user-specified levels of fatigue-induced fracture risk. The resulting level of risk for a particular structure is dependent upon its geographical location, the type of connection it contains, the orientation of its mast-arm relative to north and the number of years it has been in service. The results of this research effort indicate that implementation of state-of-the-art reliability-based assessment procedures can contribute very valuable procedures for assigning inspection protocols (i.e. inspection intervals) that are based upon probabilities of finding fatigue-induced cracking in these structures. The engineering community can use the results of this research effort to design inspection intervals based upon risk and thereby better align inspection needs with limited fiscal and human resources. KW - Fatigue (Mechanics) KW - Fatigue cracking KW - Inspection KW - Mast arm connections KW - Reliability based evaluation KW - Risk analysis KW - Sign supports KW - Structural connection KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP-project-0092-09-07-final-report.pdf UR - https://trid.trb.org/view/1266530 ER - TY - RPRT AN - 01587713 AU - Chapman, Michael AU - Drobot, Sheldon AU - Anderson, Amanda AU - Burghardt, Crystal AU - National Center for Atmospheric Research AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Concept of Operations for the Use of Connected Vehicle Data in Road Weather Applications PY - 2013/05/30/Final Report SP - 157p AB - With funding and support from the US Department of Transportation (USDOT) Research and Innovative Technology Administration (RITA) and direction from the Federal Highway Administration (FHWA) Road Weather Management Program, the National Center for Atmospheric Research (NCAR) is developing a Vehicle Data Translator (VDT) software system that incorporates vehicle-based measurements of the road and surrounding atmosphere with other weather data sources. The purpose of this document is to provide a short overview of the VDT software, a description of several possible applications for key potential end-users of the VDT, and a description of the data standards that are required in order for the mobile weather data to be useful for various road weather impact applications. KW - Data analysis KW - Data collection KW - Minnesota KW - Mobile communication systems KW - Nevada KW - Road weather information systems KW - Software KW - Vehicle Data Translator KW - Weather conditions UR - http://ntl.bts.gov/lib/48000/48300/48314/Final_Report_Task_5b_5-31-131.pdf UR - https://trid.trb.org/view/1386605 ER - TY - RPRT AN - 01533060 AU - Galarus, Douglas AU - Hayden, Larry AU - Western Transportation Institute AU - California Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - aSE Speed Data Evaluation for the Western Transportation Institute System PY - 2013/05/29 SP - 69p AB - The purpose of the augmented Speed Enforcement (aSE) project is to detect speeding vehicles in a work zone and provide alerts to drivers and warnings to work zone workers. This report presents an evaluation of speed data collected during the Los Banos pilot test to assess the performance of the system. Improvement was shown, demonstrated by reduced percentages of speeds 60 mph or greater over the baseline. There are statistically significant differences, however, which indicate that other factors should be considered and engineering judgment should be applied. KW - Data analysis KW - Drums (Containers) KW - Speeding KW - Traffic cones KW - Work zone safety UR - http://www.dot.ca.gov/research/researchreports/reports/2013/final_report_task_2062d.pdf UR - https://trid.trb.org/view/1302003 ER - TY - RPRT AN - 01530289 AU - Hayden, Larry AU - Western Transportation Institute AU - California Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Radio Communications for the Western Transportation Institute’s Augmented Speed Enforcement Project PY - 2013/05/29/Final Report SP - 31p AB - The purpose of the augmented Speed Enforcement (aSE) project was to detect and warn speeding vehicles in a work zone and provide warnings to work zone workers. One system, developed by the Western Transportation Institute, comprises 28 orange traffic drums positioned adjacent to the orange cones marking the work zone lane closure. When the system detects a speeding vehicle, it synchronously flashes orange lights on top of the drums, warning the driver to slow down and the workers of a speeding vehicle. If the vehicle speed is above a set trigger speed, the system activates a pager system that warns the workers of the speeding vehicle. A Digi XBee adaptor mesh radio is used for communications and is the focus of this report. Basic antenna pattern and range measurement were performed to validate the published range. The outdoor range was measured as 200 feet, much less than the one mile outdoor range published by the manufacturer and even less than the 300 feet indoor published range. This report contains the full results of the radio tests performed. KW - Automated enforcement KW - Radio signals KW - Specifications KW - Speeding KW - Warning systems KW - Work zone safety UR - http://www.dot.ca.gov/research/researchreports/reports/2013/final_report_task_2062a.pdf UR - https://trid.trb.org/view/1302001 ER - TY - ABST AN - 01547520 TI - Developing a Pavement-Maintenance Database System AB - A variety of maintenance actions are performed by highway agencies to preserve highway pavements. Generally, highway agencies document information pertaining to maintenance actions such as methods, rates, bases of measurement, costs, performance, and other related factors as part of a maintenance management system. Similarly, agencies document information on pavement condition as part of a pavement management system. However, often these data collection efforts do not focus on the collection and analysis of data needed to improve pavement-maintenance decision-making. There is no widely accepted system that identifies the data needed to capture the factors that influence the performance of maintenance treatments, including climate conditions, traffic levels, existing pavement condition, material properties, and workmanship or the factors pertaining to pavement performance. There is a need to identify the key data elements required for evaluating maintenance-treatment effectiveness and effect on pavement performance and service life. These elements will constitute a framework for a database that can be used to establish the influence of maintenance actions on pavement performance and help identify and select the most effective treatment for specific conditions. Research is needed to develop a database system for collection, storage, and retrieval of pavement-maintenance-related data. This database together with clear definitions of maintenance items will provide a uniform format for collecting, reporting, and storing information on pavement maintenance. In addition to providing the data needed for evaluating maintenance-treatment effectiveness and helping with maintenance investment decisions, use of this database will promote compatibility of maintenance data reported by different agencies, ensure proper interpretation of the data, and facilitate sharing of data among highway agencies. This database will also provide an effective means for using these data in evaluating cost and performance of alternative maintenance applications, establishing the contributions of maintenance to pavement service life, or incorporating maintenance into pavement design and analysis procedures. The objective of this research is to develop a database system of pavement-maintenance actions, materials, and methods, and their effectiveness. The database system shall provide a means for establishing a record of actions that includes uniform descriptions of maintenance activities, basis of measurement, costs, pavement condition, and other relevant data for use in cost-benefit analysis, evaluating the effects of maintenance on pavement performance, selection of maintenance actions, or other related decisions. The system shall accommodate asphalt, concrete, and composite pavements. The research will develop the database system, but will not be responsible for collecting/entering data into the database (except as called for in Task 7). Project tasks are as follows: Phase I: (1) Identify, collect, and review information relative to pavement-maintenance actions, maintenance management systems, and pavement management systems for use in developing a pavement-maintenance database system. This information should be obtained from domestic and foreign literature, contacts with transportation agencies and industry organizations, and other sources. The framework for a bridge maintenance database developed under National Cooperative Highway Research Program (NCHRP) Project 14-15 may provide helpful insights on the format and content of the anticipated database system. (2) Based on the information obtained in Task 1, identify and define the terms and data elements associated with maintenance actions of highway pavements that relate to maintenance effectiveness and pavement performance. (3) Prepare an updated detailed work plan for developing a pavement-maintenance database system. The terms and data elements together with the means for obtaining them shall be presented as a glossary to accompany the database system. (4) Prepare an interim report that documents the research performed in Tasks 1 through 3. 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: (5) Prepare and submit for NCHRP review a draft version of the pavement-maintenance database system and a glossary for NCHRP review. The database system should be prepared in an appropriate electronic format to facilitate data entry, storage, queries, retrieval, and analysis and incorporate mechanisms for checking data reasonableness. Following review of the database system by the NCHRP, the research team will be required to make a presentation to the project panel. Work on the subsequent tasks will not begin until review of the draft version is completed and work is authorized by the NCHRP. (6) Consider the review comments and develop an updated database system. (7) Obtain and enter data from transportation agencies to demonstrate use of the developed database system for evaluating selected maintenance applications for asphalt and concrete pavements.(8) Refine the database system based on the findings of Task 7. (9) Submit a final report that documents the entire research effort. The database system shall be prepared in a form suitable for consideration and adoption by the American Association of State Highway and Transportation Officials (AASHTO). KW - Asphalt pavements KW - Benefit cost analysis KW - Composite pavements KW - Concrete pavements KW - Databases KW - Pavement maintenance KW - Pavement management systems KW - Pavement performance UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3413 UR - https://trid.trb.org/view/1334957 ER - TY - ABST AN - 01543631 TI - Legal Problems Arising out of Highway Programs. Topic 20-01. Liability Aspects of Pedestrians Facilities AB - Walkways and areas where pedestrians cross roads have traditionally been an area vulnerable to tort claims involving pedestrians injured in trip/fall incidents or vehicle accidents. Public agencies also have exposure in terms of Americans with Disabilities Act (ADA) complaints/lawsuits alleging civil rights violations due to inaccessible pedestrian features. In the cases of both tort claims and accessibility-related claims, the media often highlight unusual cases that are not representative of either jury verdicts or judicial opinions. Limited and/or incorrect information exists about legal aspects associated with the design, construction, inspection, maintenance and operation. Therefore, a summary and analysis of recent jury verdicts and court decisions addressing tort liability and ADA-related claims covering pedestrian facilities is necessary. By providing insight into the nature and disposition of pedestrian facility- related claims, the research results should be valuable to both government agencies and private entities. It is anticipated that the research results will contribute to enhanced safety and accessibility of pedestrian facilities. The main objective of this research is to assess liability and claims concerning pedestrian facilities or the lack of such facilities and their interaction with highways. The research will address: 1) tort claims arising out of the design, construction, operation or maintenance of pedestrian facilities, including their interaction with roadways; and 2) civil rights lawsuits in federal court and complaints filed with the United States Department of Justice relating to inaccessible pedestrian facilities. KW - Accessibility KW - Americans with Disabilities Act KW - Civil rights KW - Design KW - Liability KW - Pedestrian areas KW - Safety KW - Tort liability UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3762 UR - https://trid.trb.org/view/1331584 ER - TY - RPRT AN - 01560084 AU - Fayez, Sam AU - Zavagnini, Fabio AU - Jensen, Mark AU - Cambridge Systematics, Incorporated AU - Department of Transportation AU - Federal Highway Administration TI - Los Angeles-Gateway Freight Advanced Traveler Information System: Final System Design and Architecture for FRATIS Prototype PY - 2013/05/23/Final Report SP - 20p AB - This Final Architecture and Design report has been prepared to describe the structure and design of all the system components for the Los Angeles-Gateway Freight Advanced Traveler Information System (LA-Gateway FRATIS) Demonstration Project. More specifically, this document provides: (1) Detailed descriptions of the selected architecture implemented in the LA-Gateway Region; (2) A summary of the Agile development process; and (3) Software development testing procedures, technologies selected for system development, and open-source development protocols for the LA-Gateway FRATIS prototype. KW - Advanced traveler information systems KW - Demonstration projects KW - Freight transportation KW - Gateways KW - Los Angeles (California) KW - Prototypes KW - System architecture KW - System design UR - http://ntl.bts.gov/lib/54000/54400/54477/Fratis_FHWA-JPO-14-179.pdf UR - https://trid.trb.org/view/1344662 ER - TY - ABST AN - 01543609 TI - Research for the AASHTO Standing Committee on Public Transportation. Task 49. Impact Assessment Indicators for Administration of Public Transportation Grants AB - The objective of this research is to develop impact assessment indicators for use by state department of transportation (DOT) manager and staff in the in-house administration of grants and program management. These impact assessment indicators might measure items such as financial management, compliance, budgets, full time equivalents (FTEs), stat reporting, and grants management. It is important that the indicators and their results be a tool for both DOT staff and managers to use as they make business decisions. These tools will assist DOT staff and managers in evaluating the condition of their public transportation programs and the grants their DOT provides. KW - Budgeting KW - Grant aid KW - Program management KW - Public transit KW - State departments of transportation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3618 UR - https://trid.trb.org/view/1331562 ER - TY - ABST AN - 01547638 TI - Long-Term Aging of Asphalt Mixtures for Performance Testing and Prediction AB - The objective of this research is to develop a procedure calibrated and validated with field data to simulate long-term aging of asphalt mixtures for performance testing and prediction. This research will provide a basis for future development of a methodology for integrating the effects of long-term aging in Pavement Mechanistic Empirical Design and other mechanistic design and analysis systems and using the methodology toenable consideration of long-term aging in full-scale and accelerated pavement testing (APT) results. The research shall be limited to asphalt-aggregate mixture aging procedures because these will inherently take air voids (permeability) and asphalt-aggregate chemical interaction into account. During the development of this procedure, consideration shall be given to (1) different types of cracking distress which originate towards the top or bottom of the asphalt pavement layers and are impacted by aging and (2) the potential differential aging within an asphalt pavement layer. KW - Accelerated pavement tests KW - Aggregate mixtures KW - Aging (Materials) KW - Air voids KW - Asphalt mixtures KW - Mechanistic-empirical pavement design KW - Pavement distress KW - Permeability UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3400 UR - https://trid.trb.org/view/1335191 ER - TY - ABST AN - 01543455 TI - Legal Problems Arising out of Highway Programs. Topic 19-02. Legal Aspect of Environmental Permitting in the Emergency Response Environment AB - Every state system of highways and bridges (highway infrastructure) has been adversely affected by natural and other disasters. These events include storms, hurricanes, tornadoes, floods, earthquakes, landslides, fires, drought, acts of terrorism, and catastrophic failures related to the ravages of use and time. Highway infrastructure can be severely damaged and even destroyed by such events, and there is often a need to expedite clean-up and repair or reconstruction of the damaged structure or facility. Often in the emergency situations that result from these catastrophic events, the best of participants is demonstrated. Disasters have created circumstances not typically encountered in highway rehabilitation, construction, and reconstruction projects, leading to unique challenges and opportunities. Essential environmental and other regulatory requirements of resource agencies can be achieved on an expedited basis. The federal government, states, and local governments have made successful efforts to expedite the resumption services and use of facilities. The above scenario presents an opportunity for a research project that will compare and contrast environmental resource, regulatory, and other processes that various governmental entities use to facilitate recovery from catastrophic events. Government agencies stand to benefit from these case studies that demonstrate successful responses to the challenges faced. The research product will include 1) surveys of governments at the various levels for actions and processes; 2) applicable case law, statutes, regulations, and other authorities; and 3) identification of techniques and strategies to expedite recovery. KW - Catastrophic events KW - Disaster preparedness KW - Emergency response time KW - Environmental impacts KW - Infrastructure KW - Permits KW - Reconstruction UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3759 UR - https://trid.trb.org/view/1330911 ER - TY - ABST AN - 01549571 TI - Research Program Design---Administration of Highway and Transportation Agencies. Critical Assessment for Future Surface Transportation Needs Analyses (Refresh the Policy Capacity of the Bottom Line/C&P) AB - The objective of this research was to produce an initial executive-level analyses of current surface transportation investment needs of the type presented in previous "Bottom Line" studies. The research drew on available existing materials but was intended to lay a groundwork for subsequent more in-depth analyses. In this context, "investment needs" were defined to include investments to maintain and preserve existing system components as well as those warranted to enhance the system's capabilities to meet future demands. KW - Evaluation and assessment KW - Ground transportation KW - Investments KW - Maintenance KW - Transportation planning KW - Travel demand UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3478 UR - https://trid.trb.org/view/1339725 ER - TY - ABST AN - 01545069 TI - Comparison of Passenger Rail Energy Consumption with Competing Modes AB - Lower fuel and energy consumption as well as lower greenhouse gas (GHG) emissions per passenger trip are frequently cited benefits of passenger rail in comparison with other, competing travel modes. Yet these benefits are not well documented nor are procedures for measuring them well delineated. Many currently available analyses of energy and GHG emissions reduction impacts of passenger rail service have significant shortcomings: (1) Passenger rail fuel consumption data may not fully represent impacts, since they are based on broad averages that include many different variations in distance traveled, amenities provided, speeds, operating environment, type of train operated, and form of propulsion. Similarly, energy consumption estimates for competing modes usually represent broad averages that do not necessarily reflect the energy profiles of comparable trips on modes that compete with passenger rail service accurately. (2) Using disaggregated data, linked more directly to where and how the fuel and energy attributable to specific trips is consumed, can provide a greater understanding of what is actually occurring. In addition, significant variations in fuel and energy consumption can occur by regions of the country and by individual states and metropolitan areas, and these variations should also be taken into account when analyzing comparable modes of travel, along with specific characteristics of available technologies and operating environments. (3) The pace at which new energy technologies may be put into service differs markedly between passenger rail and competing modes. To date, in the passenger rail industry, decisions about train types and operating patterns have not been strongly influenced by energy use and efficiency concerns. Instead, many technology and operations decisions have been motivated primarily by safety concerns, the ability to use proven equipment designs, initial implementation costs, and the need to work within existing operating and infrastructure constraints. In contrast, competing modes may be moving more aggressively to reduce energy consumption. There is a need for research to (1) compare fuel and energy consumption between representative door-to-door rail trips and comparable trips by competing travel modes and (2) provide guidance for potential energy savings in the future. The objective of this research is to provide like-for-like comparisons of energy consumption and greenhouse gas emissions for commuter and intercity passenger rail operations and for competing travel modes. To accomplish this objective, the research should include, but not be limited to, developing: (1) An analytical framework for equivalent comparison of mode-to-mode fuel and energy consumption and GHG emissions, applied to case studies using disaggregated data (scope 1 and scope 2 emissions only, as defined by The Climate Registry); (2) A quantitative decision-support tool for evaluating and comparing fuel and energy consumption and GHG emissions by commuter and intercity passenger rail operations and by competing modes of transportation for comparable trips; and (3) An evaluation of opportunities to improve fuel and energy efficiency and reduce GHG emissions for intercity and commuter passenger rail. KW - Decision support systems KW - Energy consumption KW - Greenhouse gases KW - Intercity transportation KW - Mode choice KW - Passenger transportation KW - Pollutants KW - Railroad commuter service UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3482 UR - https://trid.trb.org/view/1332523 ER - TY - ABST AN - 01543196 TI - Implementing a Transportation Agency Data Self-Assessment AB - The objectives of this research are to (1) test the feasibility of the data self-assessment process proposed in previous National Cooperative Highway Research Program (NCHRP) research and (2) produce a guidebook for transportation agencies to implement this process. The guidebook will be aimed at helping decision makers and data practitioners at state departments of transportation (DOTs) evaluate and improve their data quality and management practices to ensure that their data effectively supports decision making about policy choices, infrastructure investments, and other agency functions. The self-assessment process may also be useful to metropolitan planning organizations. (MPOs) The research is being conducted in 3 phases. KW - Data quality KW - Decision making KW - Infrastructure KW - Investments KW - Metropolitan planning organizations KW - Policy analysis KW - State departments of transportation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3399 UR - https://trid.trb.org/view/1330430 ER - TY - ABST AN - 01543911 TI - Estimating the Life-Cycle Cost of Intersection Designs AB - Roadway infrastructure is costly to build, manage, repair, and replace. Historically, asset investments have been based on expedient design and lowest construction cost. State and local transportation agencies are increasingly considering costs and impacts throughout the life of the project in making investment decisions (see National Cooperative Highway Research Program [NCHRP] Report 483: Bridge Life-Cycle Cost Analysis as an example). Intersections are key components of the roadway infrastructure and the intersection design can significantly impact the maintenance and other costs that accrue after construction. In many cases, costs during the intersection's life may be shared between different transportation agencies. In addition to direct agency costs, societal costs are significant at intersections; particularly crashes, delays, and emissions. There can also be economic impacts on nearby businesses. A life-cycle cost analysis is useful in bringing together factors that can be monetized but there are often agency or community goals that need to be considered in the design of the intersection. These may include a desire to improve the walkability of the network, to preserve the historical context, or to avoid taking a particular property. An agency's budget may also constrain the number of feasible designs. The results of a life-cycle cost analysis should inform, but not dictate, the design decisions related to an intersection. There are many methods and data sources for estimating the costs associated with an intersection's design. These methods and data sources are continually being updated and improved, but a tool is needed to take the information provided by them, determine the life-cycle costs in a consistent and transparent manner, and present the results in a way that facilitates comparison of design alternatives. The objective of this research is to develop a spreadsheet-based tool that can be used by an engineer to compare the life-cycle costs of alternative designs for new and existing intersections. The tool will be applicable to the following types of intersections: stop-controlled, traffic signal, roundabout, and innovative designs. KW - Crashes KW - Delays KW - Design KW - Intersections KW - Life cycle analysis KW - Life cycle costing KW - Pollutants KW - Roundabouts KW - Traffic signals UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3392 UR - https://trid.trb.org/view/1332068 ER - TY - RPRT AN - 01494596 AU - Lawson, William D AU - Wood, Timothy A AU - Morse, Stephen M AU - Jayawickrama, Priyantha W AU - Newhouse, Charles D AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Software Development to Implement the TxDOT Culvert Rating Guide PY - 2013/05/15/Final Report SP - 28p AB - This implementation project created CULVLR: Culvert Load Rating, Version 1.0.0, a Windows®-based desktop application software package that automates the process by which Texas Department of Transportation (TxDOT) engineers and their consultants perform load rating calculations for reinforced concrete box culverts. Based on TxDOT’s Culvert Rating Guide, the tasks associated with this project included programming the culvert rating process, software testing, creation of Help files, creation of the Install program, and beta testing. CULVLR is structured to accept reinforced box culvert input parameters in a manner typical of TxDOT design standards. The program uses these inputs to generate capacities for each critical section of the culvert structure. The load rater can select either Level 1 (CULV5) or Level 3 (RISA-3D) structural analysis software to generate demand loads, and CULVLR calculates load rating factors based on the calculated capacities and demands. Reporting functions allow the load rater to print summary, standard, or comprehensive reports. KW - Box culverts KW - Implementation KW - Load factor KW - Ratings KW - Reinforced concrete culverts KW - Software KW - Texas Department of Transportation UR - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/5-5849-01_1_online.pdf UR - https://trid.trb.org/view/1263478 ER - TY - RPRT AN - 01490306 AU - Kauffmann, Paul AU - Hildreth, John AU - Williams, Richard AU - East Carolina University, Greenville AU - University of North Carolina, Charlotte AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Fleet Management Performance Monitoring PY - 2013/05/15/Final Report SP - 204p AB - The principle goal of this project was to enhance and expand the analytical modeling methodology previously developed as part of the “Fleet Management Criteria: Disposal Points and Utilization Rates” project completed in 2010. The enhanced and expanded methods were focused on the management and analysis of equipment, usage, costs, and optimal life cycle for equipment in the NCDOT equipment fleet. Most important, a strategic goal was to develop, test, and refine a flexible and capable analytical model which can serve the long term management needs of the Fleet and Material Management Unit. A second approach to economic life modeling, based on dividing the present value of the life-to-date cost by usage (cost/mile or cost/hour) was integrated into the analytical capability, in addition to the equipment analysis model employing equivalent uniform annual cost. This rate model provides a second economic measure which presents an alternative perspective for the optimal life of some classes with high data variability in the fleet. The sum of years’ digits method of depreciation was selected to model the decline in equipment value as the machine ages. Equipment which have no measured usage data (odometer or hour meter), such as various equipment attachments, were analyzed on an annual cost basis. The developed modeling application automates basic steps such as development of utilization and fleet age histograms and also automates calculations of economic life based on both the EUAC and rate models. Most importantly, it provides management with the capability to examine “what if” scenarios based on various levels of fleet reduction. Utilization, while an important metric, is limited in ability to reflect the actual wear and tear experienced by equipment. Consequently, model options were provided which reflect both utilization and equipment usage (hours or miles per year) since this parameter more directly reflects operating costs (fuel, maintenance and repairs) and cost related trends. In the long term, it is likely utilization will become a less important measurement tool and more emphasis will be given to actual equipment usage. KW - Analytical modeling KW - Economic analysis KW - Equipment KW - Fleet management KW - Life cycle costing KW - North Carolina KW - Performance KW - State departments of transportation UR - http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2012-07FinalReport.pdf UR - https://trid.trb.org/view/1258667 ER - TY - RPRT AN - 01483483 AU - Pulugurtha, Srinivas S AU - Narayanan, Ravishankar Potty AU - University of North Carolina, Charlotte AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - NC Roadway Lighting Needs Assessment, Maintenance Prioritization Tool and Performance Measures PY - 2013/05/15/Final Report SP - 119p AB - The objectives of this project are to 1) develop an assessment report and summary of accumulated modernization and/or replacement needs; 2) assess current lighting needs and develop a method to allocate funds at North Carolina Department of Transportation (NCDOT) Division level; 3) research and document if installation of Light Emitting Diode (LED) luminaires instead of High Pressure Sodium (HPS) luminaires will yield benefits; 4) research privatization / outsourcing options; 5) research and develop an improved mechanism to prioritize interchange locations that require lighting; and 6) recommend an improved warranting criteria with operational and performance measures. KW - Cost allocation KW - Light emitting diodes KW - Luminaires KW - Maintenance KW - Needs assessment KW - North Carolina KW - Performance measurement KW - Privatization KW - Street lighting UR - http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2012-14finalreport.pdf UR - https://trid.trb.org/view/1252241 ER - TY - RPRT AN - 01613792 AU - Federal Highway Administration TI - Horizontal Curves Virtual Peer Exchange PY - 2013/05/14 SP - 15p AB - This report provides a summary of a peer-to-peer videoconference sponsored by the Federal Highway Administration (FHWA) Office of Safety held May 14, 2013. The videoconference was the third in a series of roadway departure-focused peer exchanges sponsored by the Office of Safety as a follow-up to face-to-face peer exchanges held with roadway departure Focus States in 2008 and 2009. The Office of Safety invited nine States — Delaware, Illinois, Iowa, Maryland, Michigan, Minnesota, New Jersey, Ohio, and Wisconsin— to participate in this virtual peer exchange. The selected States were chosen based on the number and percentage of fatal crashes on horizontal curves, as well as geographic location. The event allowed States to learn from peers who demonstrated innovative approaches to safety on horizontal curves, including high friction surface treatments (HFST) and pavement marking and signage programs. Peer presentations were made by the Kentucky Transportation Cabinet (KYTC), Michigan Department of Transportation (MDOT), Minnesota Department of Transportation (MnDOT), Wisconsin Department of Transportation (WisDOT), and Iowa Department of Transportation (Iowa DOT). Eighty-one participants representing Departments of Transportation (DOTs), Local Technical Assistance Programs (LTAPs), and FHWA Division Offices attended the virtual peer exchange. KW - Friction course KW - Highway curves KW - Highway safety KW - Iowa Department of Transportation KW - Kentucky Transportation Cabinet KW - Michigan Department of Transportation KW - Minnesota Department of Transportation KW - Peer exchange KW - Ran off road crashes KW - Road markings KW - State departments of transportation KW - Traffic signs KW - Wisconsin Department of Transportation UR - http://ntl.bts.gov/lib/59000/59400/59449/horizcurves_May2013.pdf UR - https://trid.trb.org/view/1425509 ER - TY - ABST AN - 01567112 TI - Center for the Aging Infrastructure: Steel Bridge Research, Inspection, Training and Education Engineering Center - SBRITE AB - The objective is to develop the Steel Bridge Research, Inspection, Training, and Education Engineering Center (S-BRITE) focused on existing steel highway bridges. This National Center will be the first of its kind and will become the leading education, training, research, and engineering center related to all aspects affecting the existing aging steel bridge and structure inventory. Although the Center will be focused on highway bridges, it will also support stakeholders of steel railroad bridges as well as steel ancillary structures, such as lighting towers and sign supports. The Center will contribute to improved asset management decisions for Departments of Transportation's (DOTs,) Federal Highway Administration (FHWA), and other partners relative to existing steel bridge inventory. This impact will be realized by ensuring existence of the following: (1) High quality inspection data; (2) Advanced predictive models; (3) Improved management decisions; and (4) Timely and effective execution. This will be accomplished by providing solutions to the following: (a) inspection reliability issues; (b) inadequate technical expertise; (c) training and education opportunities for students and professionals; and (d) short-term and long-term research needs. Once the center is successfully operational, other materials and systems, such as concrete, prestressed, and post-tensioned structures may be added. KW - Aging (Materials) KW - Aging infrastructure KW - Asset management KW - Education and training KW - Highway bridges KW - Inspection KW - Steel bridges KW - Structural analysis UR - http://www.pooledfund.org/Details/Study/517 UR - https://trid.trb.org/view/1358896 ER - TY - ABST AN - 01543915 TI - Transportation Asset Management Gap Analysis Tool AB - The objective of this research is to develop a transportation asset management (TAM) gap analysis tool for state departments of transportation (DOTs) and local transportation practitioners to facilitate their implementation of TAM. The tool should be formulated as a spreadsheet application based on the prototype presented in TAM, Volume 2 and incorporate refinements responsive to (a) requirements of Moving Ahead for Progress in the 21st Century Act (MAP-21) and subsequent Federal Highway Administration (FHWA) rulemaking and (b) institutional and technical characteristics of U.S. transportation system management practices. KW - Asset management KW - Bridges KW - Life cycle costing KW - Moving Ahead for Progress in the 21st Century Act KW - Risk management KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3397 UR - https://trid.trb.org/view/1332073 ER - TY - RPRT AN - 01482540 AU - Department of Transportation AU - Federal Highway Administration TI - Lessons Learned From ARRA Could Improve the Federal Highway Administration's Use of Full Oversight PY - 2013/05/07 SP - 23p AB - With the infusion of $27.5 billion in American Recovery and Reinvestment Act (ARRA) funds for highway projects, the Federal Highway Administration (FHWA) had to meet Office of Management and Budget (OMB) requirements for enhanced oversight and increased accountability for recovery funds. To address these requirements, FHWA expanded its existing oversight process by performing ARRA programmatic and project reviews of States’ management of Federal funds, such as those performed by National Review Teams. Additionally, FHWA conducted full oversight reviews of about 1,200 of nearly 15,000 ARRA projects to ensure they received a comprehensive assessment and that States met all relevant Federal requirements. Under full oversight, FHWA retains review and approval responsibilities for project design, plans, specifications, estimates, right-of-way certification statements, contract awards, inspections and final acceptance. When projects are not designated for full oversight, these responsibilities are typically delegated to the States through Stewardship and Oversight Agreements. Given FHWA’s responsibility to provide effective stewardship and oversight of ARRA funds, the U.S. Department of Transportation Office of Inspector General (OIG) initiated this audit to (1) determine whether FHWA’s full oversight inspections detected instances of noncompliance with select Federal requirements and (2) assess whether FHWA’s oversight guidance adequately defines full oversight procedures needed to ensure a comprehensive review of projects during construction. Briefly, while Florida, Michigan, and Pennsylvania generally complied with Federal requirements for quality control and quality assurance, FHWA full oversight inspections did not always detect instances of States’ noncompliance with other Federal requirements. Specifically, FHWA Division Offices did not routinely verify whether these States complied with some Federal requirements. FHWA guidance does not adequately define full oversight. Rather, FHWA allows each of its Division Offices to determine the type, scope, and consistency of project inspections and the extent of supervision needed. As a result, FHWA Division Offices rarely prepared written plans to identify which construction activities would be inspected, did not fully document oversight procedures performed or justify why they excluded some Federal requirements and the related risk areas from their review, and—contrary to FHWA guidance—had limited evidence of supervisory review of inspection reports. KW - American Recovery and Reinvestment Act of 2009 KW - Compliance KW - Construction projects KW - Inspection KW - Oversight KW - Quality assurance KW - Quality control KW - States KW - U.S. Federal Highway Administration UR - http://www.oig.dot.gov/sites/dot/files/FHWA%20Use%20of%20Full%20Oversight%5E5-7-13.pdf UR - https://trid.trb.org/view/1250941 ER - TY - RPRT AN - 01560083 AU - Le, Steven AU - Veile, Al AU - Black, Chuckerin AU - Leidos AU - Federal Highway Administration TI - Freight Advanced Traveler Information System (FRATIS) Dallas-Fort Worth - Software Architecture Design and Implementation Options PY - 2013/05/06 SP - 21p AB - This document describes the Software Architecture Design and Implementation Options for the Freight Advanced Traveler Information System (FRATIS). The demonstration component of this task will serve to test the technical feasibility of the FRATIS prototype while also facilitating the collection of baseline and performance data related to the operation and impact of the system. The FRATIS prototype in Dallas will consist of three components: Optimization algorithm, Terminal wait time, and route specific navigation/traffic/weather. This document describes the technical options that were considered for each component. An analysis of the options is followed by a recommendation for each component. The high level architecture is described for each of the recommended component options. KW - Advanced traveler information systems KW - Dallas-Fort Worth Metropolitan Area KW - Demonstration projects KW - Freight transportation KW - Prototypes KW - Recommendations KW - Software architecture UR - http://ntl.bts.gov/lib/54000/54400/54475/Fratis_FHWA-JPO-14-177.pdf UR - https://trid.trb.org/view/1344659 ER - TY - ABST AN - 01545915 TI - Crash Experience Warrant for Traffic Signals AB - The objective of this research is to recommend an improved Crash Experience Traffic Signal Warrant that is suitable for inclusion in the Manual on Uniform Traffic Control Devices (MUTCD), based on research and consistency with the Highway Safety Manual (HSM). If the current Crash Experience Traffic Signal Warrant is sufficient, then this research should validate the warrant. The products of this research project are intended to be used to: (1) determine whether installation of a traffic control signal at a specified intersection will improve its overall safety and (2) estimate the safety impacts of installing a traffic control signal at this intersection. The intersection may be located in an urban or rural area. The focus will be on typical intersection forms where (1) the through traffic movements cross at about a right angle and (2) STOP signs control the minor roadway. However, intersections with alternative types of traffic control and geometry will also be considered where feasible. KW - Intersections KW - Manual on Uniform Traffic Control Devices KW - Rural areas KW - Stop signs KW - Traffic control devices KW - Traffic crashes KW - Traffic signal control systems KW - Warrants (Traffic control devices) UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3158 UR - https://trid.trb.org/view/1332864 ER - TY - ABST AN - 01503388 TI - Identify Cost Savings from the Use of Sustainable Practices in Highway Development AB - The purpose of this Task Order is to research, analyze, and identify sustainability practices in highway development that save money compared to standard transportation practices. To the extent possible, the research shall quantify the amount of savings to be gained through application and implementation of the identified sustainability practices. Where quantification is not possible, the research shall provide a narrative description of the cost savings. Costs shall include financial costs as well as the use of labor and other resources. KW - Benefit cost analysis KW - Development KW - Highways KW - Labor costs KW - State of the practice KW - Sustainable development UR - https://trid.trb.org/view/1285469 ER - TY - RPRT AN - 01488375 AU - Rizzo, Matthew AU - Tippin, Jon AU - Aksan, Nazan AU - University of Iowa Hospitals and Clinics AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Diagnostic Tools for Identifying Sleepy Drivers in the Field PY - 2013/05/06/Final Report SP - 28p AB - The overarching goal of this project was to identify and evaluate cognitive and behavioral indices that are sensitive to sleep deprivation and may help identify commercial motor vehicle (CMV) drivers who are at-risk for driving in a sleep deprived state and may prove useful in field tests administered by officers. To that end, the authors evaluated indices of driver physiognomy (e.g., yawning, droopy eyelids, etc.) and driver behavioral/cognitive state (e.g., distracted driving) and the sensitivity of these indices to objective measures of sleep deprivation. The measures of sleep deprivation were sampled on repeated occasions over a period of 3.5-months in each of 44 drivers diagnosed with Obstructive Sleep Apnea (OSA) and 22 controls (matched for gender, age within 5 years, education within 2 years, and county of residence for rural vs. urban driving). Comprehensive analyses showed that specific dimensions of driver physiognomy associated with sleepiness in previous research and face-valid composite scores of sleepiness did not: 1) distinguish participants with OSA from matched controls; 2) distinguish participants before and after PAP treatment including those who were compliant with their treatment; 3) predict levels of sleep deprivation acquired objectively from actigraphy watches, not even among those chronically sleep deprived. Those findings are consistent with large individual differences in driver physiognomy. In other words, when individuals were sleep deprived as confirmed by actigraphy watch output they did not show consistently reliable behavioral markers of being sleep deprived. This finding held whether each driver was compared to him/herself with adequate and inadequate sleep, and even among chronically sleep deprived drivers. The scientific evidence from this research study does not support the use of driver physiognomy as a valid measure of sleep deprivation or as a basis to judge whether a CMV driver is too fatigued to drive, as on the current Fatigued Driving Evaluation Checklist. Fair and accurate determinations of CMV driver sleepiness in the field will likely require further research on alternative strategies that make use of a combination of information sources besides driver physiognomy, including work logs, actigraphy, in vehicle data recordings, GPS data on vehicle use, and performance tests KW - Apnea KW - Behavior KW - Cognition KW - Commercial drivers KW - Diagnostic tests KW - Fatigue (Physiological condition) KW - Field tests KW - Physiognomy KW - Sleep deprivation KW - Traffic law enforcement KW - Truck drivers UR - http://www.iowadot.gov/research/reports/Year/2013/fullreports/diagnostictoolssleepydriversFinalreport_2013.pdf UR - https://trid.trb.org/view/1257085 ER - TY - RPRT AN - 01483836 AU - Wiebelhaus, Mitch J AU - Lechtenberg, Karla A AU - Sicking, Dean L AU - Faller, Ronald K AU - Rosenbaugh, Scott K AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Cost-Effective Treatment of Existing Guardrail Systems PY - 2013/05/05/Final Report SP - 227p AB - A cost-effective means for upgrading existing guardrail systems with deviations from current practice (i.e., low-rail heights, antiquated end treatments, and improper installation) does not exist. As a result these systems remain on U.S. highways. Guardrail systems with deviations from current practice may not perform as intended, thus potentially resulting in fatalities and serious injuries from impacts with these safety devices. It is not plausible to eliminate fatalities and serious injuries from all guardrail system impacts. However, these risks could be reduced with the proper design, testing, installation, and maintenance of guardrail systems. This report offers recommendations for upgrading W-beam guardrail systems based on a benefit-to-cost analysis using the Roadside Safety Analysis Program (RSAP). This analysis was developed to simulate the most frequent and possible scenarios of existing W-beam guardrail systems with deviations from current practice. Before the analysis could be run, the field conditions and common deviations from current practice were reviewed and documented during a field investigation. This field investigation was conducted on rural arterial highways in the state of Kansas to determine the nature of existing guardrail systems with deviations from current practice. The most prominent barrier was the strong-post, W-beam guardrail. Deviations of the existing W-beam were low top-rail mounting-height, antiquated end treatments (i.e. turned-down and blunt-end terminals), rail damage, damaged and missing posts and blockouts, and insufficient length of need. The W-beam guardrail with low rail heights and turned-down and blunt-end terminals were the focus of the RSAP analysis. The varying guardrail system heights were modeled in RSAP by changing the level of containment of the W-beam guardrail system, and the antiquated end treatments were predefined features. The roadway and roadside features including obstacles (culverts and slopes) were modeled after those found in the field investigation. Finally, cost-effective safety treatments were recommended for existing W-beam guardrail system with low rail height and turned-down or blunt-end terminals which shielded culverts and slopes. KW - Benefit cost analysis KW - Cost effectiveness KW - End treatments KW - Guardrail terminals KW - Guardrails KW - Height KW - Highway safety KW - Kansas KW - Maintenance KW - W beams UR - http://ne-ltap.unl.edu/Documents/NDOR/cost_treatment_guardrail.pdf UR - https://trid.trb.org/view/1251111 ER - TY - ABST AN - 01547342 TI - Synthesis of Information Related to Highway Problems. Topic 45-17. Visualization of Geotechnical Data for Hazard Mitigation and Disaster Response AB - Geotechnical data are measurements of surface and subsurface materials, including water, and their change through time. These data provide information that can assist with disaster mitigation and response. Often these data are in different forms and from different instruments, and may be difficult to access and interpret jointly. Management and visualization are key to use of these data. Currently, there is no summary document of effective practices that describes how some of these disasters might be mitigated and responded to using management and visualization of geotechnical data. Because remote sensing and geotechnical instrumentation are becoming a major part of emergency response decision making, a synthesis of current capabilities and effective practices would be very valuable to state departments of transportation (DOTs) and other public agencies responsible for disaster mitigation and response. This study will describe how the measurements of geotechnical data from installed instrumentation and remote sensing can be used for disaster mitigation and response. The complete process of data acquisition, management, and visualization will be studied and described. The study also will include how states are establishing and using thresholds imposed on these data to mitigate disasters. KW - Decision making KW - Disasters KW - Emergency management KW - Geotechnical engineering KW - Hazard mitigation KW - Remote sensing KW - Visualization UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3599 UR - https://trid.trb.org/view/1334515 ER - TY - ABST AN - 01543732 TI - Effective Practices for the Protection of Transportation Infrastructure from Cyber Incidents AB - Over the past several years, our society has become more "networked," with traditionally isolated control systems connecting to business networks and with each other. Government agency websites and databases have been hacked, and corporate secrets have been compromised. Further, cyber attacks on infrastructure control systems also have the proven potential to cause physical consequences similar to those usually associated with more traditional attacks (such as bombs or equipment sabotage). Transportation is not immune from these changes, and there is the very real possibility that infrastructure such as Traffic Management Centers, signal control systems, and rail control systems may be manipulated via their cyber components (directly or indirectly) to cause crashes, kill and injure the traveling public, and destroy critical systems. The protection of "infostructure" is especially important for transit agencies entrusted by the public to provide safe transportation services. Many transit agencies have been deploying or planning to deploy Transit Intelligent Transportation Systems (ITS) technologies such as Automatic Train Control (ATC) systems for rail transit. Indeed, signal systems are essential for the safe functioning of bus, heavy rail, light rail, and commuter rail systems. As these systems become more "intelligent" through the use of computers and networks, they also grow in complexity and vulnerability. While physical attacks are more likely to be carried out by terrorists or hostile foreign nation-states, cyber attacks may also be carried out by a wide array of adversaries, from teenage hackers and protest groups to organized crime syndicates as well as terrorists. Research is needed to identify effective practices to protect transportation systems from cyber incidents and attacks on signaling and control systems as well as enterprise data systems. The objective of this research is to develop (1) a primer and (2) a briefing for transportation system owners and operators explaining the nature of cyber events and their operational and safety impacts. These products should contain a list of effective practices that can be used to protect transportation systems from cyber events and to mitigate damage should an attack or breach occur. The types of cyber events to be considered include cyber incidents and attacks on transit and traffic control/command centers, electronic security/surveillance systems, signal systems, control systems [such as Supervisory Control and Data Acquisition (SCADA)], and electronic signage; database breaches; phishing; and intranet and website breaches. This research is being coordinated through panel liaisons with (1) American Public Transit Association (APTA) standards working groups on (a) industrial control systems and (b) enterprise cyber security as well as (2) work at the Volpe National Transportation Systems Center and work by DHS/TSA. KW - Automatic train control KW - Computer security KW - Cybernetics KW - Incident management KW - Intelligent transportation systems KW - Rail transit facilities KW - Railroad commuter service KW - Security KW - Terrorism KW - Traffic control centers KW - Traffic signal control systems UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3461 UR - https://trid.trb.org/view/1331839 ER - TY - ABST AN - 01573318 TI - Shaking Table Testing to Evaluate Effectiveness of Vertical Drains for Liquefaction Mitigation AB - Although blast liquefaction studies have shown that vertical drains greatly increase the rate of drainage under field conditions, they have not prevented liquefaction. In addition, it is difficult to compare pore pressure development during blasting and an earthquake. At present, no direct field or laboratory data is available to confirm whether or not the drains have the ability to limit pore pressures and resulting settlement to acceptable levels. However, shaking table tests can be conducted with a large shear box (20 ft high, 9 ft wide, 16 ft long) containing drains at State University of New York (SUNY), Buffalo and compared with identical testing currently underway for another funded study. Tests will be performed at progressively higher acceleration levels and durations to allow comparison of performance (pore pressure & settlement) for earthquake conditions. Perform shaking table tests on sandy soils with vertical drains installed to confirm whether or not the drains have the ability to limit pore pressures and resulting settlement to acceptable levels during the earthquake event. Three objectives are outlined for this study: (1) Evaluate the ability of vertical drains to prevent liquefaction during an earthquake event as a function of acceleration and duration. (2) Compare settlement of treated sand relative to untreated soil when subjected to shaking and drained with vertical drains. (3) Evaluate the accuracy of simple models and computer models to predict measured behavior. KW - Computer models KW - Earthquakes KW - Ground settlement KW - Liquefaction KW - Pore pressure KW - Shaking table tests KW - Vertical drains UR - http://www.pooledfund.org/Details/Study/471 UR - https://trid.trb.org/view/1366542 ER - TY - ABST AN - 01549567 TI - Research Program Design---Administration of Highway and Transportation Agencies. State DOT CEO Safety Leadership Forum (Support) AB - This project provided technical support for the proceeding of the May 2013 American Association of State Highway and Transportation Officials (AASHTO) CEO Safety Leadership Forum held during AASHTO's 2013 Spring Meeting in Providence, RI. Documentation of the proceedings and a final report titled "Reaching Targets and Reaching Hearts: Highway Safety Leadership in the MAP-21 Era" was provided to AASHTO staff. KW - American Association of State Highway and Transportation Officials KW - Conferences KW - Highway safety KW - Leadership KW - Moving Ahead for Progress in the 21st Century Act KW - State departments of transportation KW - Technical assistance UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3610 UR - https://trid.trb.org/view/1339721 ER - TY - ABST AN - 01547401 TI - Development of a Formalized Process for the Adoption, Development, Maintenance, and Enhancement of TransXML Schemas AB - Transportation agencies have recognized the value of XML, and are developing their own XML formats or "schemas" to facilitate data exchange across applications. A collective, broad-based approach to this problem--TransXML - has been created to reduce the need for multiple efforts of this nature. TransXML provides an open, vendor-neutral format for storing, exchanging, and archiving data. A collective approach such as TransXML will enable and encourage software vendors to build in standard data import and export features consistent with the agreed-upon formats. This gives agencies more choices, and will reduce the costs of configuring and implementing new applications. The aim of this project was to conduct a workshop and develop conference proceedings that would: (1) Define stakeholders in TransXML. Address the inclusion of industry stakeholders and schema users into the process of schema development and review. (2) Define roles and responsibilities of the JTCEED as related to the adoption and approval of schemas and schema changes. (3) Suggest a process for managing additional development of new XML schemas to be added into the TransXML framework. (4) Suggest a process for maintenance and enhancement of existing XML schemas that are part of the TransXML framework. This should include requests from stakeholders for changes to schemas, proposals for formal changes to a schema area, and methods to deal with reported errors or omissions in TransXML schema as developed today. (5) Provide a road map to a definition of an industry-standard comment process to allow stakeholders the opportunity to make comments on a schema change prior to adoption. (6) Suggest formal adoption procedures that mesh with other existing AASHTO committees' approval processes. (7) Develop a road map of future research to facilitate documentation to support these processes including an updatable comprehensive schema map of TransXML, a process definition in layman's terms for stakeholders to understand how to change or enhance schema, a documentation of the adoption process in an easy-to-understand flowchart, and any documentation necessary to implement a formal-web based comment and ratification process for schema additions and changes. KW - Computer architecture KW - Data banks KW - Data collection KW - Software maintenance KW - Stakeholders KW - TransXML KW - XML (Document markup language) UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3423 UR - https://trid.trb.org/view/1334665 ER - TY - RPRT AN - 01603581 AU - Federal Highway Administration TI - Moving Healthy: Linking FHWA Programs and Health PY - 2013/05 SP - 17p AB - This document provides information on Federal Highway Administration (FHWA) programs, initiatives, tools, and resources that influence or are influenced by health. Although FHWA does not have a single, specific program that focuses solely on health, it is implicit in a broad range of existing programs. This brochure describes FHWA programs, funding sources, and tools that can support health-related issues in communities across the country. As part of its responsibility to administer the Federal-aid Highway Program (FAHP), a federally assisted but State-administered program, FHWA and its partners work within several vital laws designed to protect human and environmental health, including the National Environmental Policy Act (NEPA), the Clean Air Act, the Clean Water Act, and Title VI of the Civil Rights Act of 1964. These laws ensure that transportation projects do not severely or inequitably impact human or natural environments. KW - Air quality KW - Civil Rights Act Title VI KW - Clean Air Act KW - Clean Water Act KW - Climate change KW - Financing KW - Health KW - National Environmental Policy Act KW - Nonmotorized transportation KW - Public health KW - Transportation planning KW - U.S. Federal Highway Administration KW - Water quality UR - http://www.fhwa.dot.gov/planning/health_in_transportation/resources/movinghealthy.pdf UR - https://trid.trb.org/view/1411079 ER - TY - RPRT AN - 01571963 AU - Cunningham, C M AU - Hummer, J E AU - Chang, J AU - Katz, D AU - Vaughan, C L AU - Findley, D J AU - Schroeder, B J AU - McAvoy, D AU - North Carolina State University, Raleigh AU - Federal Highway Administration TI - Temporary Wet-Weather Pavement Markings for Work Zones, Phase II: All-Weather Pavement Marking for Work Zones, Field Evaluation in North Carolina and Ohio PY - 2013/05//Final Report SP - 65p AB - To address the problem of seemingly invisible pavement markings under nighttime, rainy conditions, 3M developed “All-Weather Paint” (AWP), which uses highly retroreflective elements in combination with latex-based pavement marking installed by highway agencies. Whereas standard pavement markings using waterborne pavement marking and glass beads become harder to see in the rain, the AWP performed well during closed-circuit field tests. Researchers at North Carolina State University and Ohio University teamed up to conduct tests in active highway work zones. The team defined four measures of effectiveness (MOE) in an attempt to quantify safety performance when comparing the AWP to standard pavement marking materials under real-world driving conditions: retroreflectivity, vehicle travel speed, rate of lane encroachments, and linear lane displacement. Data collection procedures for each MOE are systematically outlined throughout the report. From the results, the study concluded the following: (1) Retroreflectivity values were confirmed to be higher for AWP when compared to standard pavement markings. However, the AWP retroreflectivity values were inconsistent, likely because of the variation of application methods by pavement marking contractors. (2) Speed was used as a surrogate MOE to evaluate safety performance. It was not clear if an increase or decrease in speed has a positive effect on safety. Results showed that speed generally increased as drivers exited work zone lane shifts for all marking types; however, no consistent finding was noted between the two marking systems in similar curves. (3) The findings for lane encroachments varied throughout the sites. While the first site studied indicated that more lane encroachments occurred at standard pavement marking crossovers, a more robust study at a second site found the results to be statistically insignificant. (4) When assessing lateral lane placement, researchers found statistically significant but varied results. More often than not, motorists maintain safer lane placements when traveling along the AWP delineated lanes. This report documents Phase II of this project. The Phase I report is available on the FHWA website at: http://www.fhwa.dot.gov/hfl/partnerships/3m/phase1/index.cfm. KW - Field tests KW - Lane distribution KW - North Carolina KW - Ohio KW - Retroreflectivity KW - Road markings KW - Traffic speed KW - Wet weather KW - Work zone safety KW - Work zone traffic control UR - http://www.fhwa.dot.gov/hfl/pubs/hif13004/hif13004.pdf UR - https://trid.trb.org/view/1363080 ER - TY - RPRT AN - 01557578 AU - Sicotte, Richard AU - Kosmopoulou, Georgia AU - Lamarche, Carlos AU - Jung, Hojin AU - University of Vermont, Burlington AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Renegotiation of Highway Construction Contracts: An Economic Analysis of Change Orders Issued by the Vermont Agency of Transportation, 2004-2009 PY - 2013/05 SP - 87p AB - The authors provide a complete report of our research on change orders and strategic bidding in Vermont over the period 2004-2009. The investigation provides the Vermont Agency of Transportation with a quantitative view of the scope of change orders, and their statistical determinants during this period. In part one of the report the authors provide descriptive statistics and figures on the pattern of change orders on Vermont transportation projects. In part two of the report the authors provide econometric analysis of change orders and bidding behavior. The econometric model focuses on three groups of factors: (1) the characteristics of the project (type of construction and items required), (2) the characteristics of the economic environment (e.g., fuel price volatility, macroeconomic conditions), and (3) bidding environment (the number of characteristics of bidding firms) and strategic interactions. The analysis lends support to the hypothesis that bidders act strategically to take into account the possibility of renegotiation when they submit bids. The authors model several important strategic considerations in the analysis of number and size of change orders. In part three the authors perform simulation exercises to evaluate whether alternative policies can reduce costs to the public. Finally, the authors link specific behavior to strategic manipulation of bids in the face of renegotiation and propose ways to avoid higher costs. KW - Bids KW - Construction projects KW - Contracts KW - Economic analysis KW - Road construction KW - Simulation KW - Vermont KW - Vermont Agency of Transportation UR - http://vtransplanning.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/2013%20-%2001%20%20%20Renegotiation%20of%20Highway%20Construction%20Contracts%20An%20Economic%20Analysis%20of%20Change%20Orders%20Issued%20by%20the%20Vermont%20Agency%20of%20Transportation%2C%202004-2009.pdf UR - https://trid.trb.org/view/1346954 ER - TY - RPRT AN - 01557289 AU - Thomas, Libby AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - Road Diet Conversions: A Synthesis of Safety Research PY - 2013/05//White Paper SP - 17p AB - The primary purpose of this review is to assess the available evidence regarding the safety effectiveness of road diet conversions. Although road diets have been implemented since at least the 1970s, earlier reviews and a search of the literature identified no controlled safety evaluation studies conducted prior to the year 2002. A systematic search of literature dating from 2002 was conducted. Six studies in total were initially identified, with four serving as the basis for most conclusions in this review. Several of the studies have used overlapping data from many of the same implementation sites, with the more recent studies employing the more robust study methodologies. As a result, the strongest evidence comes from relatively few studies building on earlier ones. However, a sizeable number of sites have been encompassed in the studies. Studies using data from sites in California, Iowa, and Washington provide the strongest evidence of safety effects, with additional reports providing corroborating, but somewhat weaker evidence. Based on these studies, road diet treatments seem to be one of the success stories with regard to crash and speed reductions. KW - California KW - Highway design KW - Highway safety KW - Iowa KW - Literature reviews KW - Research projects KW - Road diets KW - Traffic crashes KW - Traffic lanes KW - Washington (State) UR - http://www.pedbikeinfo.org/cms/downloads/WhitePaper_RoadDiets_PBIC.pdf UR - https://trid.trb.org/view/1345918 ER - TY - RPRT AN - 01552161 AU - Simpson, Amy AU - Rada, Gonzalo AU - Visintine, Beth AU - Groeger, Jonathan AU - Guerre, Joseph AU - AMEC Environment & Infrastructure, Incorporated AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Improving FHWA’s Ability to Assess Highway Infrastructure Health: Development of Next Generation Pavement Performance Measures PY - 2013/05//Final Report SP - 194p AB - This study was conducted as part of the Federal Highway Administration (FHWA) Task Order “Improving FHWA’s Ability to Assess Highway Infrastructure Health.” This portion of the study had the objective of developing a next generation pavement performance measure that provides an accurate and repeatable assessment of the functional condition of the roadway. The measure is to combine ride quality, cracking, and rutting or faulting and rely entirely upon data from the Highway Performance Management System (HPMS) database. Over the course of the study, the effort shifted away from a single composite index of ride quality, cracking, and rutting or faulting to using these distresses individually. This report provides recommendations for collecting, processing, reviewing, and storing each of these distresses. Further recommendations are made with regard to assessing pavement condition based upon the stored values. KW - Condition surveys KW - Cracking KW - Data collection KW - Highway Performance Monitoring System KW - Pavement distress KW - Pavement performance KW - Recommendations KW - Rutting KW - Structural health monitoring KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/asset/pubs/hif13042.pdf UR - https://trid.trb.org/view/1341309 ER - TY - RPRT AN - 01552136 AU - Hazaree, Chetan V AU - Ceylan, Halil AU - Taylor, Peter AU - Gopalakrishnan, Kasthurirangan AU - Wang, Kejin AU - Bektas, Fatih AU - Iowa State University, Ames AU - Portland Cement Association AU - Federal Highway Administration TI - Use of Chemical Admixtures in Roller-Compacted Concrete for Pavements PY - 2013/05//Final Report SP - 55p AB - Use of roller compacted concrete (RCC) for pavement applications is growing in the United States. This material offers great technical and economic benefits, however there is insufficient research done to understand it better. The drier consistency and lack of adequate paste in RCC makes its fresh behavior very different from other types of concretes. This also leads to challenges in characterizing its properties adequately to be translated to practice. The use of chemical admixture in RCC has not been studied in detail before and hence there is an apprehension in using them. What further aggravates the problem is the use of multiple mixing technologies used in producing RCC. This research attempts to resolve some of these problems. The workability of concrete is considered to be constituted by the cohesion, compactibility, and segregation resistance, retention of workability, water reduction and consistency. Each of these properties was characterized using a test method. These include the use of vibrated slump test, direct shear test as used in soils, and gyratory compaction test as used in asphalt industry. Furthermore, ten most widely used chemical admixtures were tested in a typical RCC mixture. These include water reducers, retarders, air entraining agents and dry cast industry products. For each of these product types, different chemical formulations were selected to evaluate the comparative performances. It is observed that individually each admixture offers distinct benefits and improves different properties of fresh RCC including changing the setting behavior and finishibility. Moreover, for a given mixture, the improvement in workability is a composite function of its components viz. cohesion, compactibility, consistency, water reduction, admixture type and dosage. Finally, a set of recommendations are offered along with some precautions to be taken in using these admixtures individually. It is anticipated that this work will lead to the better characterization of different properties of RCC and use of chemical admixtures with greater confidence. KW - Admixtures KW - Cohesion KW - Compactibility KW - Compressive strength KW - Roller compacted concrete KW - Shear tests KW - Slump test KW - United States KW - Workability UR - http://www.intrans.iastate.edu/research/documents/research-reports/rcc_admixture_w_cvr1.pdf UR - https://trid.trb.org/view/1341306 ER - TY - RPRT AN - 01548513 AU - Crowson, Ginny AU - Jackels, Jon AU - Athey Creek Consultants AU - Michigan Department of Transportation AU - Federal Highway Administration TI - System Requirements for Intersection Conflict Warning Systems (ICWS) PY - 2013/05//Final Report SP - 27p AB - In a previous ICWS ENTERPRISE effort, preliminary design guidance and an evaluation framework for intersection conflict warning system (ICWS) deployments were developed. The project engaged several national standards groups and industry associations including the National Committee on Uniform Traffic Control Devices, the American Association of State Highway and Transportation Officials (AASHTO) Subcommittee on Traffic Engineering, and the Traffic Control Devices and Evaluation of Low Cost Safety Improvements pooled funds. This project further supported the standardization of ICWS by developing a model concept of operations and model system requirements for ICWS. KW - Crash avoidance systems KW - Design standards KW - Intelligent transportation systems KW - Intersections KW - Real time information KW - System design KW - Traffic conflicts UR - http://enterprise.prog.org/Projects/2010_Present/icwssyseng/ICWS%20System%20Requirements%20FINAL%20051713.pdf UR - https://trid.trb.org/view/1333224 ER - TY - RPRT AN - 01546185 AU - Tremblay, Jason P AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Alternative Pavement Designs - Randolph Park and Ride PY - 2013/05//Final Report SP - 25p AB - Previous research on alternative pavement type bidding has proven that various treatments are unique in terms of constructability, material characteristics, and associated performance. While some treatments may have higher initial costs, it is important to consider future maintenance needs as well as life cycle. Other considerations may include construction sequencing, user delays, or potential benefits to the environment. Evaluation of these variables should occur during the bid selection process to ensure the construction of the most cost effective treatment for a given location. For this investigation, three alternative pavement treatments were proposed for the construction of a park and ride located in Randolph at the intersection of Vermont (VT) Route 66 and Town Highway 46. The options included a conventional bituminous pavement, a porous bituminous pavement, and a porous concrete pavement. The purpose of this study is to perform a cost analysis of the bids and compare the annualized costs of each alternative over their expected service life. The study will also examine constructability performance in association with some preliminary monitoring, and will summarize operations practices during an initial service period. KW - Alternatives analysis KW - Benefit cost analysis KW - Park and ride KW - Pavement design KW - Porous pavements KW - Randolph (Vermont) KW - Service life UR - http://vtransplanning.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/2013%20-%2004%20Alternative%20Pavement%20Designs%20%E2%80%93%20Randolph%20Park%20and%20Ride.pdf UR - https://trid.trb.org/view/1331984 ER - TY - RPRT AN - 01545295 AU - Kipp, Wendy M E AU - Sanborn, Devon AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Identifying Performance Based Measures for Winter Maintenance Practices PY - 2013/05 SP - 15p AB - One of the Vermont Agency of Transportation’s (VTrans) primary missions is to keep Vermont state highways open and safe for the transportation network users, while managing the system in a cost-effective and environmentally sensitive manner. Several states have initiated performance measures to ensure public safety, and improve efficiency. VTrans’ Operations Division has developed levels of service for winter maintenance in its 2012 Snow and Ice Control Plan. Monitoring and evaluating the material usage during the winter months can lead to a substantial increase in cost-effectiveness. Unfortunately, VTrans does not currently have a standard method for rating its maintenance performance during winter maintenance activities. An in depth literature search was conducted to determine what winter maintenance performance measure guidelines have been established in state highway departments. In addition, state departments of transportation (DOTs) were contacted and surveyed regarding the use of Winter Maintenance Performance Measures. The survey was conducted to ensure that newly adopted measures and measures used informally would be discovered even if they had not appeared in any official plans or publications yet. According to the National Cooperative Highway Research Program (NCHRP) 6-17, three factors are commonly incorporated into determining maintenance performance. These factors are resources spent (Inputs), accomplishments of work performed (Outputs) and effectiveness of maintenance activities (Outcomes). A number of states have also created a Winter Severity Index of 0 to 100 to relate performance targets that are based on public safety and driver expectations better. A recommendation from this effort is that VTrans incorporate a performance metric that measures the “time to bare pavement conditions.” This method includes recording the time it takes maintenance personnel to achieve bare pavement conditions in the wheel paths of the roadway from the time the storm event ends. The use of Global Positioning Systems, and other computerized data collection and analysis technology is a means that could promote in effectiveness both in costs and in effort over time. The use of these technologies will become more feasible as the automatic vehicle location (AVL) systems are implemented fleet-wide in Vermont’s snow and ice control vehicles. Further research should focus on the relationships between performance metrics and safety. Establishing performance measures is the first step in helping to improve and target roadway safety during winter months. KW - Highway safety KW - Literature reviews KW - Performance measurement KW - Recommendations KW - Snow and ice control KW - State departments of transportation KW - Surveys KW - Vermont KW - Winter maintenance UR - http://vtransplanning.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/2013%20-%2002%20Winter%20Performance%20Measures.pdf UR - https://trid.trb.org/view/1331823 ER - TY - RPRT AN - 01544590 AU - Tremblay, Jason P AU - Colgrove, George W AU - Sanborn, Devon AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - An Evaluation of TYFO S Fibrwrap PY - 2013/05//Final Report SP - 18p AB - State Departments of Transportation (DOTs) are continually looking for cost effective products and processes to extend the life of any number of transportation related products. Salt splash and leakage from bridge joints are the cause of a significant amount of spalling, cracking, and deterioration affecting the structural integrity of bridges around the state. This damage applied to bridge columns for example, deteriorates the confining effects necessary to counter compressive forces. A common approach in addressing this problem is encasing the column in an outer diameter of new concrete, usually approximately twelve inches thick. The solution has been effective, but expensive. Rather than employ a standard concrete encasement, in June of 1994 the Vermont Agency of Transportation applied TYFO S Fibrwrap to columns of the first pier of Bridge #60 in Williston while rehabilitating the bridge. Based on performance observations conducted by the Agency, TYFO S Fibrwrap appears to be a viable alternative to concrete encasement as a rehabilitative method for concrete bridge columns. KW - Bridge piers KW - Columns KW - Concrete bridges KW - Costs KW - Fiber reinforced polymers KW - Rehabilitation (Maintenance) KW - Vermont UR - http://vtransplanning.vermont.gov/sites/aot_program_development/files/2013%20-%2005%20An%20Evaluation%20of%20TYFO%20S%20Fibrwrap%20Final%20Report.pdf UR - https://trid.trb.org/view/1331776 ER - TY - RPRT AN - 01539719 AU - Kimbrough, Sue AU - Shores, Richard C AU - Whitaker, Donald A AU - Vallero, Daniel A AU - Environmental Protection Agency AU - Federal Highway Administration TI - FHWA and EPA National Near-Road Study, Detroit, MI PY - 2013/05 SP - 152p AB - This report provides a summary of a field study conducted in Detroit, Michigan from September 2010 through mid-June 2011. The objective of this research study has been to determine Mobile Source Air Toxic (MSAT) concentrations and variations in concentrations as a function of distance from the highway and to establish relationships between MSAT concentrations as related to highway traffic flows including traffic count, vehicle types and speeds, meteorological conditions such as wind speed and wind direction; and other pollutants primarily emitted from motor vehicles. KW - Air pollution KW - Detroit (Michigan) KW - Field studies KW - Highways KW - Mobile Source Air Toxics KW - Motor vehicles KW - Pollutants KW - Speed data KW - Traffic counts KW - Traffic flow KW - Weather conditions UR - http://www.fhwa.dot.gov/environment/air_quality/air_toxics/research_and_analysis/near_road_study/detroit_michigan/detroit06112013.pdf UR - https://trid.trb.org/view/1324875 ER - TY - RPRT AN - 01516259 AU - D'Artagnan Consulting LLP AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Road Usage Charge Pilot Project Final Evaluation Report for Washington State Participants PY - 2013/05//Final Report SP - 55p AB - This report provides a summary of evaluation results of Washington’s participation in the Road Usage Charge Pilot Program (RUCPP). The RUCPP was a trial of various approaches and technologies for motorists in the States of Washington, Oregon, and Nevada to measure and report mileage as the basis for a per-mile road usage charge (RUC). Beginning in November 2012, selected participants signed agreements, selected plans, and adopted in-vehicle devices to measure their road usage for the succeeding months. Washington participants received monthly invoices indicating their road usage and associated charges, less taxes paid on fuel as estimated by the system; however, they did not actually make any payments. The pilot formally completed on January 31, 2013. This report represents the findings of the pilot test by the evaluation team under the direction of the Washington State Department of Transportation (WSDOT). KW - Mileage-based user fees KW - Pilot studies KW - User charges KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/807.1.pdf UR - https://trid.trb.org/view/1290614 ER - TY - RPRT AN - 01516194 AU - Tran, Nam H AU - Rodezno, Carolina AU - National Center for Asphalt Technology AU - Federal Highway Administration TI - Use of AMPT for Characterizing Asphalt Material Inputs for AASHTOWare® Pavement Me Design Implementation PY - 2013/05//Final Report SP - 21p AB - The focus of this synthesis is on the use of the Asphalt Mixture Performance Tester (AMPT) for determining the dynamic modulus inputs to support the implementation of AASHTOware® Pavement ME Design. The information provided in this synthesis can be useful for material and pavement design engineers and other users in the process of implementing AMPT and Pavement ME Design for designing flexible pavements. This synthesis includes four parts. The first part presents an overview of Pavement ME Design and sensitive material inputs. The second part summarizes activities transportation agencies have conducted to implement the AMPT and Pavement ME Design. The third part provides guidelines for developing an experimental plan for characterizing E* and other material inputs to support the Pavement ME Design implementation. The last part discusses other tests that can be conducted in the AMPT and will be potentially implemented in the future for determining the resistance of asphalt mixtures to rutting and cracking. KW - Asphalt Mixture Performance Tester KW - Asphalt mixtures KW - Asphalt pavements KW - Flexible pavements KW - Mechanistic-empirical pavement design KW - Pavement design KW - Pavement performance UR - http://www.ncat.us/files/reports/2013/rep13-04.pdf UR - https://trid.trb.org/view/1299887 ER - TY - RPRT AN - 01501993 AU - Heimann, John AU - Coreslab Structures, Incorporated AU - Federal Highway Administration TI - The Implementation of Full Depth UHPC Waffle Bridge Deck Panels: Final Report PY - 2013/05//Final Report SP - 67p AB - In the United States today, there are over 160,000 bridges that are structurally deficient or obsolete, and more than 3,000 new bridges are added each year. Federal, State, and municipal bridge engineers are seeking new ways to build better bridges, reduce travel times, and improve repair techniques, thereby reducing maintenance. Additionally, owners are challenged with replacing critical bridge components, particularly bridge decks, during limited or overnight road closure periods. State and Federal agencies are gaining significant interest in using full depth ultra high performance concrete (UHPC) waffle deck panels as a possible solution to these challenges. The first implementation of UHPC deck panels on a U.S. roadway was made possible through a grant from the Federal Highway Administration’s Highways for LIFE program. The objective of this research is to confirm that this system is a viable solution to the problems encountered by design engineers. It is hoped that the full depth UHPC bridge deck system will revolutionize the way bridges are designed in North America. This project was divided into two phases. Phase 1 included the design and testing of a mock-up bridge section for verifying design assumptions, as well as for evaluating the feasibility of manufacturing and installing the deck elements. Phase 2 consisted of the construction of a full scale two-lane bridge on a secondary road in Wapello County, Iowa, using prestressed concrete girders and 14 UHPC deck panels. KW - Bridge construction KW - Bridge decks KW - Bridge design KW - Durability KW - Field tests KW - High performance concrete KW - Iowa KW - Rehabilitation (Maintenance) KW - Ultra high performance concrete UR - http://www.fhwa.dot.gov/hfl/partnerships/hif13031/hif13031.pdf UR - https://trid.trb.org/view/1280740 ER - TY - RPRT AN - 01499601 AU - McLellan, Jeffrey W AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Quantifying the Impact of New Freeway Segments PY - 2013/05//Final Report SP - 46p AB - Many freeway users complain that new freeway segments immediately fill up with traffic after they are constructed. This diminishes the advantages of reduced costs and reduced driving time that would make freeways theoretically superior to arterial streets. According to previous literature, however, this phenomenon is to be expected and is not an indicator of the efficiency or inefficiency of having new freeways. Due to Downs’s Law of Peak-hour Traffic Congestion, we expect freeways to immediately fill upon construction, simply because they do offer superior benefits to roadway users compared to the alternative arterial streets. Rational drivers choose to enjoy these benefits. Another phenomenon cited in the literature review is that of induced travel, which states that with the reduction in travel time posed by using freeway segments, it can also be expected that more commuters will choose to travel on them than otherwise would. When Downs’s Law works synergistically with the phenomenon of induced travel, more vehicles can be accommodated in a given geographical area, thus increasing the total number of trips taken. This adds to the overall value of our transportation system, since after all, the value of that system is predicated on its ability to facilitate increased volume of travel. This report is based on data acquired from the State of Arizona, the City of Phoenix and Maricopa County, Arizona, and other sources. Through the analysis of Maricopa County traffic count data, a significant increase in traffic volume is shown due to the addition of new freeways. This increase in traffic volume accounts for a net benefit of over $18 million dollars per year for a given mile-long stretch of roadway. Over a freeway design-life of 20 years this is far in excess of the average of $72 million needed to construct that mile of freeway. Ultimately, any evaluation of the freeway system must take into consideration the explicit and implicit benefits of the system. Congestion is going to be present whether new freeways are constructed or not. Before freeway segments are constructed, the existing arterial streets are congested. After the completion of freeway segments, some drivers shift from arterial streets to the new freeway. This lessens traffic on the arterials, leading to more drivers taking trips they previously avoided (i.e. induced travel). Even though congestion is an inevitable condition, even on freeway segments post-construction, freeways still offer a clear net benefit. KW - Arterial highways KW - Benefit cost analysis KW - Freeways KW - Literature reviews KW - Maricopa County (Arizona) KW - Peak hour traffic KW - Phoenix (Arizona) KW - Traffic congestion KW - Traffic counts KW - Traffic volume KW - Travel time KW - Trip generation UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ613.pdf UR - https://trid.trb.org/view/1276927 ER - TY - RPRT AN - 01499297 AU - Lottes, S A AU - Bojanowski, Cezary AU - Argonne National Laboratory AU - Federal Highway Administration TI - Computer Modeling and Analysis of Truck Generated Salt Spray Transport at Bridges PY - 2013/05 SP - 84p AB - Bridge painting is very expensive. Over the lifetime of a bridge, painting to protect the steel from the elements can cost a large fraction of the original construction cost. In addition to monetary costs, maintenance workers face health risks if strict procedures are not in place to avoid exposure to hazardous dust when old paint is removed and the fumes of hazardous chemicals when new paint is applied. Use of weathering steel in bridge construction avoids the large cost of periodic painting and the hazards of paint removal and repainting because this type of steel is never painted. When exposed to weather, the initial corrosion of weathering steel forms a natural corrosion resistant layer that prevents further corrosion under a wide variety of conditions. Given the advantages of using weathering steel, the choice might appear to be obvious. However, the large potential savings in bridge maintenance costs in using weathering steel are not always realized because the protective patina layer fails to adhere when the steel is exposed to excessively salt-laden and moisture-laden environments. A multi-year study is underway by the FHWA to better quantify the conditions that lead to excessive corrosion in weathering steel bridges. This report documents work using computational fluid dynamics (CFD) analysis to study the conditions and mechanisms that lead from the salt spray thrown from truck tires to salt water droplets reaching bridge girders. Computer simulations use the advanced motion modeling capability called a “sliding mesh” in the CFD software to move one or more large trucks under bridges at 60 mph. The computations include multiphase spray droplet tracking of salt-laden water droplets coming off the tires. The objectives of the study were to build a model with a truck moving relative to a bridge in which the flow field could be solved by existing CFD software and available computational resources. Although this requirement entailed one of the major challenges of the study, it was accomplished using the sliding mesh capabilities of STAR-CCM+. The study included the goals of modeling three things that are related to the physics of droplet transport that were considered to be potentially significantly related to the amount of salt laden droplet spray that could reach the girder level of bridges when thrown from approaching truck tires when the trucks passed underneath the bridge. These three conditions were geometry effects, the effects of traffic, and the effect of the wind. Given the potential complexity of the multiphase flow field and interacting physics, a major objective of the study was to use the visualization capabilities of analysis software to show what is happening visually in the test cases that are significantly different in the amount of salt spray transported to bridge girder level in addition to the usual data processing that yields graphs to show relations between parameters. This report documents the results of the test cases that could be completed within the budget and time available for this study and also to document the model for future use. The goals for the test cases were to identify the primary mechanisms that contribute to de-icing salt transport from road surfaces up to weathering steel bridge girders that span over roads, and to test to the extent possible the relative importance of the mechanisms. KW - Computer models KW - Deicing chemicals KW - Flow fields KW - Fluid mechanics KW - Geometry KW - Salt fog tests KW - Salt spray KW - Salt trucks KW - Steel bridges KW - Truck traffic KW - Trucks KW - Weathering steel KW - Wind UR - http://www.ipd.anl.gov/anlpubs/2013/07/76754.pdf UR - https://trid.trb.org/view/1266473 ER - TY - RPRT AN - 01496788 AU - Federal Highway Administration TI - Louisiana DOTD Work Plan for Developing a TAMP PY - 2013/05 SP - 26p AB - In July 2012, Moving Ahead for Progress in the 21st Century (MAP-21) established a performance-based highway program with the goal of improving how Federal transportation funds are allocated. The legislation requires each state department of transportation (DOT) to develop a risk-based Transportation Asset Management Plan (TAMP). This document presents a work plan for developing the Louisiana Department of Transportation and Development’s (LA DOTD) TAMP. This work plan is based on the results from a LA DOTD TAMP workshop. Participants at this workshop included members of the LA DOTD’s TAMP Steering Committee, LA DOTD Executive Staff, representatives from the Federal Highway Administration (FHWA), and members of the consultant team. The objectives of the workshop were to: walk through each section of the TAMP document; discuss existing LA DOTD resources and data related to each section; identify gaps between LA DOTD’s existing processes and resources and those required to develop the TAMP; and determine an approach for addressing the gaps and developing the required materials. KW - Asset management KW - Louisiana Department of Transportation and Development KW - Moving Ahead for Progress in the 21st Century Act KW - Resource allocation KW - Workshops UR - http://www.fhwa.dot.gov/asset/tamp/la_tamp.pdf UR - https://trid.trb.org/view/1265578 ER - TY - RPRT AN - 01496655 AU - Corven, John AU - Moreton, Alan AU - Ideation, Incorporated AU - Federal Highway Administration TI - Post-Tensioning Tendon Installation and Grouting Manual PY - 2013/05//Version 2.0, Final Document SP - 184p AB - This Manual includes state-of-the-art information relative to materials, post-tensioning systems, construction practices and grouting of post-tensioning tendons for bridges. The Manual is targeted at Federal, State and local transportation departments and private company personnel that may be involved in the design, inspection, construction, or maintenance of bridges that contain post-tensioning tendons. This Manual will serve as a reference and guide to designers, inspectors and construction personnel for post-tensioning materials, installation and a grouting of bridge tendons. The document is part of the Federal Highway Administration’s national technology deployment program and may serve as a training manual. KW - Bridges KW - Construction management KW - Grouting KW - Inspection KW - Installation KW - Maintenance KW - Manuals KW - Posttensioning KW - State of the art KW - Tendons (Materials) UR - http://www.fhwa.dot.gov/bridge/construction/pubs/hif13026.pdf UR - https://trid.trb.org/view/1265594 ER - TY - SER AN - 01495415 JO - ACPT TechBrief PB - Federal Highway Administration AU - Tyson, Sam AU - Tayabji, Shiraz AU - Federal Highway Administration TI - Continuously Reinforced Concrete Pavement: Improved Transition Designs PY - 2013/05 SP - 12p AB - A transition between a continuously reinforced concrete (CRC) pavement and any other type of pavement or structure needs to accommodate a gradual change in either the configuration or the structural capacity of the pavement cross section to maintain rideability, minimize or facilitate slab end movements, and minimize the potential for drainage-related issues to be a factor in performance. In CRC pavements, transitions are design measures to accommodate a uniform or gradual change in slab thickness, width, restraint, or movement (either vertically or horizontally) at a specific location with the intent of preventing early deterioration and minimizing the need for maintenance over the design life. The junction between a CRC pavement and any other type of pavement such as jointed concrete (JC) or asphalt concrete (AC) pavement or a bridge structure all require a reconfiguration of the pavement typical section to provide an acceptable transition (particularly in light of the magnitude of movements that potentially can take place). A variety of joint configurations and movements can be included in transitions, but those such as jointing details, tie bars, and dowels, along with other details of each transition type, are discussed in this document, which addresses the important factors that must be considered for transition design. KW - Continuously reinforced concrete pavements KW - Dowels (Fasteners) KW - Pavement design KW - Pavement joints KW - Pavement transition areas KW - Paving KW - Tie bars UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif13026.pdf UR - https://trid.trb.org/view/1264835 ER - TY - RPRT AN - 01493322 AU - Ceylan, Halil AU - Gopalakrishnan, Kasthurirangan AU - Kim, Sunghwan AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Improving the Accuracy and Usability of Iowa Falling Weight Deflectometer Data PY - 2013/05//Final Report SP - 50p AB - This study aims to improve the accuracy and usability of Iowa Falling Weight Deflectometer (FWD) data by incorporating significant enhancements into the fully-automated software system for rapid processing of the FWD data. These enhancements include: (1) refined prediction of backcalculated pavement layer modulus through deflection basin matching/optimization, (2) temperature correction of backcalculated Hot-Mix Asphalt (HMA) layer modulus, (3) computation of 1993 American Association of State Highway and Transportation Officials (AASHTO) design guide related effective SN (SNeff) and effective k-value (keff ), (4) computation of Iowa Department of Transportation (Iowa DOT) asphalt concrete (AC) overlay design related Structural Rating (SR) and kvalue (k), and (5) enhancement of user-friendliness of input and output from the software tool. A high-quality, easy-to-use backcalculation software package, referred to as, I-BACK: the Iowa Pavement Backcalculation Software, was developed to achieve the project goals and requirements. This report presents theoretical background behind the incorporated enhancements as well as guidance on the use of I-BACK developed in this study. The developed tool, I-BACK, provides more fine-tuned artificial neural networks (ANN) pavement backcalculation results by implementation of deflection basin matching optimizer for conventional flexible, full-depth, rigid, and composite pavements. Implementation of this tool within Iowa DOT will facilitate accurate pavement structural evaluation and rehabilitation designs for pavement/asset management purposes. This research has also set the framework for the development of a simplified FWD deflection based HMA overlay design procedure which is one of the recommended areas for future research. KW - Backcalculation KW - Bituminous overlays KW - Condition surveys KW - Data analysis KW - Falling weight deflectometers KW - Hot mix asphalt KW - Iowa KW - Neural networks KW - Pavement layers KW - Software UR - http://publications.iowa.gov/14893/1/IA_DOT_InTrans_fall_weight_deflect_analysis_tool_2013.pdf UR - https://trid.trb.org/view/1261364 ER - TY - RPRT AN - 01493164 AU - North Central Texas Council of Governments AU - Colorado Department of Transportation AU - Delaware Valley Regional Planning Commission AU - Metropolitan Transportation Commission AU - Texas A&M Transportation Institute AU - Federal Highway Administration AU - Federal Transit Administration AU - Volpe National Transportation Systems Center TI - North Central Texas Council of Governments Peer Exchange on Bicycle and Pedestrian Count Programs: A TPCB Peer Exchange PY - 2013/05 SP - 26p AB - This report highlights key recommendations and best practices identified at the peer exchange on bicycle and pedestrian count programs, held on May 29 and May 30, 2013 in Arlington, Texas, through the FHWA/FTA Transportation Planning Capacity Building (TPCB) Program. The North Central Texas Council of Governments (NCTCOG) requested this peer exchange to learn about different approaches for setting up and operating bicycle and pedestrian count programs to inform transportation planning. NCTCOG serves as the MPO for the Dallas-Fort Worth metropolitan area and is responsible for the regional transportation planning process for all modes. The NCTCOG Transportation Department is responsible for preparing and maintaining the Metropolitan Transportation Plan (Mobility 2035-2013 Update) for the 12-county area of the metropolitan planning area (MPA). This plan includes the region's `Active Transportation' (bicycle and pedestrian) strategies for improving mobility region-wide. NCTCOG also coordinates the regional Bicycle and Pedestrian Advisory Committee (BPAC) which includes stakeholders and advocates from multiple agencies, cities, counties, special interest groups, and non-profit organizations. NCTCOG is seeking to implement a bicycle and pedestrian monitoring program in the region to support these efforts and to obtain reliable data to address bicycle and pedestrian performance measures, prioritize future projects, and quantify the benefits of investments. KW - Best practices KW - Bicycle travel KW - Dallas-Fort Worth Metropolitan Area KW - Data collection KW - North Central Texas Council of Governments KW - Pedestrian counts KW - Peer exchange KW - Regional planning UR - http://ntl.bts.gov/lib/48000/48100/48113/Bicycle_Pedestrian_Count_Peer_Exchange-_Dallas_May_2013.pdf UR - https://trid.trb.org/view/1261171 ER - TY - RPRT AN - 01492324 AU - Mallen, John AU - Morandeira, Angel AU - Jahren, Charles T AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Training Development for Pavement Preservation PY - 2013/05//Final Report SP - 275p AB - This research project strives to help the Iowa Department of Transportation (DOT) fully achieve the full benefits of pavement preservation through training on proper selection, design, and application of pavement preservation treatments. In some cases, there is a lack of training when conducting one of these steps and the objective of applying pavement preservation techniques is compromised. Extensive amounts of literature on pavement preservation exist, but a structured approach on how to train staff in selecting, designing, and applying pavement preservation techniques is lacking. The objective of this project was to develop a training-oriented learning management system to address pavement preservation treatments (chip seals, fog seals, slurry systems, and crack seals and fills) as they are dealt with during the phases of selection, design, and construction. Early in the project, it was critical to identify the staff divisions to be trained and the treatments to be included. Through several meetings with the Iowa DOT, three staff divisions were identified: maintenance staff (in charge of selection), design staff, and construction staff. In addition, the treatments listed above were identified as the focus of the study due to their common use. Through needs analysis questionnaires and meetings, the knowledge gap and training needs of the agency were identified. The training modules developed target the gap from the results of the needs analysis. The concepting (selection) training focuses on providing the tools necessary to help make proper treatment selection. The design training focuses on providing the information necessary on the treatment materials (mostly binders and aggregates) and how to make proper material selection. Finally, the construction training focuses on providing equipment calibration procedures, inspection responsibilities, and images of poor and best practices. The research showed that it is important to train each division staff (maintenance, design, and construction) separately, as each staff division has its own needs and interests. It was also preferred that each treatment was covered on an individual basis. As a result of the research, it is recommended to evaluate the performance of pavement preservation treatments pre- and post-training continuously to compare results and verify the effectiveness of the learning management system. KW - Best practices KW - Chip seals KW - Crack filling and sealing KW - Fog seals KW - Iowa KW - Iowa Department of Transportation KW - Pavement maintenance KW - Pavement preservation KW - Seal coating KW - Slurry seals KW - Training UR - http://www.intrans.iastate.edu/research/documents/research-reports/pvmt_preservation_lms_w_cvr.pdf UR - https://trid.trb.org/view/1261140 ER - TY - RPRT AN - 01490605 AU - Duncan, Patricia B AU - Miller, Ann Brush AU - Virginia Center for Transportation Innovation and Research AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Loudoun County Road Orders 1757-1783 PY - 2013/05//Final Report SP - 443p AB - The road history projects undertaken by the Virginia Center for Transportation Innovation and Research (formerly the Virginia Transportation Research Council) establish the feasibility of studies of early road networks and their use in the environmental review process. These projects, by gathering and publishing the early road orders of the vast parent counties and other significant areas, also lay the foundation for additional research by local groups over a broad area of Virginia. This volume marks the 28th entry in the Historic Roads of Virginia series, initiated in 1973 by the Virginia Highway & Transportation Research Council (subsequently the Virginia Transportation Research Council, and now the Virginia Center for Transportation Innovation and Research). Loudoun County Road Orders 1757-1783 is a cooperative effort between the Virginia Center for Transportation Innovation and Research and independent researcher Patricia B. Duncan. This volume furthers the coverage of early Northern Virginia transportation records begun in the previously published Fairfax County Road Orders 1749-1800, Frederick County Road Orders 1743-1772, and Orange County Road Orders 1734-1749. This volume covers the period from the creation of Loudoun County, Virginia, until the years immediately following the end of the Revolutionary War. By the last half of the 18th century, Loudoun County was already one of the most populous and economically important counties in Northern Virginia, and it contained major east-west and north-south transportation routes. The county’s early transportation records provide important information relating to transportation connections with not only neighboring counties and other southern counties in Virginia but also the Washington, D.C., region and the adjoining states of Maryland and what is now West Virginia. This publication will have particular application to the cultural resource research relating to transportation projects in this area of Northern Virginia. This information will eliminate the need for further research into the early Loudoun County road order records. If questions arise about early roads once a Virginia Department of Transportation (VDOT) road improvement project is already underway (or nearly underway), primary historical research of this nature can take 6 to 12 months to complete. Therefore, this volume can be a source of potentially significant cost savings for VDOT, including the avoided costs of project delays and avoided consultant costs for cultural resource studies should questions arise. KW - Cultural resources KW - Highways KW - History KW - Loudoun County (Virginia) KW - Northern Virginia KW - Road orders KW - Roads KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/13-r10.pdf UR - https://trid.trb.org/view/1259846 ER - TY - JOUR AN - 01488547 JO - Public Roads PB - Federal Highway Administration AU - Preston, Howard AU - Storm, Richard AU - Scurry, Karen AU - Wemple, Beth TI - Using Risk to Drive Safety Investments PY - 2013/05 VL - 76 IS - 6 AB - In the past, the method of improving road safety has been to perform site analysis, a method in which safety upgrades are made at locations with a higher than expected number of crashes. Site analysis has led to a drop in the number of locations of fatal crashes, as well as a drop in the number of crashes overall. However, motor vehicle crashes continue to be distributed widely, with few individual locations with high numbers. An alternative system that departments of transportation have been adopting is the “systemic” approach, which identifies road locations which are of the highest risk for crashes based on roadway features and prioritizing those spots. The systemic approach identifies high-risk locations that site analysis would not, since site analysis focuses on those locations with a history of crashes. In order to emphasize the use of the systemic approach, the Federal Highway Administration (FHWA) has developed the Systemic Safety Project Selection Tool, which outlines steps for strategic highway safety plans to help identify high-risk road characteristics. The tool is flexible and easy to use. It will adapt to a variety of systems, locations, and crash types. The FHWA Office of Safety has made the tool available for download online. KW - Crash risk forecasting KW - Crashes KW - High risk locations KW - Highway safety KW - Strategic planning KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/13mayjun/03.cfm UR - https://trid.trb.org/view/1257192 ER - TY - JOUR AN - 01488546 JO - Public Roads PB - Federal Highway Administration AU - Burley, Paul R TI - Bridging the Digital Divide PY - 2013/05 VL - 76 IS - 6 AB - There is a great deal of transportation research that is available in print or analog formats only. It is difficult for many to access and may cause duplication of research or loss of knowledge. Many departments of transportation and transportation libraries are working to digitize important documents. This article examines case studies from a number of these. Access to print-only resources is difficult due to the localization of these resources at individual organizations. Digitization can improve accessibility. Once digitized, resources can be made available for users to find online. The costs of digitization are an issue, as are selecting the materials and deciding on procedures. A digitization project has numerous steps: the selection of material (which may require repair), inventory and transportation to the digitization lab, scanning a master copy and producing digital objects in user-friendly formats, and quality control. The process requires a major investment of time and money. It is important to devote the necessary time to planning at the beginning of a project, with a cautious selection of materials focusing on how to best serve users. KW - Electronic media KW - Information management KW - Planning KW - Print on paper documents KW - Research and educational facilities UR - http://www.fhwa.dot.gov/publications/publicroads/13mayjun/07.cfm UR - https://trid.trb.org/view/1257205 ER - TY - JOUR AN - 01488545 JO - Public Roads PB - Federal Highway Administration AU - Jones, Gregory M TI - Shouldering the Load PY - 2013/05 VL - 76 IS - 6 AB - Over the years, there has been an increasing traffic demand in the United States that exceeds the capacity of the present infrastructure. High levels of congestion are common at peak times. Construction is often limited by land, funding, and environments, so many transportation agencies have focused on improving the flow of traffic on the existing infrastructure. Departments of Transportation have been introducing traffic management programs focused on improving efficiency with the use of traffic management centers and intelligent transportation systems. While these programs have been shown to be effective, there is still a major issue of congestion on the roads. One possible solution, which is used in Europe, is to open paved shoulder lanes as temporary travel lanes at peak times. Known as “hard shoulder running,” this method can offer additional capacity to reduce congestion. Thus far, the primary use of shoulders as temporary travel lanes in the US has been by public transit buses, usually at specifically designated times of day when shoulders operate as bus-only lanes. Only a few transportation agencies have begun temporarily opening shoulder lanes to all traffic, and there has been little safety data on the issue so far. The Federal Highway Administration Office of Operations continues to study the issue. KW - Highway operations KW - Paved shoulder running KW - Paved shoulders KW - Peak periods KW - Traffic congestion KW - Traffic lanes KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/13mayjun/06.cfm UR - https://trid.trb.org/view/1257204 ER - TY - JOUR AN - 01488543 JO - Public Roads PB - Federal Highway Administration AU - Raynault, Eloisa AU - Christopher, Ed TI - How Does Transportation Affect Public Health? PY - 2013/05 VL - 76 IS - 6 AB - Transportation systems can have a major influence on public health. Due to high levels of obesity in the United States, exercise, including “active transportation,” can help prevent health risks. When transportation infrastructure is designed to accommodate or encourage non-motorized transport, it can have positive effects on health. The costs of medical care and lost productivity due to motor vehicle crashes is high, and transportation is a source of air pollution. In answer to this, many people in the transportation field are collaborating with those in public health to research topics such as air pollution, safety, and physical activity. This article examines case studies from metropolitan planning organizations (MPOs) and states across the country where new initiatives are being introduced due to the collaboration between the fields of transportation and public health. The MPOs in a number of cities have developed projects focusing on active transportation, air quality improvements, and access to public transportation. At the state level, Massachusetts, Minnesota, and North Carolina have all implemented plans to improve public health. Additionally, the Federal Highway Administration (FHWA) has established a working group to explore how the agency addresses health-related issues. The FHWA has no formal policy on health, but it recognizes that public health is an important part of transportation planning. KW - Air pollution KW - Cooperation KW - Cyclists KW - Massachusetts KW - Minnesota KW - Nonmotorized transportation KW - North Carolina KW - Obesity KW - Pedestrians KW - Public health KW - Quad City Metropolitan area KW - Sacramento (California) KW - San Diego (California) KW - San Francisco (California) KW - Seattle (Washington) KW - Transportation planning KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/13mayjun/05.cfm UR - https://trid.trb.org/view/1257197 ER - TY - JOUR AN - 01488542 JO - Public Roads PB - Federal Highway Administration AU - Studt, Mark AU - Woodmansey, Alan TI - A Bridge to Greater Connectivity PY - 2013/05 VL - 76 IS - 6 AB - Due to population growth, aging infrastructure, and increases in traffic, among other factors, the Custer Avenue Bridge that crosses over the I-15 in Helena, Montana no longer fit the needs of the local community, and it was decided to build a new bridge to replace it. The new bridge was to be wider, with more lanes and an interchange to connect it to the interstate. The Montana Department of Transportation was unwilling to close Custer Avenue for the four months it would take to build a new bridge using standard procedures, so they had to find an alternative option. They consulted with experts on how to get the job done faster, holding an Accelerated Construction Technology Transfer workshop and a Conference of Accelerated Bridge Construction during the planning stages, and finally advertized for a six-week project contract, with incentives for completing the project ahead of schedule. Using options developed from the workshop, the contractors were able to complete the project ahead of schedule. KW - Accelerated Construction Technology Transfer (ACTT) KW - Bridge construction KW - Case studies KW - Construction management KW - Helena (Montana) KW - Interchanges KW - Interstate 15 KW - Planning and design UR - http://www.fhwa.dot.gov/publications/publicroads/13mayjun/04.cfm UR - https://trid.trb.org/view/1257196 ER - TY - JOUR AN - 01488541 JO - Public Roads PB - Federal Highway Administration AU - Gish, Judy TI - The Road Not Taken PY - 2013/05 VL - 76 IS - 6 AB - In order to build a new high-occupancy vehicle (HOV) lane, it was necessary for the California Department of Transportation (Caltrans) and the Los Angeles County Metropolitan Transportation Authority (Metro) to demolish Mulholland Bridge in 2011. The demolition required the closing of a section of the I-405, a very busy freeway that is the only one to directly connect Los Angeles and the San Fernando Valley. The design of the Mulholland Bridge necessitated a difficult demolition, and the decision was made to do it in a single 53-hour closure. There was extensive outreach in advance to publicize the dates of closure to motorists. Despite being called “Carmageddon” by the media, the closure went very smoothly. Traffic delays dropped from the previous weekend, and there were fewer motorists on the road. The work was completed ahead of schedule, and the freeway reopened seventeen hours early. A second closure was scheduled the following year. The coverage after the first closure was positive, and despite being called “Carmageddon II,” the closure went just as smoothly, reopening seven hours early. Both closures showcase Los Angeles' ability to cooperate successfully. KW - Bridge construction KW - California Department of Transportation KW - Freeways KW - High occupancy vehicle lanes KW - Highway bridges KW - Interstate 405 KW - Los Angeles County (California) KW - Public relations KW - Street closure UR - http://www.fhwa.dot.gov/publications/publicroads/13mayjun/02.cfm UR - https://trid.trb.org/view/1257191 ER - TY - JOUR AN - 01488540 JO - Public Roads PB - Federal Highway Administration AU - Fitzgerald, Mark TI - Trip Traces PY - 2013/05 VL - 76 IS - 6 AB - In an effort to study the human factor in motor vehicle collisions, the Transportation Research Board's Strategic Highway Research Program has developed the Naturalistic Driving Study to gather data on driving behavior, particularly relating to driver distraction. Reducing crashes would save lives and ease traffic congestion. The study, which began in 2010 and will continue to November 2013, gathers data from over 3,000 volunteer participants by the use of cameras and sensors installed in their cars. The data collected includes car trips and road data, as well as speed, acceleration, steering and pedal action, and vehicle characteristics and performance. The driver data is being collected in six states. In addition, the Roadway Information Database, a spatial database of roadway characteristics and features, is being developed to study the relationship between road characteristics and crash risks. The data collected as part of the Naturalistic Driving Study is expected to be useful for at least twenty years, and a number of projects are already underway to analyze the data that has been collected so far. The study aims to develop a further understanding of the human factor in car collisions, with hopes of improving safety on the roads. KW - Automatic data collection systems KW - Behavior KW - Crash risk forecasting KW - Crashes KW - Distraction KW - Human factors in crashes KW - Strategic Highway Research Program 2 KW - Transportation Research Board UR - http://www.fhwa.dot.gov/publications/publicroads/13mayjun/01.cfm UR - https://trid.trb.org/view/1257188 ER - TY - RPRT AN - 01486864 AU - Metzger, Andrew T AU - Kwiatkowski, Jason AU - Hutchinson, Jonathan AU - Alaska University Transportation Center AU - Alaska Department of Transportation and Public Facilities AU - Washington State Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Characterizing the Load Environment of Ferry Landings for Washington State Ferries and the Alaska Marine Highway System PY - 2013/05//Final Report SP - 219p AB - Anybody riding a ferry wants it to dock safely — and for port managers, having passengers and goods in the water is never a good thing. This project aims to mitigate uncertainty and assumptions about load demands on ferry terminal structures, specifically, ferry landing structures. The project will provide information needed to safely and efficiently design ferry berthing and landing facilities, decrease the uncertainty in design criteria, and remove assumptions associated with procedures traditionally used to design these structures. For Alaska Marine Highway System facilities, loads imposed on dolphin structures and mooring line loads are of most concern. Due to a lack of information about the magnitude of these loads or how they may be determined, AMHS engineers are forced to make (sometimes gross) design assumptions. The Washington State Ferry System also confronts these uncertainties, specifically in the design of wingwall structures that accept vessels during loading/unloading of passengers and vehicles. While the structures used by AMHS and WSFS have fundamental differences, the metrics needed to determine appropriate design criteria are the same. Thus, the instrumentation used to monitor these facilities in operation is also similar. These similarities present an opportunity for a cost-sharing project in which the ADOT&PF and Washington State DOT are able to leverage research funding and benefit from a much more comprehensive project than either might be able to support individually. To achieve this project’s goals, the research team will acquire a robust statistical sample of the metrics (strains and displacements) needed to define the design criteria (loads from vessels and waves). The data will be gathered via in situ monitoring of in-service facilities, specifically, the AMHS terminal at Auke Bay near Juneau, Alaska, and the WSF Seattle terminal in Washington. KW - Alaska KW - Bearing capacity KW - Berthing facilities KW - Design KW - Docking KW - Ferries KW - Marine transit KW - Washington (State) UR - http://ine.uaf.edu/autc/files/2013/06/Loads-on-Ferry-Landings-Metzger-AUTC-Final-Report_FINAL.pdf UR - http://www.wsdot.wa.gov/research/reports/fullreports/804.1.pdf UR - https://trid.trb.org/view/1256470 ER - TY - RPRT AN - 01485852 AU - McDonald, Tom AU - Sperry, Robert AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration AU - Midwest Transportation Consortium AU - Research and Innovative Technology Administration TI - Evaluation of Mitigation for Safety Concerns on Low-Volume, Unpaved Rural Roads PY - 2013/05//Final Report SP - 79p AB - The Institute for Transportation (InTrans) at Iowa State University completed work on an in-depth study of crash history on low-volume, rural roads in Iowa in December 2010. Results indicated that unpaved roads with traffic volumes greater than 100 vehicles per day (vpd) exhibit significantly higher crash frequencies, rates, and densities than any other class of low-volume road examined, paved or unpaved. The total mileage for this class of roadway in Iowa is only about 4,400 miles, spread over 99 counties in the state, which is certainly a manageable number of miles for individual rural agencies. The purpose of this study was to identify and examine several unpaved, local road segments with higher than average crash frequencies, select and undertake potentially-beneficial mitigation, and evaluate the results as time allowed. A variety of low-cost options were considered, including engineering improvements, enhanced efforts by law enforcement, and educational initiatives. Using input, active support, and participation from local agencies and state and Federal safety advocates, the study afforded a unique opportunity to examine useful tools for local rural agencies to utilize in addressing safety on this particular type of roadway. KW - Countermeasures KW - Crash rates KW - Driver education KW - Improvements KW - Iowa KW - Low volume roads KW - Rural highways KW - Safety education KW - Traffic law enforcement KW - Unpaved roads UR - http://www.intrans.iastate.edu/research/documents/research-reports/low-vol%20_unpaved_rural_safety_w_cvr.pdf UR - https://trid.trb.org/view/1254306 ER - TY - RPRT AN - 01485311 AU - Cleveland, Theodore G AU - Strom, Kyle B AU - Barnes, Wade J AU - Dixon, Jeremy V AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Hydraulic Performance of Staggered-Barrel Culverts for Stream Crossings PY - 2013/05//Technical Report SP - 139p AB - Literature interpretation, laboratory experimentation, and data analysis was used to infer guidelines to assist in assessing multiple barrel staggered-systems that mimic natural stream behavior to facilitate solids migration, yet still provide the sufficient clear-water hydraulic capacity to meet their transportation infrastructure drainage needs. A database developed from literature data pertaining to solids transport was developed along with a screening tool for estimating solids transport. The laboratory study examined staggered barrel and conventional culverts both in-line with the stream axis and skew to that axis to develop tools to predict culvert performance. Experiments showed culvert open area was correlated with solids transport while culvert shape was not. Staggered systems showed some advantage in skew-settings performing slightly better than anticipated based on in-line studies. Stage-conveyance plots showed that the largest open area systems to have a curve closest to the approach section stage-conveyance until submergence; a finding supportive of matching the approach section conveyance and the culvert system conveyance to maintain solids continuity through the system. Examples illustrating the screening tool on selected experiments are presented, as are suggestions for future study. KW - Culverts KW - Drainage KW - Hydraulic properties KW - Sediments KW - Streamflow KW - Streams KW - Texas UR - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/0-6549-1.pdf UR - https://trid.trb.org/view/1253844 ER - TY - RPRT AN - 01485048 AU - Persad, Khali R AU - Khwaja, Nabeel AU - Harrison, Rob AU - Loftus-Otway, Lisa AU - Ardekani, Siamak AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Small Business Inclusion: A Study of TxDOT’s Consultant Procurement Program PY - 2013/05//Technical Report SP - 180p AB - The Texas Department of Transportation (TxDOT) sought the services of a public institution of higher education to conduct a study of TxDOT’s professional services contracting program through an Interagency Contract (IAC). The Request for Proposal (RFP) stated that it had come to TxDOT’s attention that certain small firms feel disadvantaged under its professional services contracting program. While small firms enjoy success as sub-providers under the program, comparatively few are selected as prime providers. TxDOT wished to enhance the success of small firms in this regard. Two central questions were addressed in the study: 1) Relative to large firms, why are more small firms not awarded prime contracts? 2) What are the measures that can be implemented to improve the success rate of small firms, such that more small firms are awarded prime contracts? The key deliverable for the study was this Final Report KW - Consultants KW - Contracting KW - Small business KW - Texas Department of Transportation UR - http://library.ctr.utexas.edu/ctr-publications/iac/48-2XXIA001.pdf UR - https://trid.trb.org/view/1253587 ER - TY - SER AN - 01484935 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Olson, Scott M AU - Holloway, Kurt P AU - Buenker, Jason M AU - Long, James H AU - LaFave, James M AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Thermal Behavior of IDOT Integral Abutment Bridges and Proposed Design Modifications PY - 2013/05 SP - 88p AB - The Illinois Department of Transportation (IDOT) has increasingly constructed integral abutment bridges (IABs) over the past few decades, similar to those in many other states. Because the length and skew limitations currently employed by IDOT have not necessarily been based on rigorous engineering analyses, an extensive 3-D parametric study has been performed, complemented by installation of field monitoring equipment on two recently constructed bridges, to potentially expand the use of IABs in Illinois. Some notable findings from this study include: (1) IAB configuration with extreme skew (> 60°) can perform well with proper detailing; (2) H-pile webs oriented parallel to the longitudinal axis of the bridge, regardless of skew, substantially reduces weak-axis bending; (3) compacted backfill reduces pile stresses; (4) live loads affect thermally induced pile stresses; (5) longer intermediate spans tend to increase pile stresses; and (6) time-dependent behaviors, such as concrete shrinkage, may significantly influence maximum pile stresses. Based on these findings, a more rigorously developed set of recommendations for maximum IAB lengths and skews in Illinois are proposed. KW - Bridge design KW - Illinois KW - Jointless bridges KW - Length KW - Parametric analysis KW - Piles (Supports) KW - Skew bridges KW - Structural analysis UR - http://hdl.handle.net/2142/45760 UR - https://trid.trb.org/view/1253586 ER - TY - RPRT AN - 01484927 AU - Zhou, Hongmin "Tracy" AU - Hawkins, H Gene AU - Miles, Jeff D AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Guidelines for Freeway Lighting Curfews PY - 2013/05//Technical Report SP - 114p AB - Roadway lighting is provided on selected highways to improve the visibility of the nighttime environment. Roadway lighting is typically warranted on the basis of the daily traffic volume. However, in the early morning hours, the traffic volumes may be so low as to diminish the need for roadway lighting. At present, the lighting infrastructure in place on Texas Department of Transportation (TxDOT) highways is not well suited to being dimmed. As a result, turning off roadway lighting during early morning hours is the only option. This concept is known as a lighting curfew for purposes of this research project. The lighting curfew section of the TxDOT 2003 Illumination Manual does not provide specific guidelines or criteria for implementing lighting curfews. Although lighting curfews are of interest around the country, no state has developed guidelines for lighting curfews, nor are there national guidelines at this time. The most significant potential benefits of lighting curfews include reduced power consumption and reduced light pollution. This project focused upon developing guidelines for implementing lighting curfews on urban freeways, which have the potential to impact TxDOT’s ability to manage its lighting infrastructure in an advantageous manner. The guidelines developed through this project identify threshold criteria under which freeway main lane lighting can be turned off. The guidelines also identify conditions or exceptions under which lighting curfews should be suspended, modified, canceled, or not used at all (such as periods of inclement weather or during a major late-night event). KW - Curfew KW - Freeways KW - Guidelines KW - Morning KW - Off peak periods KW - Street lighting KW - Texas Department of Transportation UR - http://tti.tamu.edu/documents/0-6645-1.pdf UR - https://trid.trb.org/view/1253547 ER - TY - RPRT AN - 01484765 AU - Zmud, Mia AU - Rojo, Claudia AU - NuStats AU - Federal Highway Administration TI - Casual Carpooling Focus Group Study PY - 2013/05//Final Report SP - 61p AB - Qualitative research in the form of focus groups was conducted from June 2012 through September 2012 to explore the phenomenon of casual carpooling (also called slugging, informal carpooling, and dynamic ridesharing). Eight focus groups were held in three regions with the largest and longest running casual carpooling systems in the Nation: Washington, DC; Houston, TX; and San Francisco, CA. At each location, the focus groups were held with drivers and passengers who are active participants in casual carpooling. The focus groups took place over 1 to 2 days on separate evenings with generally one or two groups being held each evening (one focus group in Washington, DC, was held midday). A total of 83 individuals participated in the focus groups. With the goal of enriching understanding of casual carpooling systems from the participants’ perspective, this effort provided insights, results, and conclusions to the following research questions: 1. What are the underlying social-cultural dynamics that comprise the casual carpooling system? 2. What are the factors that attract participants to casual carpooling and influencers that motivate them to stick with the system? 3. What are the opportunities for system improvements that may improve the casual carpooling experience? KW - Carpools KW - Casual carpooling KW - Commuting KW - Focus groups KW - Houston (Texas) KW - Mode choice KW - Ridesharing KW - San Francisco (California) KW - Travel behavior KW - Washington (District of Columbia) UR - http://www.fhwa.dot.gov/advancedresearch/pubs/13053/13053.pdf UR - https://trid.trb.org/view/1251703 ER - TY - RPRT AN - 01484436 AU - Walubita, Lubinda AU - Lee, Sang Ick AU - Texas Transportation Institute AU - University of Texas, El Paso AU - Texas Department of Transportation AU - Federal Highway Administration TI - Texas Flexible Pavements and Overlays: Calibration Plans for M-E Models and Related Software PY - 2013/05 SP - v.p. AB - The primary goal of this five-year project is to collect and develop a data storage system of materials and pavement performance data on a minimum of 100 highway test sections around Texas. For easy management and access, the user friendly MS Access is being used as the data storage medium for the collected data. As a minimum, the data collected will serve to calibrate and validate the mechanistic-empirical (M-E) design models and serve as an ongoing reference source and/or diagnostic tool for Texas Department of Transportation (TxDOT) engineers and other transportation professionals. Toward these objectives and as documented in this interim report, the specific objective of this task was to develop strategic work plans for calibrating and validating the M-E models and the associated software. KW - Data storage KW - Flexible pavements KW - Mechanistic-empirical pavement design KW - Overlays (Pavements) KW - Pavement performance KW - Software KW - Test sections KW - Texas UR - https://trid.trb.org/view/1253060 ER - TY - SER AN - 01484435 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - LaFave, James AU - Fahnestock, Larry AU - Foutch, Douglas AU - Steelman, Joshua AU - Revell, Jessica AU - Filipov, Evgueni AU - Hajjar, Jerome AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Experimental Investigation of the Seismic Response of Bridge Bearings PY - 2013/05 IS - 13-002 SP - 130p AB - The Illinois Department of Transportation (IDOT) commonly uses elastomeric bearings to accommodate thermal deformations in bridges. These bearings also present an opportunity to achieve a structural response similar to isolation during seismic events. IDOT has been developing an earthquake resisting system (ERS) to leverage the displacement capacity available at typical bearings in order to provide seismic protection to substructures of typical bridges. The research program described in this report was conducted to validate and calibrate IDOT’s current implementation of design practice for the ERS, based on experiments conducted on typical full-size bearing specimens, as well as computational models capturing full bridge response. The overall final report is divided into two volumes. This first volume describes the experimental program and presents results and conclusions obtained from the bearing and retainer tests. The experiments described in this volume provide data to characterize force-displacement relationships for common bearing types used in Illinois. The testing program comprised approximately 60 individual tests on some 26 bearing assemblies and components (i.e., retainers). The testing program included (1) Type I elastomeric bearings, consisting of a steel-reinforced elastomeric block vulcanized to a thick top plate; (2) Type II elastomeric bearings, distinct from Type I bearings with a steel bottom plate vulcanized to the bottom of the elastomeric block, and a flat sliding layer with polytetrafluoroethylene (PTFE) and stainless steel mating surfaces between the elastomer and the superstructure; and (3) low-profile fixed bearings. Tests conducted to simulate transverse bridge motion also included stiffened L-shaped retainers, consistent with standard IDOT practice. Tests were conducted using monotonic and cyclic displacement protocols, at compression loads corresponding to a range of elastomer compression stresses from 200 to 800 psi. Peak displacements from initial position ranged from 7-1/2 in. to 12-1/2 in., depending on bearing size. Test rates were generally quasi-static, but increased velocities up to 4 in./sec were used for bearings with PTFE and for a subset of other elastomeric bearings. On the basis of all of the experimental findings, bearing fuse force capacities have been determined, and appropriate shear stiffness and friction coefficient values for seismic response have been characterized and bracketed. KW - Base isolation KW - Bridge bearings KW - Bridge design KW - Compression tests KW - Earthquake resistant design KW - Highway bridges KW - Illinois KW - Shear properties UR - http://hdl.handle.net/2142/45761 UR - https://trid.trb.org/view/1252957 ER - TY - SER AN - 01484410 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Stark, Timothy D AU - Long, James H AU - Assem, Pouyan AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Improvement for Determining the Axial Capacity of Drilled Shafts in Shale in Illinois PY - 2013/05//Research Report IS - 13-017 SP - 136p AB - In this project, Illinois-specific design procedures were developed for drilled shafts founded in weak shale. In addition, recommendations for field and laboratory testing to characterize the in situ condition of weak shales in Illinois were developed and presented herein. For this project, weak shale is defined as an intermediate geologic material (IGM) with an unconfined compressive strength of 10 to 100 ksf. These investigation and design improvements are anticipated to lead to safer design and substantial deep-foundation cost savings for the Illinois Department of Transportation. KW - Axial capacity KW - Bridge foundations KW - Design methods KW - Drilled shafts KW - Illinois KW - Shale UR - http://hdl.handle.net/2142/45762 UR - https://trid.trb.org/view/1252958 ER - TY - RPRT AN - 01484272 AU - Shaffer, S R AU - Fernando, H J S AU - Ovenden, N C AU - Arizona State University, Tempe AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Investigations of Environmental Effects on Freeway Acoustics (original: Environmental Measurements in support of traffic generated noise) PY - 2013/05//Final Report SP - 78p AB - The authors present a generalized terrain PE (GTPE) model for sound propagation in non-uniform terrain following the work of Sack and West (1995). Results for simplified terrain cases illustrate the new model’s capabilities and the effects of terrain in a neutral atmosphere. The model is extended by deriving a reflection scheme to account for two-way propagation. Thus, their model enables the study of backscatter from vertical terrain features and forward propagation of traffic noise in complex terrain. Future developments will extend the reflection scheme to terrain features with arbitrary angles. Future possibilities include coupling the sound model with flow calculation software to determine the flow response to terrain and the sound field response to perturbed flow. Additionally, the authors apply ARW-WRF v3.2’s new option of vertical nesting within the finest nest to a numerical experiment studying highway noise pollution in the Phoenix metropolitan area. This experiment was conducted for comparison on November 7, 2006, in Phoenix by Ovenden et al (2009). Vertical profiles with near-ground resolution finer than 20 m were extracted for input into a sound propagation model to produce forecasts of noise pollution from a highway line segment noise source. Vertical nesting improved the resolution of finer structures in the temperature and velocity profiles. Ovenden et al. (2009) previously demonstrated sensitivity of the resultant sound field within 600 m of the source to input effective sound speed vertical profiles, Ceff (z), in the lowest 300 m of the planetary boundary layer. Hence, resolution of such features is important when forecasting Ceff (z) for use in the highway noise propagation model. KW - Acoustics KW - Environmental impacts KW - Freeways KW - Noise KW - Noise control KW - Noise models UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ605(2).pdf UR - https://trid.trb.org/view/1252519 ER - TY - RPRT AN - 01484260 AU - Bakhshi, Mehdi AU - Laungrungrong, Busaba AU - Bonakdar, Aboozar AU - Mobasher, Barzin AU - Borror, Connie M AU - Montgomery, Douglas C AU - Arizona State University, Tempe AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Economical Concrete Mix Design Utilizing Blended Cements, Performance-Based Specifications, and Pay Factors PY - 2013/05//Final Report SP - 130p AB - This report showcases several new approaches of using materials science and structural mechanics to accomplish sustainable design of concrete materials. The topics addressed include blended cements, fiber-reinforced concrete (FRC), internal curing with lightweight aggregate, and statistical process control (SPC). Materials, methodologies, and test methods to enhance the performance and durability of concrete are addressed. Properties of pozzolans, blended cements, fly ashes, and other materials, along with proposed categories of high-performance concrete (HPC) mixtures using high-volume fly ash are briefly described. Early-age cracking and drying shrinkage are addressed in detail, as they both reduce load-carrying capacity and accelerate deterioration, resulting in increased maintenance costs and reduced service life. New developments in HPC materials using FRC are proposed, and it is shown that considerable cost savings can be realized by using fiber concrete mixtures. Internal curing techniques as a means of improving the quality of concrete using pre-soaked lightweight aggregate as an internal water supply were studied. The superior results of internally cured samples with lightweight aggregates, especially sintered bottom ash, indicate a great potential for using them in hot-weather concreting or when external curing is not possible. A new method for statistical data processing of concrete strength data also is presented. Technical tools were developed to improve performance-based specifications and statistical process control methods using cumulative sum (CUSUM) and exponentially weighted moving average (EWMA). Both of these approaches allow for process control and quality control (QC) monitoring of the materials. This report concludes with specifications for quality assurance (QA) and introduces quality measures as criteria for reducing the costs. KW - Admixtures KW - Blended cement KW - Concrete curing KW - Durability KW - Fiber reinforced concrete KW - Mix design KW - Performance based specifications KW - Properties of materials KW - Statistical process control UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ633.pdf UR - https://trid.trb.org/view/1252518 ER - TY - RPRT AN - 01483675 AU - Deaton, Scott L AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Geotechnical Information Database - Phase II PY - 2013/05//Final Project Report SP - 105p AB - The Louisiana Department of Transportation and Development (LADOTD) has been collecting geotechnical data for many years in a variety of different formats. Accessing these data and combining the data with new data for the purpose of design, analysis, visualization, and reporting are difficult because the data have been generated by disparate systems and stored as hard copies, scanned images, various digital formats, or other non-digital formats such as Microfilm. Essentially, there is no single system or repository nor an integrated, systematic approach for collecting, managing, reporting, archiving, and retrieving the vast amount of geotechnical data collected or generated by LADOTD each year. With advances in computing capabilities, software tools are now available that streamline the entire data management process from data collection through reporting, archiving, and map-based retrieval/reporting. Dataforensics, LLC created a plan to integrate and implement a customized data management system to fulfill the needs of LADOTD. This Enterprise Global Information System (GIS)-based Geotechnical Data Management System is comprised of various off -the-shelf software packages including PLog Enterprise, RAPID CPT, gINT, ArcGIS, and ArcGIS Server. It enables LADOTD to store geotechnical data in a consistent database format while improving the reliability and accessibility to key stakeholders. KW - Data management KW - Database management systems KW - Geographic information systems KW - Geotechnical engineering KW - Louisiana Department of Transportation and Development KW - Software packages UR - http://www.ltrc.lsu.edu/pdf/2013/FR_498_web.pdf UR - https://trid.trb.org/view/1251770 ER - TY - RPRT AN - 01483638 AU - Bevly, David AU - Farrell, Jay AU - Auburn University AU - University of California, Riverside AU - Federal Highway Administration TI - Vehicle Positioning, Navigation, and Timing: Leveraging Results from EAR Program-Sponsored Research PY - 2013/05//Summary Report SP - 28p AB - On November 20, 2012, at the Turner-Fairbank Highway Research Center (TFHRC) in McLean, VA, the Federal Highway Administration’s (FHWA) Exploratory Advanced Research (EAR) Program and Office of Operations Research and Development (R&D) convened a workshop to share information about the results of EAR Program-sponsored research on vehicle positioning and navigation. The workshop, titled “Vehicle Positioning, Navigation, and Timing: Leveraging Results From EAR Program-Sponsored Research,” was held to identify key government, industry, and academic audiences who would be interested in the results and how the EAR Program can assist in connecting the audiences with the results. It provided an opportunity to discuss potential follow on applied areas of research in addition to addressing continued fundamental research gaps that still need to be resolved to provide dependable, precise, and commercially affordable positioning and navigation for roadways. KW - Automobile navigation systems KW - Geographic information systems KW - Global Positioning System KW - Inertial navigation systems KW - Intelligent transportation systems KW - Mapping KW - Vehicle positioning systems UR - http://www.fhwa.dot.gov/advancedresearch/pubs/13052/13052.pdf UR - https://trid.trb.org/view/1252314 ER - TY - RPRT AN - 01483635 AU - Federal Highway Administration TI - Creating Productive Roadways: Developing an Advanced Energy Production, Storage, and Distribution System PY - 2013/05 SP - 2p AB - Renewable electric power production could reduce highway maintenance and operating costs and provide backup for critical systems during power outages. Using the public right-of-way and roadway infrastructure as a source for energy production, storage, and distribution is the goal of “A Roadway Wind/Solar Hybrid Power Generation and Distribution System: Towards Energy–Plus Roadways,” a Federal Highway Administration (FHWA) Exploratory Advanced Research (EAR) Program study awarded to the University of Nebraska–Lincoln. KW - Electric power generation KW - Electric power transmission KW - Energy storage systems KW - Highways KW - Renewable energy sources KW - Right of way (Land) UR - http://www.fhwa.dot.gov/advancedresearch/pubs/12063/12063.pdf UR - https://trid.trb.org/view/1252316 ER - TY - RPRT AN - 01483480 AU - Gardoni, Paolo AU - Pagnotta, Alex D AU - Huang, Qindan AU - Trejo, David AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Concrete Structures Affected by Alkali-Silica Reaction and Delayed Ettringite Formation: Part 2 PY - 2013/05 SP - 128p AB - This report details the results of a comprehensive research project aimed at evaluating the potential use of non-destructive testing (NDT) to assess structures affected by Alkali-Silica Reaction (ASR) and/or Delayed Ettringite Formation (DEF). This project was a collaborative effort between the University of Texas at Austin and Texas A&M University (TAMU). The results presented in this report are those obtained by the team at TAMU. Available data on the performance of large-scale samples exhibiting ASR and/or DEF are presented, and the analysis of these data shows that steel-concrete bond is affected by ASR/DEF. Multiple techniques for assessing the steel-concrete interface are presented, and the impact-echo method is selected for further study. A small-scale laboratory experiment using impact-echo shows that this technique has the potential to detect ASR/DEF-induced defects at the steel-concrete interface. The application of impact-echo to large-scale samples with ASR yields inconclusive results, and further work is needed to determine if impact-echo can be used to assess the steel-concrete interface of ASR/DEF-affected field structures KW - Alkali silica reactions KW - Bond strength (Materials) KW - Concrete structures KW - Deterioration KW - Ettringite KW - Impact echo tests KW - Nondestructive tests KW - Reinforcing steel KW - Structural analysis KW - Texas UR - https://trid.trb.org/view/1251985 ER - TY - SER AN - 01483381 JO - TechBrief PB - Federal Highway Administration TI - Pavement Remaining Service Interval PY - 2013/05 SP - 4p AB - This document is a technical summary of the Federal Highway Administration reports, "Reformulated Pavement Remaining Service Life Framework" (FHWA-HRT-13-038) and "Pavement Remaining Service Interval Implementation Guidelines" (FHWA-HRT-13-050). At the heart of pavement management decisions is the prediction of future construction events; however, many issues exist with the current remaining service life (RSL) terminology. The major source of uncertainty is the use of the term “life” to represent different points in the construction timeline. The path to consistency involves adopting terminology of time remaining until a defined construction treatment is required (i.e., RSL is replaced by remaining service interval (RSI)). The term RSI has the ability to unify the outcome of different approaches for determining needs by focusing on when and what treatments are needed as well as the service interruption created. This TechBrief introduces the RSI concept and its implementation process. KW - Definitions KW - Maintenance management KW - Pavement management systems KW - Pavement performance KW - Remaining service interval KW - Service life UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/13039/13039.pdf UR - https://trid.trb.org/view/1251700 ER - TY - SER AN - 01483374 JO - TechBrief PB - Federal Highway Administration TI - Curl and Warp Analysis of the LTPP SPS-2 Site in Arizona PY - 2013/05 SP - 6p AB - This document is a technical summary of the Federal Highway Administration (FHWA) report "Curl and Warp Analysis of the LTPP SPS-2 Site in Arizona" (FHWA-HRT-12-068). Variability in the roughness levels of jointed portland cement concrete (PCC) pavements can often be observed over short periods of time. This study demonstrated specialized analyses for quantifying the effect of curl and warp on the roughness of jointed PCC pavements using profile data from the Long-Term Pavement Performance (LTPP) Specific Pavement Studies (SPS)-2 site in Arizona. The study sought to quantify and explain changes in the International Roughness Index (IRI) observed over time on the LTPP SPS-2 site in Arizona using methods that were applied to other sites. The study analyzed the profiles in detail by calculating their IRI values, examining the spatial distribution of roughness within them, viewing them with post-processing filters, and examining their spectral properties. The study also attempted to relate changes in IRI over time to design variables, maintenance history, and observations of distress. Traditional profile analyses revealed roughness caused by transverse and longitudinal cracking as well as some localized roughness caused by built-in defects on some test sections. However, the analyses showed that curl and warp contributed to, and in some cases dominated, the roughness on many test sections. In addition, roughness did not increase steadily with time because of diurnal and seasonal changes in slab curl and warp. KW - Arizona KW - Concrete pavements KW - Curling (Pavements) KW - International Roughness Index KW - Long-Term Pavement Performance Program KW - Roughness KW - Specific Pavement Studies (LTPP) KW - Warpage UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/13040/13040.pdf UR - https://trid.trb.org/view/1251701 ER - TY - SER AN - 01483373 JO - TechBrief PB - Federal Highway Administration TI - Guidelines for Sampling, Assessing, and Restoring Defective Grout in Prestressed Concrete Bridge Post-Tensioning Ducts PY - 2013/05 SP - 6p AB - This document is a technical summary of the Federal Highway Administration report, "Guidelines for Sampling, Assessing, and Restoring Defective Grout in Prestressed Concrete Bridge Post-Tensioning Ducts" (FHWA-HRT-13-028). The objectives of this study were to provide recommended guidance for grout sampling, testing, data analysis, and interpretation of results and to propose courses of action by State transportation departments where grout deficiencies are identified. Grout is a cementitious material typically used to provide corrosion protection to the prestressing strands used in post-tensioned (PT) concrete bridges. Based on collected information and data analysis, State transportation departments can evaluate if grout deficiencies are present in the tendons of their PT bridges and determine the significance of those deficiencies. Durability concerns associated with PT tendons were raised as early as 1999. Tendon failures were seen in some PT bridges as a result of strand corrosion due to the collection of bleed water in grout voids at tendon profile locations like anchorages and crest areas. While the development of prepackaged thixotropic grout was thought to provide a solution to the bleed water problem, corrosion-caused tendon failures on relatively new PT bridges have occurred, and the forensic studies performed to-date have revealed separation and segregation of grout materials as well as the presence of soft material, free water, and high chloride, and sulfate content in some instances. Consequently, it is important to examine the overall quality of materials and construction for some in-place grouts in existing PT bridges. The product of this study is a guide for State transportation departments to employ in sampling in-place grouts from tendons in PT bridges. KW - Corrosion protection KW - Grout KW - Guidelines KW - Posttensioning KW - Prestressed concrete bridges KW - Sampling KW - State departments of transportation KW - Tendons (Materials) UR - http://www.fhwa.dot.gov/publications/research/infrastructure/bridge/13027/13027.pdf UR - https://trid.trb.org/view/1251705 ER - TY - RPRT AN - 01483074 AU - Lajnef, Nizar AU - Chatti, Karim AU - Chakrabartty, Shantanu AU - Rhimi, Mohamed AU - Sarkar, Pikul AU - Michigan State University, East Lansing AU - Federal Highway Administration TI - Smart Pavement Monitoring System PY - 2013/05//Final Report SP - 150p AB - This report describes the efforts undertaken to develop a novel self-powered strain sensor for continuous structural health monitoring of pavement systems under the Federal Highway Administration. Efforts focused on designing and testing a sensing system that consists of a novel self-powered wireless sensor capable of detecting damage and loading history for pavement structures. The developed system is based on the integration of a piezoelectric transducer with an array of ultra-low power floating gate computational circuits. A miniaturized sensor was developed and tested. The sensor is capable of continuous battery-less monitoring of strain events integrated over the occurrence duration time. The work conducted under this project resulted in the following: A. The development of a sensor that has the following attributes: (1) Self-powered, continuous, and autonomous sensing; (2) autonomous computation and non-volatile storage of sensing variables; (3) small size such that it can be installed using existing installation procedures that are accepted by State highway agencies and will not constitute a major disruption to current practices; (4) wireless communication to eliminate the need for embedding wires in the pavement structure and the use of fixed data acquisition systems on the side of the road; (5) robustness to withstand harsh loading and environmental conditions during initial construction and throughout the life of the pavement; and (6) the ability of integration in large-scale sensor networks. B. The manufacturing of the sensor electronics and the characterization of their basic functionalities in a laboratory setting. C. The design and characterization of the self-powering scheme based on piezoelectric transduction. D. The design and testing of a robust packaging system to withstand loading and environmental conditions for field implementation. E. The development of a sensor-specific data interpretation algorithm for predicting remaining fatigue life of a pavement structure using cumulative limited compressed strain data stored in the sensor memory. KW - Fatigue (Mechanics) KW - Pavement maintenance KW - Pavement management systems KW - Pavement performance KW - Smart sensors KW - Strain (Mechanics) KW - Structural health monitoring UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/12072/12072.pdf UR - https://trid.trb.org/view/1251704 ER - TY - RPRT AN - 01483045 AU - Finley, Melisa D AU - Ullman, Gerald L AU - Miles, Jeffrey D AU - Pratt, Michael P AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Studies to Assess the Impact of Nighttime Work Zone Lighting on Motorists PY - 2013/05//Technical Report SP - 84p AB - This report describes the methodology and results of analyses performed to assess the impact of work zone lighting on motorists. Field studies were conducted to provide insight into how drivers’ eyes react to typical temporary work zone lighting configurations in Texas compared to standard lighting situations (i.e., no lighting and standard fixed lighting). Researchers also conducted closed-course studies to evaluate the impact of various work zone lighting scenarios upon the ability of drivers to detect low-contrast objects (e.g., debris) and workers. The findings from these studies, as well as information from a literature review and review of other state agency specifications, were used to develop work zone lighting guidelines for nighttime operations that considered both worker and motorist needs. KW - Automobile drivers KW - Field studies KW - Guidelines KW - Highway safety KW - Lighting KW - Methodology KW - Night visibility KW - Texas KW - Work zone safety KW - Work zones UR - http://tti.tamu.edu/documents/0-6641-1.pdf UR - https://trid.trb.org/view/1251708 ER - TY - RPRT AN - 01482458 AU - Zornberg, Jorge AU - Armstrong, Christian AU - Plaisted, Michael AU - Walker, Trevor M AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Swelling of Highly Plastic Clays Under Centrifuge Loading PY - 2013/05 SP - 10p AB - This document details the steps taken to test compacted soil under centrifuge loading. Steps described include: soil preparation, permeameter cup preparation, soil sample compaction, permeameter cup assembly, seating load and compression cycles, and test termination. KW - Centrifuges KW - Compacted soils KW - Permeameters KW - Swelling UR - http://library.ctr.utexas.edu/ctr-publications/5-6048-01-P2.pdf UR - https://trid.trb.org/view/1251113 ER - TY - RPRT AN - 01482298 AU - Kockelman, Kara AU - Fagnant, Dan AU - Nichols, Brice AU - Boyles, Steve AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Project Evaluation Toolkit (PET) for Abstracted Networks: Final Implementation Report PY - 2013/05//Technical Report SP - 44p AB - This report summarizes the research completed for Texas Department of Transportation (TxDOT) Project No. 5-6235-01 and discusses the implications and future applications of the work. This project extended the capabilities of the Project Evaluation Toolkit (PET), while introducing the software to a large network of potential users across the state of Texas. The research team provided multiple training and demonstration sessions in various locations, garnering interest and feedback from the staff of metropolitan planning organizations (MPO) and other agencies. Multiple case studies were produced on various metro-area networks, providing additional resources for demonstrating the Toolkit’s capabilities and creating “tutorials” for teaching PET to new users. Along with these analyses, the research team gathered feedback from presentation attendees, which helped shape further development of the Toolkit by refining features and developing new capabilities. KW - Case studies KW - Construction projects KW - Evaluation KW - Highway projects KW - Metropolitan areas KW - Software KW - Texas UR - http://library.ctr.utexas.edu/ctr-publications/5-6235-01-1.pdf UR - https://trid.trb.org/view/1250798 ER - TY - RPRT AN - 01482288 AU - Zhang, Zhanmin AU - Murphy, Michael R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - A Web-Based Pavement Performance and Maintenance Management and GIS Mapping System for Easy Access to Pavement Condition Information: Final Report PY - 2013/05 SP - 15p AB - State Departments of Transportation, including the Texas Department of Transportation (TxDOT), have long been moving towards the development and implementation of pavement management systems that would enable monitoring of the performance of their roadways, as well as assist transportation officials with maintenance budget allocation and planning decisions. Various past attempts focused on using the available performance databases as well as state-of-the-art concepts for the development of such systems. Texas’s unique characteristics, the most predominant of which is the vast size of the managed pavement network—79,696 centerline miles of highways including 49,829 bridges—have made some of the decision support models and/or algorithms a challenge to implement. This report presents a new approach to the development of such a decision-support system with its focus on maintenance management for TxDOT. The new system is web-based and provides functional capabilities that allow transportation officials and engineers to make informed decisions regarding their budget planning and budget allocation for pavement maintenance management, fully utilizing available historical data. The developed system has been successfully pilot-tested in TxDOT’s Dallas District. KW - Budgeting KW - Decision support systems KW - Maintenance management KW - Pavement management systems KW - Texas KW - Texas Department of Transportation UR - http://library.ctr.utexas.edu/ctr-publications/5-9035-01-P1.pdf UR - https://trid.trb.org/view/1250799 ER - TY - RPRT AN - 01482284 AU - Moses, Ren AU - Mtoi, Enock AU - FAMU-FSU College of Engineering AU - Florida Department of Transportation AU - Federal Highway Administration TI - Evaluation of Free Flow Speeds on Interrupted Flow Facilities PY - 2013/05//Final Report SP - 65p AB - The efficacy of the Florida Department of Transportation (FDOT) simple model of predicting segment free flow speed by adding 5 miles per hour (mph) to the posted speed limit was compared to the performance of the new 2010 Highway Capacity Manual (HCM 2010) procedure which predicts free flow speed using posted speed limit and eight additional variables, i.e., the proportion of segment length with restrictive median, the proportion of segment with curb on the right-hand side, the number of access point approaches on the right side in the subject direction of travel, the number of access point approaches on the right side in the opposing direction of travel, the segment length, the width of the signalized intersection, the number of through lanes, and the distance between intersections. One-year speed data from 84 traffic monitoring sites located on interrupted flow facilities with speed limit ranging from 25 mph to 55 mph were used in the study. In addition, 3-day speed data were collected from 20 sites in the City of Tallahassee. Field mean free flow speed was determined for each analysis segment as well as the above geometric and traffic attributes required by HCM 2010 to predict free flow speed. The analyses were conducted separately for major arterial segments and for minor arterial segments. The comparison of the performance of the HCM 2010 and the FDOT free flow speed prediction models using root mean square error (RMSE) and the coefficient of determination (R-squared) showed that the FDOT simple formula of determining free flow speed performed better than HCM 2010 procedure which requires nine input variables to predict free flow speed. In both principal arterials and minor arterials, the HCM 2010 methodology under-predicted free flow speed when field estimated free-flow speed was higher than 40 mph. Consequently, the use of free flow speed predicted by the HCM 2010 model in level of service (LOS) analysis in some cases produced lower LOS compared to the use of field measured free flow speed. KW - Arterial highways KW - Florida KW - Free flow speeds KW - Highway Capacity Manual 2010 KW - Interrupted flow KW - Level of service KW - Mathematical models KW - Tallahassee (Florida) UR - http://www.fdot.gov/research/Completed_Proj/Summary_PL/FDOT-BDK83-977-18-rpt.pdf UR - https://trid.trb.org/view/1251062 ER - TY - RPRT AN - 01482128 AU - Theiss, LuAnn AU - Bligh, Roger AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Worker Safety During Operations with Mobile Attenuators PY - 2013/05//Technical Report SP - 70p AB - While most transportation agencies are very familiar with truck-mounted attenuators, trailer-mounted attenuators are increasing in popularity. There is a concern for the level of protection that attenuators provide for workers when they are mounted on trailers compared to trucks. This research evaluated and compared the level of protection provided to workers by truck-mounted and trailer-mounted attenuators. No crash testing was conducted; instead, the researchers used existing crash test report data for the comparison. The researchers found that the use of heavier support vehicles for these mobile attenuators provided better protection for workers and recommend that TxDOT maintains the current policy of requiring 20,000 lb support vehicles, regardless of attenuator type. In addition, the researchers found that the concern of trailermounted attenuators swinging around may not be justified, given that post-impact trajectories of the impacting vehicles are similar to those reported during truck-mounted attenuator impact testing. KW - Crash cushions KW - Impact tests KW - Temporary barriers KW - Texas KW - Trailer swing KW - Trailers KW - Truck mounted attenuators KW - Work zone safety KW - Work zones UR - http://tti.tamu.edu/documents/0-6707-1.pdf UR - https://trid.trb.org/view/1250683 ER - TY - RPRT AN - 01482126 AU - Estakhri, Cindy AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Improving DMS 9210 Requirements for Limestone Rock Asphalt: Year One Interim Report PY - 2013/05//Technical Report SP - 74p AB - Limestone Rock Asphalt (LRA) mixtures have been produced and placed for several decades using specification requirements currently listed under Texas Department of Transportation Departmental Materials Specification (DMS) 9210. Several Districts have had placement issues and premature failures at the beginning of 2010. These issues and failures have been attributed to material properties. Requirements for DMS 9210 have not changed for several years and need to be evaluated to possibly produce a higher quality material to reduce the occurrence of premature failures and to minimize placement issues. The objectives of the study are to (1) evaluate specification requirements of Item 330 and DMS 9210; (2) conduct field evaluations and lab testing to determine workability and acceptability as stockpile material for use as needed in pavement maintenance; and (3) consider improvements to the specification requirements to ensure an acceptable and workable stockpile material for up to 6 months. Twenty eight test patches were constructed around the state but none of the performance problems seen in 2010 were observed in the test sections. A review of production data indicates that one of the suppliers made some significant changes to the flux oil content during the time when the 2010 performance problems were noted. Tests have been identified in this Year One study which may be better indicators of LRA field performance. These tests are being fully explored in Year Two to determine their sensitivity to flux oil content and type. KW - Asphalt mixtures KW - Asphalt rock KW - Field tests KW - Flux oil KW - Limestone KW - Pavement maintenance KW - Pavement performance KW - Performance based specifications KW - Properties of materials KW - Texas UR - http://tti.tamu.edu/documents/0-6686-1.pdf UR - https://trid.trb.org/view/1250682 ER - TY - RPRT AN - 01481640 AU - Zimmer, Richard AU - Fernando, Emmanuel AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Skid Measurements Used by TxDOT PY - 2013/05//Technical Report SP - 108p AB - Accurate estimates of wet roadway friction are critical to the safety of the traveling public, project selection, and for managing the wet weather accident reduction program. Currently, Texas is the only state that uses a one-channel, torque-type wheel transducer to measure the drag force. The Texas Department of Transportation (TxDOT) uses the measured horizontal drag force and the computed value of the dynamic vertical wheel load to determine the skid number from its ASTM E274 friction measurement system. This research project evaluated TxDOT’s existing method for measuring pavement surface friction. Given the differences found in skid measurements from tests conducted to compare one- and two-channel locked-wheel skid systems, researchers investigated options for improving TxDOT’s current friction measurement method, particularly on nontangent sections where inertial loading effects were found to be most pronounced. Measuring the dynamic vertical test wheel load was the primary focus of this investigation. In addition, researchers investigated improvements that could enhance the overall operation of the TxDOT skid measurement systems and reduce maintenance costs. Researchers recommend that TxDOT convert its current fleet of one-channel locked-wheel skid trailers to two-channel systems that provide direct measurement of vertical load and consider purchasing at least one fixed-slip system to support project-level forensic investigations. KW - Friction KW - Friction tests KW - Measuring methods KW - Skidding KW - Testing equipment KW - Texas Department of Transportation KW - Wet weather KW - Wheel loads UR - http://tti.tamu.edu/documents/0-6619-1.pdf UR - https://trid.trb.org/view/1250294 ER - TY - RPRT AN - 01481635 AU - Persad, Khali R AU - Harrison, Rob AU - Khwaja, Nabeel AU - Loftus-Otway, Lisa AU - Kim, Dae Young AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Assessment of TxDOT Staffing for Project Development and Construction, and Project Backlog Analysis PY - 2013/05//Technical Report SP - 153p AB - The objective of the work documented in this report was to examine full-time-equivalent (FTE) staffing needs for Texas Department of Transportation (TxDOT) project development and construction, and analyze needs for backlogging projects, i.e., preparing construction plans in advance and keeping them at the ready for possible construction funding in the future. As TxDOT developed its long-term project development plans (PDP-2012 and PDP-2013), the research team provided support to the respective TxDOT task forces. In fiscal year (FY) 2011, the research team examined FTE needs for TxDOT project development and construction, and began to analyze needs for backlogging projects. In FY 2012 this work was continued to complete analyses requested by TxDOT as a result of additional complexities identified during development of PDP-2012, and to address changes in funding enacted by the 82nd Texas Legislature. KW - Construction projects KW - Development KW - Programming (Planning) KW - Project management KW - Selection and appointment KW - Texas Department of Transportation UR - http://library.ctr.utexas.edu/ctr-publications/0-6581-CT-5.pdf UR - https://trid.trb.org/view/1250553 ER - TY - RPRT AN - 01481629 AU - Persad, Khali R AU - Harrison, Rob AU - Khwaja, Nabeel AU - Loftus-Otway, Lisa AU - Kim, Dae Young AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - RTI Special Studies for TxDOT Administration in FY 2012 PY - 2013/05//Technical Report SP - 135p AB - This research project was established by Texas Department of Transportation's (TxDOT’s) Research and Technology Implementation Office to address special studies required by the department’s Administration during FY 2012. Three tasks were completed and are documented. These three tasks were Task 12: Assessment of TxDOT FTEs for Project Development and Construction, and PS&E Backlog Analysis-Continuation; Task 13: Assessment of durations and staffing needs for environmental approvals; and Task 14: Development of a spreadsheet based model of S101 staffing needs for use by the TxDOT Modernization Team. KW - Development KW - Project management KW - Research projects KW - Selection and appointment KW - Spreadsheets KW - Texas Department of Transportation UR - http://library.ctr.utexas.edu/ctr-publications/0-6581-CT-4.pdf UR - https://trid.trb.org/view/1250555 ER - TY - RPRT AN - 01481255 AU - Wang, Li AU - Kolahdoozan, Sami AU - Seedah, Dan AU - Leite, Fernanda AU - Machemehl, Randy B AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Worker Safety in Very Short Duration Work Zone Operations: State of Practice and Risk Management Process PY - 2013/05//Technical Report SP - 125p AB - Very short duration maintenance operations (VSDOs) last for 15 minutes or less and usually involve operations such as removing an object from the roadway (either on the pavement or adjacent shoulder) or pothole patching. These activities have the potential to interrupt traffic flow and can pose a safety risk for both workers and drivers. Specific guidance for VSDOs is undocumented and workers tend to use their own judgment in making critical time sensitive decisions. Identifying risk factors in VSDOs helps maintenance workers better judge the immediate conditions and make more informed decisions on whether to conduct an operation as a VSDO or not. This study sought to define a VSDO and identify typical VSDOs. In addition, this study identified risk factors that maintenance workers may face during VSDOs. Moreover, this study prepared a list of technologies and methods for minimizing risk to workers in VSDOs. This study also presented a risk management process that enables maintenance workers to identify work zone hazards for VSDOs and improve their judgment about work zone conditions and hazards. Multiple scenarios illustrating the risks were presented, and related safety recommendations were also discussed. KW - Highway maintenance KW - Maintenance personnel KW - Maintenance practices KW - Occupational safety KW - Risk management KW - Short duration maintenance operations KW - State of the practice KW - Texas KW - Time duration KW - Work zone safety KW - Work zones UR - http://library.ctr.utexas.edu/ctr-publications/0-6640-1.pdf UR - https://trid.trb.org/view/1250185 ER - TY - ABST AN - 01495366 TI - Estimation of Low Temperature Properties of RAP Binder without Extraction AB - The main objective of this research project is to determine if an alternate extraction method would be a viable way to test recycled asphalt pavement (RAP) mixtures to predict potential for pavement failures in the mix designs prior to acceptance in South Carolina Department of Transportation (SCDOT) projects. KW - Asphalt mixtures KW - Failure KW - Low temperature KW - Mix design KW - Pavement distress KW - Recycled materials KW - South Carolina 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/1264968 ER - TY - ABST AN - 01499766 TI - High Performance Computational Fluid Dynamics (CFD) Modeling Services for Highway Hydraulics AB - The objective of these pooled funds study is to provide research and analysis for a variety of highway hydraulics projects managed or coordinated by State Departments of Transportation (DOTs); to provide and maintain a high performance Computational Fluid Dynamics (CFD) computing environment for application to highway hydraulics infrastructure and related projects; and to support and seek to broaden the use of CFD among State Department of Transportation employees. KW - Employees KW - Fluid dynamics KW - Hydraulics KW - Research KW - State departments of transportation UR - http://www.pooledfund.org/Details/Study/515 UR - https://trid.trb.org/view/1278173 ER - TY - ABST AN - 01479211 TI - Computer-Based, Self-Operating Training System on Anti-Icing/Road Weather Information Systems (AI/RWIS) AB - Anti-icing and road weather information systems (AI/RWIS) were new tools developed by the Strategic Highway Research Program designed to improve the efficiency of winter storm maintenance operations and as a result, improve highway safety. Because these were new concepts, standard training programs for all levels of AI/RWIS users were not available. This project coordinated and leveraged several individual training and education initiative into one consistent training program for AI/RWIS. KW - Anti-icing KW - Computer aided instruction KW - Road weather information systems KW - Training programs KW - Winter maintenance UR - http://www.pooledfund.org/Details/Study/4 UR - https://trid.trb.org/view/1248215 ER - TY - ABST AN - 01479207 TI - Guidance for Implementation of the AASHTO Strategic Highway Safety Plan, Phase 3 AB - The objective of this project was to develop and validate guidance documents to assist state and local agencies with reducing fatalities in target areas. KW - American Association of State Highway and Transportation Officials KW - Fatalities KW - Guidelines KW - Highway departments KW - Highway safety KW - Strategic planning KW - Traffic crashes UR - http://www.pooledfund.org/Details/Study/285 UR - https://trid.trb.org/view/1248211 ER - TY - ABST AN - 01549572 TI - Research Program Design---Administration of Highway and Transportation Agencies. State DOT Administration of Local Road Safety Aid AB - The objectives of this research were to (a) describe how departments of transportation (DOTs) organize themselves to administer programs to enhance safety on local roads and (b) assess the performance of alternative organizational strategies. The research report is intended to inform American Association of State Highway and Transportation Officials (AASHTO) and DOT leadership on issues and options for effective DOT administration of local road safety aid. The research entailed a survey of how state agencies administer local road safety aid, including where responsibility is assigned, support for leadership and authority, technical capability and expertise, and how program performance is assessed and reported. KW - American Association of State Highway and Transportation Officials KW - Evaluation and assessment KW - Highway safety KW - Performance measurement KW - Safety programs KW - State departments of transportation KW - Strategic planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3479 UR - https://trid.trb.org/view/1339726 ER - TY - ABST AN - 01548177 TI - Guidebook for Selecting and Implementing Sustainable Highway Construction Practices AB - A number of state departments of transportation (DOTS) and the Federal Highway Administration (FHWA) 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 (NCHRP Report 708: A Guidebook for Sustainability Performance Measurement for Transportation Agencies, TRB, 2011). Under pressure from diminishing natural and economic and natural resources, ". . . using sustainable approaches in transportation will allow us to continue to enhance quality of life and serve the transportation needs of the present without compromising the ability of future generations to meet their needs" (Federal Highway Administration's Sustainable Highways Self-Evaluation Tool INVEST. Significant progress has been made on developing and applying sustainability rating and scoring systems that apply to the continuum of a department of transportation's (DOT's) programs and activities, with most of the emphasis placed on decision making during the planning, programming, and design phases of a highway construction project. Relatively little progress, however, has been made on determining how sustainability can be integrated into highway construction means and methods.In the building construction industry, materials, means, and methods have been brought together under the common umbrella of the U.S. Green Building Council's LEED certification program. (The American Association of State Highway and Transportation Official's (AASHTO's) Center for Environmental Excellence lists numerous resources devoted to all aspects of sustainability, but few deal explicitly with construction means and methods. The Green Highways Partnership promotes a system called Greenroad™ that contains construction elements but is predominately focused on design. The New York State DOT's "GreenLITES" program is a comprehensive effort but with a focus on planning and design. The Ontario Ministry of Transportation currently uses a program called "GreenPave" that includes construction means and methods but is limited to pavement projects. There are other rating systems, including FHWA's INVEST that give limited attention to construction means and methods. Research is needed to identify sustainable highway construction practices for transportation projects, and to provide guidance on how to evaluate the effectiveness of these practices during construction. The objective of this research is to identify effective sustainability practices that can be implemented during the construction of highway projects and prepare a guidebook that can be used by 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 guidance on how to evaluate the relative costs and benefits of implementing various sustainability practices during construction. KW - Construction management KW - Greenroads (Rating system) KW - Handbooks KW - Ratings KW - Road construction KW - State departments of transportation KW - Sustainable development UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3402 UR - https://trid.trb.org/view/1335814 ER - TY - ABST AN - 01543758 TI - Research for the AASHTO Standing Committee on Public Transportation. Task 52. Selected Indirect Benefits of State Investment in Public Transportation AB - In order to expedite project delivery, reduce grantee costs, and better align the highway and transit project approval processes, states are looking for opportunities to accelerate the transit project approval process. The preliminary focus of states to date has been to work towards separating the process between routine and recurring state of good repair activities (replacement of buses and, preventive maintenance, facility components and other transit related equipment) from activities requiring extensive federal review (facility construction, other activities requiring National Environmental Policy Act (NEPA)). There is considerable interest on the part of the public transportation section of the state department of transportation (DOT) in exploring alternative forms of grant approval processes that would accelerate the process for seeking approval of transit projects and their potential benefits. The objective of this research is to produce a document that: (1) describes the technical limitations, administrative barriers and/or legal restrictions of the Federal Transit Authority's (FTA's) current project approval process; and (2) describes the benefits and limitations to alternative grant approval processes improvements/changes. KW - Grant aid KW - Investments KW - Programming (Planning) KW - Public transit UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3621 UR - https://trid.trb.org/view/1331865 ER - TY - ABST AN - 01543707 TI - Research for the AASHTO Standing Committee on Planning. Task 120. Snapshots of Planning Practices AB - The National Cooperative Highway Research Program (NCHRP) Project 08-36 was established to provide a flexible, ongoing program of quick-response research for the American Association of State Highway and Transportation Officials (AASHTO) Standing Committee on Planning (SCOP). SCOP wishes to create a mechanism and process based on survey research to quickly gather information about various current planning practices and innovations on topics that are of current interest to SCOP and to make that information conveniently available to the SCOP membership and others in the transportation planning community. The objective of this research is to produce snapshots of planning practices (Snapshots) that contain relevant information in the form of brief, compact, and concise summaries of current and/or innovative transportation planning practices currently in use in the U.S. that transportation agencies can use help them improve their own practices and results. Snapshot topics may occur within a variety of contexts such as practical solutions to current technical challenges, responses to legislation or administrative rules, organizational designs used by agencies to accomplish their work, means of influencing agency decisionmaking, etc. Snapshot topics will be selected periodically by the NCHRP 08-36 project panel. KW - Decision making KW - Information management KW - Policy, legislation and regulation KW - Technology assessment KW - Transportation departments KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3525 UR - https://trid.trb.org/view/1331743 ER - TY - ABST AN - 01577463 TI - Transportation System Performance Measurement Using Loop Signature Amplifiers (102-FH2-009) SBIR Phase II AB - Phase II: (1) Developed basic simulation model based on open published algorithms and papers. (2) Developed C++ project to share data between operating programs. (3) Develop a server client architecture for programs. A phase II has been awarded. (4) Develop a database architecture for input output streams. (5) Develop architecture for handling multiple turning and auxiliary lanes. (6) Added linkage to coordinate cumulative and time interval measures of effectiveness  with graphical files. KW - Algorithms KW - Auxiliary lanes KW - Coordination KW - Loops (Control systems) KW - Performance measurement KW - Small Business Innovation Research (SBIR) KW - Turning traffic UR - https://trid.trb.org/view/1370725 ER - TY - RPRT AN - 01492325 AU - Rehbein, Jennifer AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Flame Hardened Snow Plow Blades PY - 2013/04/15/Final Report SP - 4p AB - Underbody plows and High Speed Ice Blades are an integral part of clearing Iowa roads of snow and ice during winter operations. Changing these blades requires crews to suspend plowing operations and return to the garage decreasing time spent clearing roads and increasing workplace hazards. A blade with a longer lifespan is desired. The Iowa Department of Transportation is determining if using plow blades that have been flame hardened increases longevity of use over the Department's current underbody plow blades that are oven baked. This would reduce downtime and employee exposure to workplace hazards and increase productivity per dollar spent. KW - Blades (Machinery) KW - Flame hardening KW - Service life KW - Snow and ice control KW - Snowplows KW - Winter maintenance UR - http://www.iowadot.gov/research/reports/Year/2013/fullreports/Flame%20Hardened%20Snow%20Plow%20Blades.pdf UR - https://trid.trb.org/view/1261139 ER - TY - RPRT AN - 01483670 AU - Senadheera, Sanjaya P AU - Henderson, Rod AU - Surles, James G AU - Lawson, William D AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Implementing the Ultra-High Pressure Water Cutter for Roadway Maintenance Applications: Final Report PY - 2013/04/15/Final Report SP - 385p AB - This research project was designed to conduct a systematic evaluation of the ultra-high pressure (UHP) water cutter as a pavement preservation tool for treatment of flushed, seal-coat surfaced pavements in Texas. Relative to treatment effectiveness, comparison of pre- and post-treatment data from multiple sets of friction and texture tests collected from 14 sites located in four climatic regions in Texas indicates that the UHP water cutting treatment achieved an average increase in pavement texture of about 200%, and an average increase in friction of about 135%. Treatment durability was evaluated in terms of the survivability and life expectancy of pavement texture and friction values achieved at treatment. Relative to survivability, pavement texture and friction values were at or above the desirable threshold for seven of 13 sites upon completion of monitoring, and values were at or above the maintenance threshold for 12 of 13 sites. Relative to life expectancy, predictive models indicate that the improvement in pavement texture and friction achieved by UHP water cutting will last one or more years at 90% of the test sites, and for 40% of the test sites, the treatment may last four or more years. Relative to production considerations associated with the UHP water cutter treatment process, a direct comparison of unit cost data for UPH water cutting versus the unit costs of other maintenance functions currently used to treat flushed pavements in Texas indicates that UHP water cutting can provide cost savings of 25% to 77%, typically 41%. Overall, the findings from this implementation study offer a reasonably positive view about UHP water cutting as a roadway maintenance tool for Texas roads. KW - Bleeding (Pavements) KW - Costs KW - Cutting tools KW - Durability KW - Friction tests KW - Highway maintenance KW - Pavement maintenance KW - Seal coats KW - Texas KW - Texture KW - Water pressure UR - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/5-5230-01-2-2.pdf UR - https://trid.trb.org/view/1252325 ER - TY - ABST AN - 01547637 TI - Research for AASHTO Standing Committee on Highways. Task 340. National Training: Challenges and Opportunities AB - The project is complete. The project identified (1) the issues and challenges faced by highway agencies related to training of workforce, (2) the opportunities that exist to address these issues and challenges, and (3) ideas and action items that, if pursued, would improve national training opportunities. This information was developed based on the input provided by the participants of a 2-day special meeting that included several members of the American Association of State Highway and Transportation Officials (AASHTO) Highway Subcommittees on Maintenance, Materials, and Construction; academics; consultants; the Federal Highway Administration; and the Transportation Research Board. The report on this project has been provided to AASHTO staff and it is now available on the AASHTO Highway Subcommittee on Maintenance website. KW - Challenges (Impediments) KW - Labor force KW - Maintenance KW - Training KW - Workshops UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3388 UR - https://trid.trb.org/view/1335190 ER - TY - ABST AN - 01543610 TI - Research for the AASHTO Standing Committee on Public Transportation. Task 53. Independent Cost Estimates for Design and Construction of Rural and Small Urban Transit Facilities AB - The Federal Transit Administration (FTA) requires that all state agencies receiving federal funding for the design and construction of rural and small urban transit facilities submit independent cost estimates from their sub-recipients for both design and construction as part of the application and grant implementation process. There appears to be no local or national standard methodology or criteria for developing independent cost estimates associated with the design or construction of these types of transit facilities at the application stage. This could be attributed to the following any or all of the following reasons: (1) Very little or no research has been performed on tracking and analyzing actual cost data to develop a methodology for determining theses costs because of the specialized and limited number of facilities of this type built in the United States. (2) It may not be appropriate to use uniform construction cost estimates, such as a price per square foot, to develop an independent cost estimate for the construction of a rural and small urban facility because facility costs are dependent on the type of amenities provided as well as other conditions including environmental issues and site conditions. Amenities vary between specialized equipment for vehicles, office space build out, inside rolling stock storage needs, and passenger comfort including indoor and outdoor waiting space, vendor space, and parking and drop off facilities. Sub-recipients may only be in the very early stages of project develop and may not have program or spatial requirements at the application stage. (3) Typical practice for other type of facility construction activity is to base design costs on a percentage of the estimated construction cost (e.g. 10% to 15%). And if there is not a good way to develop the independent cost estimate for construction cost, then the design estimate is open to uncertainty. Another way, although more difficult for state and sub-recipients with limited knowledge in this area, is to estimate the number of plan sheets needed to be produced and the hours and fee it takes to develop the plan sheets. It is not known if either way of estimating design costs is appropriate for rural and small urban transit facilities and if they would be accepted by FTA. (4) Design and construction prices can vary by region, for example, rural versus urban and construction method such as built on site or pre-engineered buildings. Additionally, many facilities are existing and will be renovated with additions built for expansion. The objective of this research is to develop guidance in preparing, and reviewing accurate independent design and construction cost estimates as a part of the FTA application and grant implementation process. This guidance is intended for use by the state transit agencies and their sub-recipients. KW - Construction of specific facilities KW - Cost estimating KW - Design KW - Government funding KW - Rural transportation KW - U.S. Federal Transit Administration KW - Urban transportation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3622 UR - https://trid.trb.org/view/1331563 ER - TY - ABST AN - 01543913 TI - Asset Management Guidance for Traffic Control Devices, Barriers, and Lighting AB - The objective of this research is to develop asset management guidance for selected categories of traffic and safety assets that are owned and maintained by an agency. The selected categories are signs, traffic signals (including beacons, flashers, and ramp meters), markings, barrier systems (including guardrails, end treatments, and impact attenuators), and lighting. Additional emphasis will be placed on asset management processes, procedures, and tools that will help departments of transportation (DOTs) to operate their traffic signal systems at maximum efficiency. KW - Asset management KW - Lighting KW - Median barriers KW - Road markings KW - Traffic control devices KW - Traffic signs UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3394 UR - https://trid.trb.org/view/1332070 ER - TY - RPRT AN - 01492323 AU - McGehee, Daniel V AU - Reyes, Michelle L AU - Carney, Cher AU - University of Iowa, Iowa City AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Moving Beyond Teen Crash Fatality Statistics: The Go-Team Study PY - 2013/04/08/Final Report SP - 292p AB - Despite a trend of decreasing teen fatalities due to motor vehicle crashes over the past decade, they remain the leading cause of adolescent fatalities in Iowa. The purpose of this study was to create detailed case studies of each fatal motor vehicle crash involving a driver under the age of 20 that occurred in Iowa in 2009, 2010, and 2011. Data for each crash were gathered from media sources, law enforcement agencies, and the Iowa Department of Transportation. The driving records of the teens, which included their licensure history, prior traffic citations, and prior crashes, were also acquired. In addition, data about the charges filed against a teen as a result of being involved in a fatal crash were obtained. A total of 126 crashes involving 131 teen drivers that resulted in 143 fatalities were analyzed. Many findings for fatal crashes involving teen drivers in Iowa are consistent with national trends, including the overrepresentation of male drivers, crash involvement that increases with age, crash involvement per vehicle miles traveled that decreases with age, and prevalence of single-vehicle road departure crashes. Relative to national statistics, teen fatalities from crashes in Iowa are more likely to occur from midnight to 6am and from 9am to noon. Crash type varied by driver age and county population level. Teen drivers contributed to the fatal crashes at a rate of 74%; contribution of the teen driver was unknown for 11% of crashes. Speed was a factor for about 25% of the crashes for which a teen driver was at fault. The same was also true of alcohol/drug impairment. Only 20% of the rear-seat occupants of the teen drivers’ vehicles wore seat belts compared to 60% use for the front-seat occupants. Analysis of the teens’ driving records prior to the fatal crash suggests at-fault crashes and speeding violations are associated with contributing to the fatal crash. KW - Case studies KW - Crash data KW - Driver records KW - Fatalities KW - Iowa KW - Statistics KW - Teenage drivers UR - http://publications.iowa.gov/14930/1/IA_DOT_GOTM-000_UI_MovingBeyondTeenCrashFatalityStats.pdf UR - https://trid.trb.org/view/1261143 ER - TY - ABST AN - 01479210 TI - Revised Planning Methodology for Signalized intersections and Operational Analysis of Exclusive Left Turn Lanes AB - This project seeks to revise both the planning and method for signalized intersections and the methodology for analyzing exclusive left turn lane operations currently included in the Highway Capacity Manual. KW - Highway capacity KW - Highway Capacity Manual KW - Left turn lanes KW - Signalized intersections UR - http://www.pooledfund.org/Details/Study/67 UR - https://trid.trb.org/view/1248214 ER - TY - ABST AN - 01545917 TI - Guidance for Implementation of Traffic Incident Management Performance Measurement AB - The objective of this research is to develop concise guidance on the implementation of traffic incident management (TIM) performance measurement that is applicable to a broad spectrum of transportation and incident responding agencies. Agencies to be addressed will include those in rural and urban settings, with a range of maturity in their TIM programs, and with a variety of data collection capabilities. KW - Clearance time (Traffic incidents) KW - Data collection KW - Decision making KW - Emergency response time KW - Incident management KW - Performance measurement KW - Secondary crashes UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3160 UR - https://trid.trb.org/view/1332866 ER - TY - ABST AN - 01547658 TI - Support for the Development and/or Implementation of an Access Management Program through Research and Analysis of Collision Data AB - The objective of this research project is to enhance South Carolina Department of Transportation's (SCDOT's) current access management practices resulting in improved traffic flow as well as a reduction in crashes, injuries, and fatalities on South Carolina roadways. On average, traffic crashes in South Carolina result in nearly $5 billion in economic loss. The completion of this research project should provide tremendous benefit to the motoring public as well as a substantial cost savings to the state of South Carolina by providing a plan to improve access management on South Carolina roadways. KW - Access control (Transportation) KW - Crash data KW - Crash injuries KW - Fatalities KW - Implementation KW - South Carolina KW - Traffic flow 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/1335211 ER - TY - RPRT AN - 01557309 AU - Ashuri, Baabak AU - Mostaan, Kia AU - Hannon, David AU - Georgia Institute of Technology AU - Georgia Department of Transportation AU - Federal Highway Administration TI - How Can Innovative Project Delivery Systems Improve the Overall Efficiency of GDOT in Transportation Project Delivery? PY - 2013/04//Final Report SP - 589p AB - The U.S. Department of Transportation (USDOT) and Federal Highway Administration (FHWA) recommend the smart use of innovative project delivery systems, such as design-build, to improve efficiency and effectiveness of developing transportation projects. Although design-build provides state DOTs with accelerated delivery and innovations in design and construction, there is still a need to accelerate delivery of design-build projects and achieve higher level of efficiency. To fully utilize the entire potential benefits of the design-build project delivery system, state DOTs are required to overcome significant challenges in various critical areas of the project development process including project delivery system selection, procurement, environmental analysis and permitting, right-of-way (ROW) acquisition, utilities coordination and relocation, alternative technical concepts (ATCs), and design oversight, design acceptance, and quality management. The overall objective of this research project is to develop a guidebook for the Georgia DOT (GDOT) to identify major challenges in the critical areas of the project development process, determine opportunities to overcome these challenges, and describe potential best practices to enhance the efficiency of project development process for highway design-build projects. The findings of design-build review and scanning process, and the results of interviewing design-build programs in 7 state DOTs helped the research team identify various issues related to efficient delivery of design-build projects in the seven critical areas. The primary findings of this study are categorized under these critical areas. Each area begins with clear description of the new dynamics of design-build and follows with critical challenges and issues to enhance the efficiency of delivery processes. These challenges relate to a variety of legal and statutory barriers or issues that can delay the project delivery schedule, increase the project delivery cost, and hinder flexibility of the design-build team to implement innovative design and construction solutions. Furthermore, the analysis for each area presents efficiency enhancement opportunities as a set of propositions that recommend appropriate strategies for implementation. Examples of actual design-build projects are provided along with references from project Request for Qualifications/Request for Proposals (RFQs/RFPs), design-build guides and manuals, and professional and academic literature for further clarification of challenges that can happen during development of design-build projects and strategies to overcome the challenges. KW - Best practices KW - Construction projects KW - Design build KW - Environmental impact analysis KW - Georgia Department of Transportation KW - Project delivery KW - Quality assurance KW - Quality control KW - Right of way (Land) KW - State departments of transportation KW - Underground utility lines UR - https://trid.trb.org/view/1346741 ER - TY - RPRT AN - 01536609 AU - Lee, Jusang AU - Hastak, Makarand AU - Harris, Dwayne AU - Hyung, Jun Ahn AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Subsurface Condition Evaluation for Asphalt Pavement Preservation Treatments PY - 2013/04//Final Report SP - 52p AB - This report presents a case study on the SR‐70 section with microsurface for understanding its performance; a development of a methodology for evaluating the asphalt pavement subsurface condition for applying pavement preservation treatments; and a development of a tool for identifying and quantifying the subsurface distresses. From the case study, it was found that the main distresses on SR‐70 were longitudinal cracks, fatigue cracks, and potholes. The longitudinal cracking was the most widely distributed distress with 22% of lane length in the 2‐mile test section among the three distress types. Based on the water stripping test results and the core visual observations, it was confirmed that the test section on SR‐70 had the water stripping problem. In order to have a representative condition indicator for the test section, the conditions were converted into the scores scaled from 0 to 100. Layers with closer to a score of 100 have the better subsurface condition. Therefore, the 28% of the test section length with the surface distress was detected as the fair subsurface condition with a score of 56. The rest 72% of the length was estimated as the good subsurface condition with a score of 78. Similarly, 20.5% of the test section length with the problem locations determined by Ground Penetration Radar (GPR) had the fair subsurface condition with a score of 56 and the rest 79.5 % of the length had the good subsurface condition with a score of 76. The lab test results showed poor correlations among the water stripping severities, air voids, and tensile strengths. Thus, the air voids or tensile strength cannot properly estimate the water stripping severity or vice versa. When the laboratory test results with the surface distresses or in the GPR‐based problem locations were compared to that without the surface distresses or in the GPR‐based non‐problem locations, in general, average air voids and water stripping severities decrease and average tensile strengths increase. The observation confirms that the evaluation processes are applicable for evaluating the subsurface condition. Furthermore, the probability that a location determined to be problematic by GPR to be on one of poor conditions based on lab tests was 1.0. The same probability was obtained for a global positioning system (GPS)‐based problem location. Accordingly, it was concluded that the laboratory tests with the surface distresses survey or the GPR measurement were reliable method to evaluate the subsurface condition. The Falling Weight Deflectometer (FWD) results had a weak correlation with the laboratory test results possibly due to fairly long testing interval (i.e., 328 ft). The current FWD test protocol should be improved for evaluating the subsurface condition in pavement preservation application. Guidelines of subsurface condition evaluation for pavement preservation treatment application was developed utilizing the findings from the case study. A concept of hierarchy was used in the guideline by taking project importance and available resources into consideration. A tool including guidelines, computer software (e.g., iSub and iMoisture), and its manual was also developed based on the methodology as a research product. Based on the guideline, it was concluded that the subsurface condition of the case study section on SR‐70 was inadequate for the application of the pavement preservation treatments. KW - Air voids KW - Asphalt pavements KW - Case studies KW - Condition surveys KW - Geological surveying KW - Ground penetrating radar KW - Methodology KW - Pavement distress KW - Pavement layers KW - Pavement maintenance KW - Stripping (Pavements) KW - Tensile strength UR - http://dx.doi.org/10.5703/1288284315187 UR - https://trid.trb.org/view/1321130 ER - TY - RPRT AN - 01526305 AU - Proctor, Gordon D AU - Varma, Shobna AU - Gordon Proctor and Associates, Incorporated AU - StarIsis Corporation AU - Federal Highway Administration TI - Asset Sustainability Index: Quick Guide Proposed Metrics for the Long-Term Financial Sustainability of Highway Networks PY - 2013/04 SP - 36p AB - This report provides a Quick Guide to the concept of asset sustainability metrics. Such metrics address the long-term performance of highway assets based upon expected expenditure levels. It examines how such metrics are used in Australia, Britain and the private sector. It also reviews asset management data from selected states to illustrate that long-term sustainability metrics could be produced using available U.S. asset management data. KW - Asset management KW - Australia KW - Financing KW - Highways KW - Infrastructure KW - Metrics (Quantitative assessment) KW - Performance measurement KW - Private enterprise KW - States KW - United Kingdom KW - United States UR - http://ntl.bts.gov/lib/51000/51600/51638/asi_quick_guide.pdf UR - https://trid.trb.org/view/1310482 ER - TY - RPRT AN - 01504020 AU - Mead, Jill AU - Zegeer, Charlie AU - Bushell, Max AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - Evaluation of Pedestrian-Related Roadway Measures: A Summary of Available Research PY - 2013/04 SP - 116p AB - This document represents an effort to compile all known research on the effect of the pedestrian safety countermeasures discussed in PEDSAFE: Pedestrian Safety Guide and Countermeasure Selection System. It is intended to serve as a companion document for the guide, providing a complementary overview of the researchers, research methods, and evaluation results that have guided the development and design of pedestrian safety countermeasures. KW - Countermeasures KW - Design KW - Development KW - Pedestrian safety KW - Research KW - Research management KW - Researchers UR - http://www.pedbikeinfo.org/cms/downloads/PedestrianLitReview_April2014.pdf UR - https://trid.trb.org/view/1284787 ER - TY - RPRT AN - 01501092 AU - Lloyd, Jason B AU - Connor, Robert J AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Development and Verification of Web‐based Bridge Monitoring Interface PY - 2013/04//Final Report SP - 21p AB - With the advancement of many off-the-shelf data acquisition systems readily available today and the availability of 3G and 4G high-speed wireless cellular networks, the potential for remote monitoring of critical bridges has never been better. Needs exist regarding scour and general structural response for long-term monitoring. However, short-term monitoring using quickly deployable, rugged systems are also desirable in cases where impact, fire, environmental effects, or other damage may occur. These robust systems can be deployed rapidly, and endure harsh elements, enabling state departments of transportation (DOTs) to constantly assess and monitor a structure, or a network of structures. Hence, the objective of this project is to explore the feasibility and proof of concept of using a web-based bridge monitoring interface for use on selected Indiana DOT (INDOT) bridges for both short-term and long-term applications. This report will focus on a single case study, the Virginia Avenue Bridge over I-65 SB, a steel plate girder bridge that frequently falls victim to truck impact as a result of low clearance. This case study is uniquely different and provides insight into how targeted instrumentation systems can be used to probe specific parameters desired by owners for bridge condition assessment and monitoring. It will be shown how commercially available instrumentation systems can be tailored to fit any unique application required. Additionally, it will be demonstrated that INDOT benefited from this specific case of field-deployed, short-term monitoring, which included automated notifications of critical onsite conditions. KW - Case studies KW - Highway bridges KW - Indiana Department of Transportation KW - Long term KW - Remote sensing KW - Short term KW - Structural health monitoring KW - Web applications KW - Web-based systems UR - http://dx.doi.org/10.5703/1288284315215 UR - https://trid.trb.org/view/1279418 ER - TY - RPRT AN - 01496771 AU - Jenkins, Ryan W AU - Kreger, Michael E AU - Frosch, Robert J AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Post‐Tensioning Technologies PY - 2013/04//Final Report SP - 17p AB - Post-tensioned bridge construction has become increasingly popular and financially competitive with traditional prestressed concrete and steel plate girder bridges. Unfortunately, Indiana has experienced several construction-related problems in the few post-tensioned structures built, some of which have caused significant long-term durability concerns. Indiana’s problems have generally been attributed to a lack of a standard set of specifications for post-tensioned construction as well as inexperience and inadequate training of contractors and inspectors. These types of issues, however, were once more prevalent throughout the industry and much work has been accomplished in recent years to address these issues. This research program had two primary objectives: (1) to improve the quality of post-tensioned bridge construction in Indiana and (2) to provide the State with more confidence when using this type of construction. First, past problems related to post-tensioned construction were identified, and for each, case studies were conducted. Each case study includes an overview of the bridge, a summary of the problems related to post-tensioning, and possible sources and remedies to those problems. Next, a standard post-tensioning construction specification was developed. The specification addresses problems specific to Indiana which were found in the case studies and common problems experienced in the industry as a whole. Specifically, the specification addresses industry standards of practice, requirements for certification and experience of personnel, and proper testing and sampling procedures. In addition, specific recommendations are provided for training programs and certification of Indiana Department of Transportation (INDOT) construction personnel to ensure they are properly trained to inspect post-tensioned construction. KW - Bridge construction KW - Case studies KW - Certification KW - Contractors KW - Durability KW - Indiana KW - Inspectors KW - Posttensioning KW - Specifications KW - Standards KW - Training UR - http://dx.doi.org/10.5703/1288284315186 UR - https://trid.trb.org/view/1265620 ER - TY - RPRT AN - 01496672 AU - Federal Highway Administration TI - Traffic Monitoring Guide PY - 2013/04 SP - 468p AB - This edition of the Traffic Monitoring Guide (TMG) is intended to provide the most up to date guidance to State highway agencies in 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 towards 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, has allowed States to improve their data collection processes and to streamline quality assurance/quality control (QA/QC) procedures, thereby replacing manual procedures with new automated ones. New technology also now enables States to collect data on non-motorized travel including bicycle and pedestrian traffic. This new capability is addressed in more detail in Chapter 4. The use of non-motorized travel data and information supports analysis regarding the impact to the transportation network (from a volume and safety perspective), resulting from the use of bicycles as an alternative method for travel compared to the traditional motor vehicle. The new technologies and procedures for traffic monitoring presented in this Guide are supplemented (in the appendices) with practical examples from actual State experiences in improving traffic monitoring programs. KW - Case studies KW - Data collection KW - Data quality KW - Equipment KW - Moving Ahead for Progress in the 21st Century Act KW - Nonmotorized transportation KW - Recommendations 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_13_015.pdf UR - https://trid.trb.org/view/1265603 ER - TY - RPRT AN - 01496642 AU - Madi, Marwan AU - Wiegmann, John AU - Parkany, Emily AU - Swisher, Myron AU - Symoun, Jennifer AU - Science Applications International Corporation AU - Booz Allen Hamilton AU - Federal Highway Administration TI - Guidebook for State, Regional, and Local Governments on Addressing Potential Equity Impacts of Road Pricing PY - 2013/04 SP - 70p AB - This guidebook is designed to assist transportation agencies to better assess and mitigate perceived and potential equity impacts of road pricing projects on local communities, commuters, and system users. Addressing potential equity issues is often vital to obtaining support needed to implement road pricing projects. In order for road pricing projects to succeed, the implementing state, regional, and local agencies must understand equity issues, develop mitigating measures, and articulate the issues and mitigation strategies to both the decision makers and the public. This guidebook will help agencies understand and communicate both the horizontal and vertical equities of their road pricing policies and projects. KW - Congestion pricing KW - Equity (Justice) KW - Handbooks KW - Local government KW - Regional government KW - Road pricing KW - State government UR - http://www.ops.fhwa.dot.gov/publications/fhwahop13033/fhwahop13033.pdf UR - https://trid.trb.org/view/1265992 ER - TY - RPRT AN - 01495823 AU - Hansen, Kent R AU - Copeland, Audrey AU - National Asphalt Pavement Association (NAPA) AU - Federal Highway Administration TI - 2nd Annual Asphalt Pavement Industry Survey on Reclaimed Asphalt Pavement, Reclaimed Asphalt Shingles, and Warm-Mix Asphalt Usage: 2009–2011 PY - 2013/04//Final Report SP - 24p AB - One of the shared goals 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, such reclaimed asphalt pavement (RAP) and reclaimed asphalt shingles (RAS), in asphalt pavements reduces the amount of new materials required to produce asphalt mixes and materials 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 mixing and compacting temperatures for asphalt mixtures as a means of reducing emissions. Additional benefits include improved compaction of asphalt mixtures leading to improved pavement performance. 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 that the industry track the deployment of these technologies that reduce costs, energy, waste, emissions, and the amount of new materials required for road construction. FHWA has established two survey mechanisms for tracking the use of recycled materials and WMA in asphalt pavements. The first survey tracks state DOT usage and the other tracks industry usage. These have established a baseline of RAP, RAS, and WMA usage and tracked the growth of the use of these sustainable practices in the highway industry. The objective of this survey was to quantify the use of RAP, RAS, and WMA produced by the asphalt pavement industry. Survey results show significant growth in the use of RAP, RAS, and WMA technologies from 2009 through 2011. The asphalt industry remains the country’s number one recycler by recycling asphalt pavements at a rate of over 99 percent and almost all (98 percent) contractors/ branches reported using RAP in 2011. The amount of RAP used in asphalt mixtures has increased by 19 percent, from 56 million tons in 2009 to 66.7 million tons in 2011. Assuming 5 percent liquid asphalt in RAP, this represents over 3.3 million tons (19 million barrels) of asphalt binder conserved. The estimated savings at $600 per ton for asphalt binder is $1.98 billion. Use of RAS (both manufacturers’ scrap and post-consumer shingles) increased 70 percent from 2009 to 1.2 million tons 2011. Assuming a conservative asphalt content of 20 percent for the RAS, this represents 380,000 tons (2.2 million barrels) of asphalt binder conserved. The estimated savings at $600 per ton for asphalt binder is $228 million. In 2011, WMA was about 19 percent of the total asphalt mixture market. WMA use increased by 67 percent from 2010 to 2011, and over 300 percent since 2009. Plant foaming is used most often in producing WMA, with about 95 percent of the market. WMA additives accounted for 5 percent of the market. KW - Asphalt KW - Paving KW - Reclaimed asphalt pavements KW - Recycled materials KW - Recycling KW - Shingles KW - Surveys KW - Warm mix paving mixtures UR - http://www.asphaltpavement.org/PDFs/IS138/IS138-2011-RAP-RAS-WMA-Survey-Full-Report-Final.pdf UR - https://trid.trb.org/view/1264728 ER - TY - RPRT AN - 01495430 AU - Roesler, Jeffery AU - Hiller, Jacob E AU - Concrete Reinforcing Steel Institute AU - Federal Highway Administration TI - Continuously Reinforced Concrete Pavement: Design Using the AASHTOWare Pavement ME Design Procedure PY - 2013/04//Technical Summary SP - 34p AB - With the completion of the Mechanistic–Empirical Pavement Design Guide (MEPDG) and the recent designation of the MEPDG software as “AASHTOWare® Pavement ME Design,” the standard for CRCP design has undergone significant changes from the 1993 AASHTO Pavement Design Guide. CRCP performance problems observed in the past, such as material durability, base erosion, steel placement and content, and construction methods have been addressed, and the improved pavement design procedure reflects modern construction practices, pavement layer materials, specifications, and best concrete pavement engineering practices. The primary purpose of this technical summary is to provide engineers with the basic mechanistic–empirical design background and criteria utilized in the AASHTO Pavement ME Design software for CRCP. Secondly, this technical summary describes the key CRCP design inputs to assist the pavement engineer through the CRCP design process with the AASHTO Pavement ME Design software, including identifying the most sensitive design inputs and features. Finally, example problems are included in this document to demonstrate the robustness of the new design software for both new CRCP and CRCP overlays in different climatic zones. It is expected that as the mechanistic–empirical design procedure for CRCP continues to evolve, refinements in the failure mechanisms and data inputs likely will be made, providing even greater reliability in the design process. KW - American Association of State Highway and Transportation Officials KW - Continuously reinforced concrete pavements KW - Design methods KW - Mechanistic-empirical pavement design KW - Pavement design KW - Software UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif13025.pdf UR - https://trid.trb.org/view/1264834 ER - TY - RPRT AN - 01495428 AU - Gulden, Wouter AU - Concrete Reinforcing Steel Institute AU - Federal Highway Administration TI - Continuously Reinforced Concrete Pavement: Extending Service Life of Existing Pavements PY - 2013/04//Technical Summary SP - 67p AB - The purpose of this guide is to provide information on best practices in rehabilitation strategies for extending the service life of continuously reinforced concrete pavements (CRCP). The procedures described consist of defining the problem, identifying potential solutions, and selecting the preferred rehabilitation alternatives. The rehabilitation strategies described comprise two categories: restoration and resurfacing. Restoration activities preserve the existing pavement by repairing isolated or localized areas of distress in the CRCP and to prevent their reoccurrence by stopping or delaying the deterioration process. Restoration activities include preventive maintenance and repair methods. Restoration activities can be utilized either before or in conjunction with pavement resurfacing methods. Resurfacing activities, or overlays, significantly increase the structural or functional capacity of an existing pavement. These treatments are not localized, but are applied over the entire surface of the existing pavement. Overlays are used when restoration techniques are no longer sufficient or cost effective, but before reconstruction is required. When restoration and rehabilitation treatments are applied correctly and in a timely manner, the service life of an existing CRCP can be extended by 10 to 25 years or more without destroying the structural integrity of the existing CRCP. KW - Continuously reinforced concrete pavements KW - Overlays (Pavements) KW - Pavement maintenance KW - Preventive maintenance KW - Rehabilitation (Maintenance) KW - Repairing KW - Resurfacing KW - Service life UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif13024.pdf UR - https://trid.trb.org/view/1264836 ER - TY - RPRT AN - 01493299 AU - Phares, Brent AU - Rouse, Jon "Matt" AU - Miksell, Jacob AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Iowa State University, Ames AU - Federal Highway Administration TI - Laboratory and Field Testing of an Accelerated Bridge Construction Demonstration Bridge: US Highway 6 Bridge over Keg Creek PY - 2013/04//Final Report SP - 61p AB - The US Highway 6 Bridge over Keg Creek outside of Council Bluffs, Iowa is a demonstration bridge site chosen to put into practice newly-developed Accelerated Bridge Construction (ABC) concepts. One of these new concepts is the use of prefabricated high-performance concrete (HPC) bridge elements that are connected, in place, utilizing advanced material closure-pours and quick-to-install connection details. The Keg Creek Bridge is the first bridge in the United States to utilize moment-resisting ultra-high performance concrete (UHPC) joints in negative moment regions over piers. Through laboratory and live load field testing, performance of these transverse joints as well as global bridge behavior is quantified and examined. The effectiveness of the structural performance of the bridge is evaluated to provide guidance for future designs of similar bridges throughout the U.S. KW - Bridge construction KW - Field tests KW - High performance concrete KW - Iowa KW - Laboratory tests KW - Prefabricated bridges KW - Structural analysis KW - Structural connection KW - Transverse joints UR - http://publications.iowa.gov/14957/3/IA_DOT_RB02-012_InTrans_keg_creek_bridge.pdf UR - https://trid.trb.org/view/1262147 ER - TY - RPRT AN - 01491367 AU - Samdahl, Donald AU - Swisher, Myron AU - Symoun, Jennifer AU - Lisska, Will AU - Science Applications International Corporation AU - Fehr & Peers AU - Federal Highway Administration TI - Congestion Pricing: A Primer on Institutional Issues PY - 2013/04 SP - 40p AB - Institutional issues provide challenges to implementing congestion pricing strategies. This primer explores the types of institutional issues that are commonly encountered with priced lanes, zone-based pricing, and parking pricing programs. These issues include the up-front challenges of establishing leadership, meeting legislative requirements, and setting an organizational structure. Once the challenges are overcome, there are numerous institutional issues related to the planning process, public involvement and implementation procedures. The primer examines these topics with the insights gained from case study applications around the United States and Europe. KW - Case studies KW - Congestion pricing KW - Europe KW - Implementation KW - Institutional issues KW - Legislation KW - Parking KW - Public participation KW - Road pricing KW - Tolls KW - Transportation planning KW - United States UR - http://ops.fhwa.dot.gov/publications/fhwahop13034/fhwahop13034.pdf UR - https://trid.trb.org/view/1257624 ER - TY - RPRT AN - 01489963 AU - Singer, Jeremiah AU - Robinson, A Emanuel AU - Krueger, Jessica AU - Atkinson, Jennifer E AU - Myers, Matthew C AU - Westat AU - SAIC AU - Federal Highway Administration TI - Travel Time on Arterials and Rural Highways: State-of-the-Practice Synthesis on Rural Data Collection Technology PY - 2013/04//Synthesis Report SP - 58p AB - Travel time to a destination is a key piece of information that motorists want and need, and is vital for good decision-making by travelers. Technology now makes it feasible to provide drivers with real-time information about how long it takes to reach a given destination. The collection of travel time data is a challenging problem that deserves a systematic review. The purpose of this project was to identify, review, and synthesize information on current and potential future efforts in real-time travel time on rural highways. The current report focuses on rural highway travel time data technology considerations and is not a primer for general travel time best practices. Also, a companion report on arterial travel time data collection technology can be found in Singer, Robinson, Krueger, Atkinson, & Myers (2013). The core of the report discusses available and emerging rural travel time (RTT) data sources as well as implementation considerations, advantages, and limitations of each. These technologies researched include Bluetooth detectors, toll tag readers, in-pavement magnetic detectors, automatic license plate readers (ALPR), machine vision, connected vehicle, radar/microwave/LIDAR, inductive loops, crowdsourcing, and cell phone signal monitoring. Several implementations of RTT data collection are also discussed. In addition, two case studies are reviewed in detail (in Minnesota and Maine). The report then emphasizes key lessons learned based on questions for a practitioner to consider at each step of the planning, implementation, and management process. Although RTT data collection is a relatively new and rapidly evolving area, RTT can be successfully implemented when a project is properly planned and executed. Successful implementers have carefully considered project objectives and have provided detailed implementation plans. Regardless of the latest specific data collection technology, asking the right questions is paramount, beginning with planning, continuing to selection, and culminating with execution and evaluation. Practitioners who focus on asking the right questions and heed lessons learned by colleagues will greatly increase the chances of a successful implementation. KW - Arterial highways KW - Case studies KW - Data collection KW - Intelligent transportation systems KW - Maine KW - Minnesota KW - Real time information KW - Rural highways KW - Technology KW - Travel time UR - http://www.ops.fhwa.dot.gov/publications/fhwahop13029/fhwahop13029.pdf UR - https://trid.trb.org/view/1257558 ER - TY - RPRT AN - 01489941 AU - Singer, Jeremiah AU - Robinson, A Emanuel AU - Krueger, Jessica AU - Atkinson, Jennifer E AU - Myers, Matthew C AU - Westat AU - SAIC AU - Federal Highway Administration TI - Travel Time on Arterials and Rural Highways: State-of-the-Practice Synthesis on Arterial Data Collection Technology PY - 2013/04//Synthesis Report SP - 60p AB - Travel time to a destination is a key piece of information that motorists want and need, and is vital for good decision-making by travelers. Technology now makes it feasible to provide drivers with real-time information about how long it takes to reach a given destination. The collection of travel time data is a challenging problem that deserves a systematic review. The purpose of this project was to identify, review, and synthesize information on current and potential future efforts in real-time travel time on arterials. The current report focuses on arterial highway travel time data technology considerations and is not a primer for general travel time best practices. Also, a companion report on rural travel time data collection technology can be found in Singer, Robinson, Krueger, Atkinson, & Myers (2013). The core of the report discusses available and emerging arterial travel time (ATT) data sources as well as implementation considerations, advantages, and limitations of each. These technologies researched include Bluetooth detectors, toll tag readers, in-pavement magnetic detectors, automatic license plate readers (ALPR), machine vision, connected vehicle, radar/microwave/LIDAR, inductive loops, crowdsourcing, and cell phone signal monitoring. Several implementations of ATT data collection are also discussed. In addition, two case studies are reviewed in detail (Chandler, AZ and St. Louis, MO). The report then emphasizes key lessons learned based on questions for a practitioner to consider at each step of the planning, implementation, and management process. Although ATT data collection is a relatively new and rapidly evolving area, ATT can be successfully implemented when a project is properly planned and executed. Successful implementers have carefully considered project objectives and have provided detailed implementation plans. Regardless of the latest specific data collection technology, asking the right questions is paramount, beginning with planning, continuing to selection, and culminating with execution and evaluation. Practitioners who focus on asking the right questions and heed lessons learned by colleagues will greatly increase the chances of a successful implementation. KW - Arterial highways KW - Case studies KW - Data collection KW - Intelligent transportation systems KW - Maine KW - Minnesota KW - Real time information KW - Technology KW - Travel time UR - http://www.ops.fhwa.dot.gov/publications/fhwahop13028/fhwahop13028.pdf UR - https://trid.trb.org/view/1258622 ER - TY - RPRT AN - 01485310 AU - Liang, Robert Y AU - University of Akron AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Long Term Validation of an Accelerated Polishing Test Procedure for HMA Pavements PY - 2013/04//Final Report SP - 280p AB - The Ohio Department of Transportation (ODOT) has set strategic goals to improve driving safety by maintaining smooth pavement surfaces with high skid resistance. ODOT has taken the initiative to monitor pavement friction on Ohio roadways and remedy the pavement sections with low skid resistance. However, this is a passive and reactive approach toward the problem. A more proactive approach would be to test hot mix asphalt (HMA) in the laboratory during the mix design stage to ensure that the aggregates used will provide adequate friction over the life of the pavement. With the validity of a research-grade polishing machine established in a previous study, ODOT has initiated this project to conduct a long-term field study to collect field performance data over a longer time period. The research effort was aimed at further validating the applicability of the previously developed laboratory test protocol and acceptance criteria through a correlation and comparison study with long-term field performance data. This research has produced the following deliverables: (a) a new commercial grade accelerated polishing machine called “The Polisher,” (b) models for predicting the field performance of asphalt pavement friction under traffic, and (c) supplemental notes with draft specifications for polishing HMA samples and for testing friction properties. The commercial grade polishing machine and the supplemental notes were recommended for ODOT implementation. KW - Aggregates KW - Field studies KW - Friction KW - Hot mix asphalt KW - Laboratory tests KW - Mix design KW - Ohio KW - Pavement performance KW - Polishing (Aggregates) KW - Skid resistance KW - Test procedures UR - http://worldcat.org/webharvest/ArcViewerRedirect.jsp?volumeid=h1394562067310 UR - https://trid.trb.org/view/1253832 ER - TY - RPRT AN - 01483310 AU - Nebraska Department of Roads AU - Federal Highway Administration TI - 2012 Continuous Traffic Count Data and Traffic Characteristics on Nebraska Streets and Highways PY - 2013/04 SP - 295p AB - The Nebraska Department of Roads, in cooperation with the Federal Highway Administration, collected and analyzed data at 61 continuous traffic count locations in 2012. Of these 61 locations, 38 are on rural state and federal highways, 8 on low volume rural roads, 2 on city streets in Grand Island, 3 on city streets in Lincoln, 7 on city streets in Omaha, 1 on the Interstate in South Sioux City, 1 on a city street in Scottsbluff, and 1 on a city street in Holdrege. Most of the machines have been converted to collect data on vehicle type, not just volume. As a result, continuous classification data is available at the majority of the stations. Short-term manual vehicle classification data was collected during 2012 at many of the remaining permanent continuous traffic counters. A traffic counter detects each passing vehicle and records hourly totals electronically. This information is retrieved periodically over the telephone lines by the Planning and Project Development Division of the Nebraska Department of Roads. Here the information is processed into Average Daily Traffic (ADT) figures. Some of the uses of these ADT values are determination of design standards, classification of highways, development of improvement programs and safety programs. Another important use of the information provided by these permanent traffic counters is to adjust many statewide 24- and 48-hour machine counts and 8-hour manual counts to annual average daily traffic volumes. KW - Average daily traffic KW - Nebraska KW - Traffic counts KW - Traffic data KW - Traffic volume KW - Vehicle classification UR - http://nlc1.nlc.state.ne.us/epubs/R6000/S009-2012.pdf UR - https://trid.trb.org/view/1251968 ER - TY - RPRT AN - 01483039 AU - Epps, Jon AU - Hewes, Bailey AU - Sebesta, Stephen AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Mixture Design Procedure for Flexible Base PY - 2013/04 SP - 22p AB - This document consists of information on mixture design requirements for a flexible base course. Sections include: design requirements, job mix formula, contractor's responsibility, and engineer's responsibility. Tables include: material requirements; requirements for recycled portland cement concrete and reclaimed asphalt pavement; test methods, requirements, and frequency; and reporting schedule, KW - Contractors KW - Engineers KW - Flexible pavements KW - Materials selection KW - Mix design KW - Subbase (Pavements) KW - Test procedures KW - Texas UR - http://tti.tamu.edu/documents/0-6621-P1.pdf UR - https://trid.trb.org/view/1251709 ER - TY - RPRT AN - 01482570 AU - Abernathy, Craig AU - Montana Department of Transportation AU - Federal Highway Administration TI - Evaluation of Various Pavement Fabric and Mat Applications to Retard Reflective Cracking PY - 2013/04 SP - 18p AB - The objective of this project was the experimental assessment of various asphalt pavement reinforcement systems in an effort to determine effectiveness of these treatments for potential use in future road construction projects for the reduction of reflective cracking in Montana. The paving mats selected for the test sections were as follows: TruPave Engineered Paving Mat – Full Lane Application; PavePrep Geo-Composite Membrane – Spot Treatment of Transverse Cracks; GlasPave 25 Waterproofing Paving Mat - Full Lane Application; and GlasGrid 8512 Pavement Reinforcement System - Spot Treatment of Transverse Cracks. Test sections were mapped for transverse cracking prior to construction and during 2009 and 2012. The majority of the cracking appeared between the fall of 2010 and summer of 2012. Overall transverse cracking was rated as low severity. During the 2012 site visit it was found that all cracks had been sealed. No additional cracking was noticed on the control and test sections during the 2013 site visit. All sections (control and tests) appeared to progressively transverse crack since the 2008 installation, leading to a conclusion that none of the treatments delayed cracking as compared to the control section. KW - Asphalt pavements KW - Geomembranes KW - GlasGrid KW - Impervious membranes KW - Montana KW - Product evaluation KW - Reflection cracking KW - Reinforcing materials KW - Transverse cracking UR - http://www.mdt.mt.gov/other/research/external/docs/epsl/paving_fabrics/final_report_may13.pdf UR - https://trid.trb.org/view/1251361 ER - TY - RPRT AN - 01482296 AU - Mokwa, Robert AU - Foster, Andrew AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Testing and Evaluation of Recovered Traction Sanding Material PY - 2013/04//Final Report SP - 72p AB - The Montana Department of Transportation (MDT) is searching for a solution to the accumulation of traction sand that is applied to Montana highways every winter. An analysis of reuse and recycle options for salvaged traction sand was conducted using results of mechanical and chemical tests conducted on samples collected along the Bozeman Pass and the Lookout Pass areas. The results indicate there are viable alternatives to landfilling or roadside dumping of collected traction sand. The most appealing and cost-effective option is to reuse the collected material as traction sand in subsequent winters. A potential secondary option would be to process and mix (co-mingle) collected sand with gravel to produce a material that meets MDT gradation specifications for imported aggregate. The most promising co-mingling options are those that only necessitate the addition of finer aggregate and do not require additional coarse particles. MDT materials including plant mix surfacing, cement treated base, shoulder gravel, and crushed top surfacing could be economically produced by co-mingling collected traction sand with additional aggregate. Based on laboratory tests conducted to measure chemical and metals concentrations, it appears that the samples tested in this study have chemical and metal concentrations that are generally characteristic of naturally occurring background levels. Nonetheless, a quality assurance process is recommended before reusing recovered traction sanding material to confirm that unhealthy levels of contaminants are not present. An implementation plan outlining best practices for separating, collecting, testing and processing salvaged traction sand is described. The results of this study indicate that the practice of recycling and reusing traction sand could potentially save money by eliminating landfill costs and by reducing the amount of new abrasives and aggregates that are purchased every year KW - Aggregate mixtures KW - Best practices KW - Montana KW - Quality assurance KW - Recycling KW - Reuse KW - Sand KW - Winter maintenance UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/recycling/final_report_apr13.pdf UR - https://trid.trb.org/view/1250947 ER - TY - RPRT AN - 01482229 AU - Molino, John A AU - Kennedy, Jason F AU - Beuse, Pascal A AU - Miller, C Cameron AU - Davis, Wendy AU - Andersen, Carl K AU - Science Applications International Corporation AU - Federal Highway Administration TI - Daytime Color Appearance of Retroreflective Traffic Control Sign Materials PY - 2013/04//Final Report SP - 74p AB - Photometric measurements of the daytime chromaticity and luminance of retroreflective sign materials were made both in the laboratory and in the field. These instrument measurements were compared with daytime perceptual judgments of color properties made by human observers in the field. Hue, saturation, and brightness were determined for four different types of retroreflective sheeting materials and one diffuse material at four quadrants of each color area for six different colors specified in the Code of Federal Regulations for use on street and highway traffic control signs. Overall, participants’ responses aligned well with the instrument measurements. The introduction of retroreflective properties reduced both the apparent saturation and the brightness of all the colors. The results for the white, green, and blue color areas showed distinct color separations for retroreflective sign materials. The results for the red, orange, and yellow areas showed less color separation but little overlap among contiguous colors in the perceptual color space. This outcome has implications for determining the shape and size of the color areas used to specify the colors that may be employed on traffic control signs. While the present color areas seem to adequately support the daytime perception of the color of retroreflective sign materials for the six colors tested, special attention needs to be paid to the red/orange and orange/yellow color boundaries in any future revisions to the Federal Highway Administration (FHWA) color areas. The results of the present experiment indicate that there is no pressing need to modify the FHWA color areas, but improvements might be made in future iterations so as to enhance separation of those color areas that are more difficult to discriminate. KW - Brightness KW - Chromaticity KW - Color KW - Daylight KW - Hue (Color) KW - Luminance KW - Photometry KW - Reflectorized materials KW - Retroreflectivity KW - Sign sheeting KW - Specifications KW - Traffic control devices KW - Traffic signs KW - Visual perception UR - http://www.fhwa.dot.gov/publications/research/safety/13018/13018.pdf UR - https://trid.trb.org/view/1250025 ER - TY - SER AN - 01482130 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Kalita, Prasanta AU - Bhattarai, Rabin AU - Cooke, Richard AU - Howard, Heidi AU - Svendsen, Niels AU - University of Illinois, Urbana-Champaign AU - U.S. Army Construction Engineering Research Laboratory AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Stormwater Pollution, Erosion, and Sediment Control Products Demonstration and Training Center PY - 2013/04 SP - 88p AB - The University of Illinois at Urbana-Champaign (UIUC), the Illinois Department of Transportation (IDOT), and the Construction Engineering Research Laboratory (CERL) of the U.S. Army Corps of Engineers joined in a partnership to develop a training and demonstration facility for erosion and sediment control and stormwater management. With funding from IDOT and in-kind contribution from the Illinois Land Improvement Contractors Association (ILICA), a facility was built on 5 acres of land at the UIUC South Farm. The formal name of this training, demonstration, and research facility is the Erosion and Sediment Control Research and Training Center (ESCRTC). The aim of the center is to provide training and perform research and evaluation of stormwater management, soil erosion control, and sediment control best management practices (BMPs). The center has a field research and demonstration site, along with a field classroom for training. The field site includes a large earthen berm, a pump house, a detention pond, and three channels of varying configurations. KW - Demonstration projects KW - Erosion KW - Research and educational facilities KW - Runoff KW - Sediment discharge KW - Training UR - http://hdl.handle.net/2142/45776 UR - https://trid.trb.org/view/1250944 ER - TY - RPRT AN - 01482122 AU - Tia, Mang AU - Lawrence, Adrian AU - Ferraro, Chris AU - Do, Tu Anh AU - Chen, Yu AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - Pilot Project for Maximum Heat of Mass Concrete PY - 2013/04//Final Report SP - 168p AB - A 3-D finite element model was developed for prediction of early age behavior of mass concrete footing placed on a soil layer. Three bridge pier footings and one bridge pier cap in Florida were monitored for temperature development. The measured temperatures were compared with the results obtained from the model. Isothermal calorimetry testing was done on the cementitious materials of concrete mixtures to determine the energy released during hydration, which was then converted to temperature rise as inputs for the finite element model. Analysis of behavior of mass concrete placed directly on various types of soil was conducted. A user-friendly software called "DIANA Input File Generator" was developed to provide the needed input files to TNO DIANA software for modeling of typical mass concrete structures such as rectangular footings and columns. The developed 3-D finite element model was found to be effective in predicting the thermal behavior of mass concrete structures at early ages, as the temperature predictions from the finite element modeling showed close agreement with those measured in the field. The in situ condition of the soil was found to have a great effect on the thermal behavior of the concrete footing and determines whether or not an insulation layer would be needed to reduce the temperature difference in the mass concrete and the likelihood for cracking. Dry soil with an R-value of 0.41 or greater (or thermal conductivity of 0.35 J/sec-m-degree C or lower) would provide adequate insulation at the bottom of mass concrete footing in terms of preventing thermal cracking. However, for wet soil where its R-value is less than 0.41, an insulation layer between the soil and the concrete footing would be needed. The development of the user-friendly software "DIANA Input File Generator" provides a convenient and effective tool for generating the needed input files to the TNO DIANA software for analysis of typical mass concrete structures of rectangular footings and columns. It allows engineers and contractors who are not familiar with the detailed inputs to the TNO DIANA software to use this software conveniently and efficiently. KW - Bridge piers KW - Finite element method KW - Florida KW - Footings KW - Mass concrete KW - Soil types KW - Temperature KW - Thermal analysis UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT-BDK75-977-47-rpt.pdf UR - https://trid.trb.org/view/1250680 ER - TY - RPRT AN - 01481625 AU - Giannini, Eric R AU - Folliard, Kevin J AU - Zhu, Jinying AU - Bayrak, Oguzhan AU - Kreitman, Kerry AU - Webb, Z AU - Hanson, Brian AU - University of Texas, Austin AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Non-Destructive Evaluation of In-Service Concrete Structures Affected by Alkali-Silica Reaction (ASR) or Delayed Ettringite Formation (DEF)—Final Report, Part I PY - 2013/04//Final Report SP - 228p AB - Alkali-silica reaction (ASR) and delayed ettringite formation (DEF) are expansive reactions that can lead to the premature deterioration of concrete structures. Both have been implicated in the deterioration of numerous structures around the world, including many transportation structures in Texas. Research on various aspects of ASR has been conducted since the late 1930s and has led to the identification of the mechanism of the reaction and subsequent expansion, as well as measures to prevent its occurrence in new construction. It consists of a reaction between alkali hydroxides in the pore solution and certain forms of silica in aggregate particles; with sufficient moisture, the product of the reaction swells and leads to expansion and cracking of the concrete. Eliminating any one of these components will prevent deleterious effects. KW - Alkali silica reactions KW - Concrete structures KW - Deterioration KW - Ettringite KW - Nondestructive tests KW - Structural analysis KW - Texas UR - http://library.ctr.utexas.edu/ctr-publications/0-6491-1.pdf UR - https://trid.trb.org/view/1250554 ER - TY - RPRT AN - 01481618 AU - Jensen, Terry AU - Wendt, Scott AU - Gray, Joe AU - Lo, Chester AU - Margetan, Frank AU - Eisenmann, David AU - Nakagawa, Norio AU - Brasche, Lisa AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Feasibility Study for Detection and Quantification of Corrosion in Bridge Barrier Rails PY - 2013/04//Final Report SP - 103p AB - Technical challenges exist with infrastructure that can be addressed by nondestructive evaluation (NDE) methods, such as detecting corrosion damage to reinforcing steel that anchor concrete bridge railings to bridge road decks. Moisture and chloride ions reach the anchors along the cold joint between the rails and deck, causing corrosion that weakens the anchors and ultimately the barriers. The Center for Nondestructive Evaluation at Iowa State University has experience in development of measurement techniques and new sensors using a variety of interrogating energies. This research evaluated feasibility of three technologies—x-ray radiation, ground-penetrating radar (GPR), and magnetic flux leakage (MFL)—for detection and quantification of corrosion of embedded reinforcing steel. Controlled samples containing pristine reinforcing steel with and without epoxy and reinforcing steel with 25 percent and 50 percent section reduction were embedded in concrete at 2.5 in. deep for laboratory evaluation. Two of the techniques, GPR and MFL, were used in a limited field test on the Iowa Highway 210 Bridge over Interstate 35 in Story County. The methods provide useful and complementary information. GPR provides a rapid approach to identify reinforcing steel that has anomalous responses. MFL provides similar detection responses but could be optimized to provide more quantitative correlation to actual condition. Full implementation could use either GPR or MFL methods to identify areas of concern, followed by radiography to give a visual image of the actual condition, providing the final guidance for maintenance actions. KW - Anchor bolts KW - Bridge railings KW - Concrete bridges KW - Corrosion KW - Feasibility analysis KW - Ground penetrating radar KW - Magnetic flux KW - Nondestructive tests KW - Radiography KW - Reinforcing steel KW - Story County (Iowa) KW - Structural health monitoring UR - http://www.intrans.iastate.edu/research/documents/research-reports/bridge_barrier_rails_w_cvr.pdf UR - https://trid.trb.org/view/1250623 ER - TY - RPRT AN - 01481611 AU - Metaxatos, Paul AU - Sriraj, P S AU - University of Illinois, Chicago AU - Illinois Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Pedestrian/Bicyclist Warning Devices and Signs at Highway-Rail and Pathway-Rail Grade Crossings PY - 2013/04 SP - 176p AB - Federal reporting shows a relatively constant number of pedestrian and bicycle fatalities at highway-rail and pathway-rail grade crossings over the past 10 years. This is in contrast to a marked decrease in train–vehicle collisions at highway-rail crossings. Although engineering solutions and education and enforcements initiatives have been proposed and implemented, little is known about their effectiveness to mitigate such incidents. This study reports on findings from the literature, discussions with professionals in the public and private sectors involved in safety at rail grade crossings, and pedestrian/non-motorized user behavior and attitudes toward safety at such crossings. The study highlights the multitude of factors related to pedestrian safety in this context and provides an informed discussion for stakeholders to advance safety initiatives. KW - Best practices KW - Bicycle crashes KW - Grade crossing protection systems KW - High risk locations KW - Highway facilities for nonmotorized users KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Railroad grade crossings KW - Warning signals KW - Warning signs UR - http://hdl.handle.net/2142/45777 UR - https://trid.trb.org/view/1250622 ER - TY - RPRT AN - 01481610 AU - Hallmark, Shauna AU - Hawkins, Neal AU - Knickerbocker, Skylar AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Midwest Transportation Consortium AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Speed Management Toolbox for Rural Communities PY - 2013/04//Final Report SP - 96p AB - The primary objective of this toolbox is to summarize various known traffic-calming treatments and their effectiveness. This toolbox focuses on roadway-based treatments for speed management, particularly for rural communities with transition zones. Education, enforcement, and policy strategies should also be considered, but are not the focus of this toolbox. The research team identified treatments based on their own research, a review of the literature, and discussion with other professionals. This toolbox describes each treatment and summarizes placement, advantages, disadvantages, effectiveness, appropriateness, and cost for each treatment. The categories of treatments covered in this toolbox are as follows: horizontal physical displacement, vertical physical displacement, narrowing, surroundings, pavement markings, traffic control signs, and other strategies. KW - Communities KW - Highway traffic control KW - Rural areas KW - Rural highways KW - Speed control KW - Speed zones KW - Traffic calming UR - http://www.intrans.iastate.edu/research/documents/research-reports/rural_traffic_calming_toolbox_w_cvr.pdf UR - https://trid.trb.org/view/1250621 ER - TY - RPRT AN - 01481258 AU - Bronson, Arturo AU - Rocha, Sergio AU - Nazarian, Soheil AU - Borrock, David M AU - University of Texas, El Paso AU - Texas Department of Transportation AU - Federal Highway Administration TI - Characterization of Coarse Backfill Materials for Prevention of Corrosion of MSE Metallic Wall Reinforcement PY - 2013/04 SP - 131p AB - The service life of mechanically stabilized earth (MSE) walls depends on the rate of corrosion of the metallic reinforcements used in their construction. Assessment of corrosion potential requires the accurate evaluation of pH, resistivity, and ionic (e.g., sulfate and chloride) concentrations of aqueous solutions in contact with the surrounding aggregate. There is a tendency to utilize larger-size aggregates that contain only a small amount of fine material (passing No. 40 sieve) in the backfill. Evaluation of the electromechanical parameters of coarse aggregates is challenging because traditional methods utilize only fine-grained material. The effectiveness of traditional soil characterization techniques for use with coarse aggregates was evaluated by performing leaching experiments with coarse limestone and dolomite aggregates from six materials in Texas. Chemical differences were isolated from size-related kinetic leaching effects by comparing results from the same-sized material collected in the field versus material derived from the crushing of larger (>= 3/8 in.) aggregates in the laboratory. Testing demonstrated that fines collected from the field were enriched in chemicals that when exposed to water decreased pH and resistivity and increased chloride or sulfate concentrations relative to the bulk rock. This phenomenon can bias traditional soil testing results and therefore the assessment of corrosion potential. In this report a more representative geochemical testing protocol is recommended. The rate of corrosion was primarily controlled by the chloride content developed from the geochemistry of the backfill and the rate was predicted from the measured conductivity, as well as a two-step corrosion model was determined for the MSE. KW - Backfill soils KW - Coarse aggregates KW - Corrosion tests KW - Earth walls KW - Geochemistry KW - Leaching KW - Mechanically stabilized earth KW - Retaining walls KW - Soil chemistry KW - Texas UR - https://trid.trb.org/view/1250184 ER - TY - SER AN - 01481173 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Rudd, Joseph AU - Banas, Gregory AU - Hahin, Christopher AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Fatigue Performance of Brass Breakaway Light Pole Couplings PY - 2013/04 SP - 64p AB - Breakaway couplings connect light pole bases to foundation anchor bolts and are intended to fracture on impact after vehicle collision to protect drivers and passengers from severe injury. The coupling consists of an internally threaded hollow hexagon made of half‐hard CDA 360 brass with a thread‐locked stainless steel stud. Several designs of the notched hexagonal shaped coupling were tested in bending by attaching them to a simulated pole tube and base and then inducing stresses by deflection of the tube by a hydraulic jack. Individual couplings were also fatigued in axial tension‐compression by a servo‐controlled universal testing machine. Using the data obtained, the axial tension‐compression fatigue relationship for the brass couplings was ΔS = 433N–0.153, where ΔS is the alternating stress from tension to compression. Finite element analysis using ABAQUS® found that stress concentrations in the external notch radius and the internal threads were accurate to about 20% of the values obtained from experimental strain gage data. The stress concentration factors for the final design were determined to be Ktt = 10.8 in tension and Ktc = 10.4 in compression. Couplings were fatigue tested in laboratory air at room temperatures in the range of 10,000 to 10,000,000 cycles. Couplings that were exposed to 1000 hr of salt fog prior to fatigue testing showed no difference in fatigue life compared to couplings fatigued in air. Standard structural theory was used to determine the nominal stresses of couplings attached to steel poles subjected to winds of 90 mph. Using an average stress concentration factor Ktavg of 10.6, the peak coupling stress in various orientations of the pole base with respect to the wind direction was determined to be 24.1 ksi. When a more accurate segmental wind pressure method of determining moments acting on the pole base was used, the calculated peak stress was 23.9 ksi. At 90 mph, a +24 ksi to –24 ksi alternating stress develops, resulting in a 50% mean fatigue life estimated at 1,799,000 cycles. Variances in notch section were caused by straightness deviations of hexagon stock and from drilling and tapping operations, averaging 4.2% to a maximum of 9%. The fatigue initiation zone was about 30 degrees of the notch circumference. The probability that four couplings would have only the weakest one facing the maximum wind exposure is 30 degree/360 degree/4, which is about 2% of the time. Maximum wind speeds recorded in Illinois are less than the 90 mph AASHTO requirement. Decreasing notch depth by 9% would lessen the likelihood of premature failure due to insufficient load‐bearing section of the coupling notch. KW - Anchor bolts KW - Bending stress KW - Brass KW - Breakaway supports KW - Couplings KW - Fatigue tests KW - Finite element method KW - Laboratory tests KW - Lighting equipment KW - Poles (Supports) KW - Salt fog tests KW - Wind UR - http://hdl.handle.net/2142/18288 UR - https://trid.trb.org/view/1250020 ER - TY - SER AN - 01481172 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Pociask, Geoffrey E AU - Matthews, Jeffrey W AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Restoration Progress and Flood Disturbance at IDOT Wetland Mitigation Sites PY - 2013/04 SP - 40p AB - As required under Section 404 of the Clean Water Act and the Illinois Interagency Wetland Policy Act of 1989, the Illinois Department of Transportation (IDOT) has established wetlands at mitigation sites throughout Illinois to compensate for impacts to natural wetlands by road construction. One of the mechanisms for meeting regulatory obligations is to mitigate wetland impacts through restoration or creation of wetlands that provide functions similar to natural wetlands, under the federal policy goal of “no net loss” of wetland area and function. Progress toward restoring wetland functions is measured through the use of prescribed performance standards issued by state and federal regulatory agencies. In most cases, these performance standards contain measures of quality, health, and structure of wetland plant communities. The majority of extant Illinois wetlands and most IDOT wetland mitigation sites are located in floodplain areas and are exposed to varying degrees of flooding, depending on their location within a given watershed, their position within the floodplain setting, and their climate zone within the state. Among the major challenges in attaining vegetation-based performance standards at IDOT wetland mitigation projects are poor plant-community quality (e.g., low species richness) and mortality of planted trees. Although floodplain wetlands are supported by regular flooding, floods can also produce excessive sediment, cause ice damage, and result in prolonged inundation—leading to mortality in wetland plants, thereby interrupting expected trajectories of succession and progress toward achieving mitigation performance standards. In this study, the authors analyzed data collected by the Illinois Natural History Survey and the Illinois State Geological Survey during past and current site monitoring to examine the influence that flooding has on ecological mechanisms that lead to variation in the performance levels among a large number of floodplain compensatory mitigation wetlands. The goals of the analyses were to evaluate the influence that flooding has on (1) plant-community quality at the landscape scale and (2) species turnover within plant-community functional groups at wetland mitigation sites. For the first component of the analysis, simple linear regression was used to evaluate the influence of flooding on the levels of ten plant-community metrics. Results of linear regression analysis showed significant, inverse relationships between mean annual flood exposure and average levels of three of the ten plant-community metrics: species richness, floristic quality index (FQI), and proportion of perennial species. Also, hierarchical mixed models were used to evaluate the influence of flooding on loss and subsequent gain of species within seven species functional groups. Mixed models showed significant correlation of the loss of species within all species groups with magnitude of flood intensity in the same year, and the gain of non-hydrophytic, annual, and non-native species with magnitude of flood intensity in the preceding year. Results of this study indicate two general tendencies at IDOT wetland mitigation sites: (1) Higher average magnitudes of flooding will lead to decreased species richness, floristic quality, and proportion of perennials in floodplain settings and significantly decrease the likelihood of attaining performance standards based on these metrics; and (2) higher-magnitude floods will tend to disrupt succession by eliminating the species groups that are associated with higher-quality plant communities and allow more undesirable species to colonize in the year following flood disturbance. These tendencies highlight the importance of considering flood-disturbance regime, when evaluating the quality of plant communities in floodplain wetlands. Additionally, planted-tree counts and mapping were conducted to provide a baseline for future tree-survival studies at three sites. Potential future studies would track survivorship of each tree species in response to flood disturbance. KW - Flood plains KW - Floods KW - Illinois Department of Transportation KW - Linear regression analysis KW - Performance measurement KW - Plants KW - Restoration ecology KW - Vegetation KW - Wetlands KW - Wetlands Mitigation Program UR - http://hdl.handle.net/2142/45782 UR - https://trid.trb.org/view/1250018 ER - TY - RPRT AN - 01481081 AU - Dixon, Karen AU - Zheng, Jianfei AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Developing Safety Performance Measures for Roundabout Applications in the State of Oregon PY - 2013/04//Final Report SP - 186p AB - This report documents the research effort to quantify the safety performance of roundabouts in the State of Oregon. The primary goal of this research is to provide the Oregon Department of Transportation (ODOT) with safety performance functions (SPFs) that can be used to evaluate the safety performance of single-lane, four-leg roundabouts. These safety metrics generally conform to the statistical models and methodologies similar to those outlined in the Highway Safety Manual (HSM) published in 2010 by the American Association of State Highway and Transportation Officials (AASHTO). KW - Crash risk forecasting KW - Geometric design KW - Highway safety KW - Intersections KW - Oregon KW - Performance measurement KW - Roundabouts UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR733_Roundabout.pdf UR - https://trid.trb.org/view/1250029 ER - TY - RPRT AN - 01481080 AU - Medina, Juan C AU - Benekohal, Rahim F AU - Ramezani, Hani AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Field Evaluation of Smart Sensor Vehicle Detectors at Intersections—Volume 2: Performance Under Adverse Weather Conditions PY - 2013/04 SP - 44p AB - Two microwave-based systems for vehicle detection (by Wavetronix and MS SEDCO) were evaluated at stop bar and advance zones of a signalized intersection under three adverse weather conditions: (1) wind, (2) snow-covered roadway, and (3) rain. Weather effects were very different for the two systems both in terms of the type of condition that could affect performance and in the magnitude of those effects. For Wavetronix, wind had significant effects on the advance zone by increasing false calls to over 50%, but it did not affect the stop bar zones. On the other hand, false calls in snow significantly increased to more than 40% in the stop bar zones and to about 30% in the advance zone. Snow also increased missed and stuck-on calls but in lower proportion than the false calls. Rain also affected the detection at stop bar zones, but all error types were below 8%, and it did not affect the advance zone. For Intersector, weather effects were less pronounced both at the stop bar and advance zones. Snow increased false calls to a range of about 4% to 8% compared to 1.65% to about 4% in normal weather. In addition, rain increased stuck-on calls to a range of 2.7% to 6.35% at the stop bar zones and increased missed calls at advance zones to 3.44%. Wind had no significant effects at stop bar or advance zones. In particular for the rain data, the intensity of the precipitation seemed to be related to the degree of performance degradation. In datasets with higher precipitation per unit of time, higher false calls were observed at Wavetronix stop bar zones, and a higher frequency of missed calls was observed at the Intersector advance zone. Findings from this evaluation can provide valuable information to users and manufacturers of these products regarding expected performance under adverse weather conditions at locations with similar mountings and settings, as well as insight about potential solutions to preventing negative effects in such scenarios. KW - Data collection KW - Data quality KW - Microwave detectors KW - Performance KW - Sensors KW - Signalized intersections KW - Vehicle detectors KW - Weather conditions UR - http://hdl.handle.net/2142/45778 UR - https://trid.trb.org/view/1250027 ER - TY - RPRT AN - 01481076 AU - Mishra, Debakanta AU - Tutumluer, Erol AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Field Performance Evaluations of Illinois Aggregates for Subgrade Replacement and Subbase—Phase II PY - 2013/04 SP - 186p AB - The project objective was to validate the results from ICT Project R27-1, which characterized in the laboratory the strength, stiffness, and deformation behaviors of three different aggregate types commonly used in Illinois for subgrade replacement and subbase applications, through accelerated loading of full-scale pavement working platform test sections. Six different test “cells” were constructed at different combinations of aggregate material quality and subgrade strength, and were tested to failure using the University of Illinois Accelerated Transportation Loading Assembly (ATLAS). Each cell was tested along two different wheel paths representing two different aggregate layer moisture contents (Cells 1-5), or geotextile reinforcement conditions (Cell 6). Performances under loading were monitored through surface profile measurements as well as transverse scanning with ground-penetrating radar (GPR). Field and laboratory test results highlighted the importance of considering aggregate quality in the thickness design of aggregate layers for construction platforms. Thick layers of uncrushed gravel placed over a weak subgrade mainly underwent internal shear failure due to excessive movement of the aggregate particles. Crushed aggregate layers constructed with high relative compaction, on the other hand, showed significantly higher resistance to internal shear deformation and permanent deformation accumulations. Prolonged exposure to moisture and freeze-thaw effects was found to be beneficial for a crushed dolomite material with high amounts of nonplastic fines probably due to carbonate cementation within the fine fraction. Failure of test sections under flooded conditions was primarily caused by excessive deformation in the subgrade layer. Recommendations were made based on the study findings for improved material selection and thickness designs of aggregate working platforms. KW - Accelerated tests KW - Aggregates KW - Deformation KW - Illinois KW - Materials selection KW - Mechanistic-empirical pavement design KW - Pavement performance KW - Properties of materials KW - Subgrade (Pavements) KW - Test sections KW - Working platforms (Road construction) UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=3081 UR - https://trid.trb.org/view/1250026 ER - TY - RPRT AN - 01481000 AU - Hovell, Catherine AU - Avendano, Alejandro AU - Moore, Andrew AU - Dunkman, David AU - Bayrak, Oguzhan AU - Jirsa, James AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Structural Performance of Texas U-Beams at Prestress Transfer and Under Shear-Critical Loads PY - 2013/04//Technical Report SP - 355p AB - The Texas U-Beam standard designs were released in the 1990’s and have been used increasingly in bridges across the state since. While prototypes of the 54-in. deep prestressed concrete beam were built during the design phase, no full-scale load tests were performed. This study of the U-Beam had five goals: (1) determine the magnitude and location of stresses induced in reinforcing bars in the end region of the beam at prestress transfer; (2) measure concrete curing temperatures in square and skewed end blocks; (3) establish the vertical shear capacity of the standard section; (4) evaluate interaction between behavior at prestress transfer and performance under shear-critical loads; and (5) identify design and detailing improvements and make recommendations. Eight full-scale Texas U54 prestressed concrete beams were fabricated to achieve these goals. Load tests on the first four of these beams resulted in a failure along the bottom flange-to-web interface of the beam. These failures occurred at loads well below the calculated shear capacity. Given the horizontal sliding observed, the failure mode was called horizontal shear. The next two beams were fabricated to test three modifications to the end-region design, two of which were deemed successful. The final two beam sections tested contained the recommended new standard reinforcement and concrete geometry. A method to evaluate the horizontal shear demand on and capacity of the bottom flange-to-web interface of prestressed concrete beams was developed. The calculations were formulated using the theories of beam bending and shear friction. This method was calibrated and verified using the U-Beam test data and results of shear tests in the literature. This dissertation contains the specifics of the beams tested and the data collected, and provides the details of recommended changes to the Texas U-Beam standard drawings KW - Beams KW - Durability KW - Load tests KW - Prestressed concrete KW - Recommendations KW - Shear reinforcement KW - Shear strength KW - Structural analysis KW - Texas KW - U beams UR - http://library.ctr.utexas.edu/ctr-publications/0-5831-2.pdf UR - https://trid.trb.org/view/1249661 ER - TY - RPRT AN - 01480472 AU - Quiroga, Cesar AU - Li, Yingfeng (Eric) AU - Kraus, Edgar AU - Le, Jerry AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Optimizing Utility Owner Participation in the Project Development and Delivery Process PY - 2013/04//Technical Report SP - 166p AB - Coordination with utility owners during the project development and delivery process involves multiple activities, such as requesting and collecting data about the location and characteristics of existing facilities to identifying and analyzing utility conflicts, coordinating with utility stakeholders for the resolution of those utility conflicts, preparing and executing utility agreements, coordinating and inspecting utility adjustments, and coordinating reimbursements and audits. Effective communication, cooperation, and coordination among utility stakeholders are critical to keeping transportation projects on schedule. Unfortunately, these elements are frequently lacking during project development and delivery to allow for the adoption of cost-effective solution strategies. This report documents the results of research completed to develop strategies to improve the participation and response of utility owners in the project development and delivery process. To achieve this objective, the researchers (1) reviewed strategies that the Texas Department of Transportation (TxDOT) and other agencies use to engage utility owners, (2) developed a set of strategies designed to optimize utility owner participation, (3) conducted stakeholder meetings and workshops to gauge the potential acceptability of these strategies, and (4) developed recommendations for changes to business processes and procedures. The four sets of strategies are: (1) modernization of the utility process, (2) utility conflict matrix approach, (3) streamlining and standardization of utility cost data submissions, and (4) core skill training on utility topics. The research also included the development of an implementation plan and standalone guidebook and training materials to assist in the implementation of each of these strategies. KW - Communication KW - Construction projects KW - Coordination KW - Project management KW - Public utilities KW - Stakeholders KW - Texas Department of Transportation KW - Training KW - Workshops UR - http://tti.tamu.edu/documents/0-6624-1.pdf UR - https://trid.trb.org/view/1248970 ER - TY - RPRT AN - 01480471 AU - Kraus, Edgar AU - Li, Eric Yingfeng AU - Overman, John AU - Quiroga, Cesar AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Utility Investigation Best Practices and Effects on TxDOT Highway Improvement Projects PY - 2013/04//Technical Report SP - 378p AB - The lack of adequate information about the location and characteristics of utility facilities can result in a number of problems, including damages to utilities, disruptions to utility services and traffic, “lost” utility facilities as construction alters the landscape and pre-existing benchmarks are removed, and delays to highway projects. To address this issue, the research team reviewed the state of the practice in utility investigations and developed best practices for timing and use of utility investigation services in the Texas Department of Transportation (TxDOT) project development process. Major activities of the research included a review of current utility investigation techniques and technologies, a review of best practices and use of utility investigation practices in other states, and a review of TxDOT project data to examine effects of utility investigation services. The research team surveyed TxDOT organizational units on current utility investigation practices, developed draft best practices for utility investigations, and conducted workshops to allow feedback from practitioners. Based on the feedback, the research team reviewed and revised the draft best practices for utility investigations, developed draft content for inclusion in the Right of Way (ROW) Utility Manual, and developed and tested training materials. KW - Best practices KW - Construction projects KW - Project management KW - Public utilities KW - Right of way (Land) KW - State of the practice KW - Subsurface Utility Engineering KW - Texas Department of Transportation KW - Underground utility lines UR - http://tti.tamu.edu/documents/0-6631-1.pdf UR - https://trid.trb.org/view/1248972 ER - TY - RPRT AN - 01479824 AU - Donaldson, Bridget M AU - White, James J AU - Virginia Center for Transportation Innovation and Research AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Composting Animal Mortality Removed From Roads: A Pilot Study of Rotary Drum and Forced Aeration Compost Vessels PY - 2013/04//Final Report SP - 34p AB - The Virginia Department of Transportation (VDOT) removes an estimated 55,000 deer carcasses from its roadways each year at a cost of more than $4 million per year. Many VDOT maintenance facilities have a need for viable, environmentally compliant, and cost-effective carcass management strategies. Disposal challenges include a decreasing availability of conventional disposal methods, such as landfills, and a lack of viable burial areas. The purpose of this study was to evaluate two in-vessel composting systems to determine the utility of each as a carcass management option for VDOT. The systems were a rotary drum system and a forced aeration bin system (forced air system). Pilot projects were conducted to determine the utility of each system based on two factors: (1) whether the generated compost met a set of established composting criteria, including regulatory standards; and (2) whether the system performed well from an operational standpoint. A rotary drum system was installed at a VDOT maintenance facility and monitored for 163 days. The generated compost met the established pathogen destruction criteria but was inconsistent with regard to meeting the temperature and moisture criteria. The operational performance of the system was also inconsistent. The problems encountered may be preventable in future installations, but the system requires further evaluation to determine its utility as a means of animal mortality management for VDOT. It is recommended that VDOT install a smaller rotary drum system at a selected maintenance facility and evaluate its performance when the lessons learned described in this study are applied. A forced air system was installed at another VDOT maintenance facility and monitored for 274 days. The generated compost met all established compost criteria (i.e., temperature, compost maturity, and pathogen destruction), and the system performed well from an operational standpoint. This system is a useful means of animal mortality management for VDOT. It is recommended that VDOT install several additional forced air system units at maintenance areas interested in this method of composting. When the savings in disposal fees and travel costs from composting mortalities in a compost vessel rather than disposing of them at a facility are taken into account, the initial investment in a compost vessel would be offset in less than 5 years for maintenance facilities with particularly long drives to a disposal facility (25 to 40 miles). This study will be followed by an in-depth study to evaluate the economics and logistics of in-vessel composting to complete the feasibility analysis of this method of animal mortality management for VDOT. A composting guidance document will also be prepared to support the implementation of animal mortality composting at VDOT maintenance facilities. KW - Compost KW - Cost effectiveness KW - Deer KW - Highway maintenance KW - Virginia Department of Transportation KW - Waste disposal KW - Wildlife UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/13-r8.pdf UR - http://ntl.bts.gov/lib/47000/47900/47901/13-r8.pdf UR - https://trid.trb.org/view/1248194 ER - TY - RPRT AN - 01479822 AU - El-Rayes, Khaled AU - Liu, Liang AU - Elghamrawy, Tarek AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Minimizing Traffic-Related Work Zone Crashes in Illinois PY - 2013/04 SP - 226p AB - This report presents the findings of a research project to study and develop recommendations to minimize work zone crashes in Illinois. The objectives of this project were (1) to provide in-depth comprehensive review of the latest literature on traffic-related work zone crashes and conduct site visits of work zones in Illinois, (2) to analyze the frequency and severity of traffic-related work zone crashes in Illinois, (3) to quantify the impact of layout parameters on the risk of crash occurrence and develop practical recommendations to control the factors contributing to work zone crashes in Illinois, and (4) to evaluate the practicality and effectiveness of adding temporary/portable rumble strips within and before work zones. To achieve these objectives, the research team carried out six major tasks: (1) conducting a comprehensive literature review, (2) collecting and fusing all available data and reports on work zone crashes in Illinois, (3) analyzing work zone crashes and identifying their contributing factors, (4) identifying the impact of layout parameters on the risk of crash occurrences and developing practical recommendations to improve work zone layouts, (5) performing field experiments to evaluate the efficiency of using temporary rumble strips in work zones, and (6) evaluating the effectiveness of temporary rumble strips before work zones begin and at the edge of work zones. During this study, the research team identified a number of promising research areas for further in-depth analysis and investigation: (1) investigating the practicality and effectiveness of using new prototypes of temporary rumble strips at the edge of work zones, (2) improving safety for construction equipment entering and exiting work zones, and (3) optimizing work zone transportation management plans (TMPs) to maximize work zone safety while minimizing total work zone costs. KW - Crash data KW - Illinois KW - Literature reviews KW - Rumble strips KW - Traffic crashes KW - Traffic safety KW - Work zone safety KW - Work zone traffic control UR - http://hdl.handle.net/2142/45772 UR - https://trid.trb.org/view/1248193 ER - TY - RPRT AN - 01479799 AU - Miles, Jeffrey D AU - Ge, Hancheng AU - Carlson, Paul J AU - Zhang, Yunlong AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Mobile Luminance Data Collection System User Manual PY - 2013/04 SP - 50p AB - While nighttime driving volumes are lower than daytime, the percentage of crashes with respect to volume is higher, so it is critical that transportation agencies do everything economically possible to improve nighttime driving safety. One crucial part of nighttime driving safety is the visibility of traffic control devices (TCDs). This manual provides a description of the mobile luminance data collection system designed for Texas Department of Transportation (TxDOT) to evaluate the nighttime visibility of TCDs. The manual also contains detailed guidance on how to install the software and hardware, how to use the system, and how to conduct a post-processing analysis of images taken of the nighttime driving scene. KW - Computer program documentation KW - Data collection KW - Highway delineators KW - Luminance KW - Night visibility KW - Reflectorized materials KW - Texas Department of Transportation KW - Traffic control devices UR - http://tti.tamu.edu/documents/0-6647-P2.pdf UR - https://trid.trb.org/view/1248609 ER - TY - RPRT AN - 01479797 AU - Li, Ming-Han AU - Sung, Chan Yong AU - Swapp, Mark AU - Kim, Myung Hee AU - Chu, Kung-Hui AU - McFalls, Jett AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Bioretention for Highway Stormwater Quality Improvement in Texas: Final Report PY - 2013/04//Final Report SP - 132p AB - This final report summarizes five years’ worth of work in evaluating the applicability and performance of bioretention best management practices (BMPs) for highway environments in Texas. Within the five-year time frame, the research team did a literature review, conducted pilot experiments, and constructed a field demonstration site. The field site was tested with two different designs: (1) dry (or non-internal water storage (IWS)) and (2) internal water storage types. The field site is near the intersection of SH 21 and SH 6 in Bryan, Texas. The site includes a water hydrant for irrigation and synthetic runoff tests. The report includes introduction, research methods, test results, discussion, drawing examples, designs and maintenance guidelines, a special specification, a planting plan guide, a summary of the site selection process, and test data. In summary, bioretention BMPs can reduce peak flow and increase detention time. Non-IWS design moderately removed suspended solids, less effectively removed copper and zinc, less effectively removed total nitrogen, and moderately removed total phosphorus. The IWS layer significantly improved all performances, including hydraulic and water quality. The significance of this research project is that bioretention BMPs are a promising method for highway application in hot, semi-arid areas. Furthermore, the IWS layer is a viable application to improve bioretention performances. KW - Best practices KW - Bioremediation KW - Bioretention KW - Detention basins KW - Drainage KW - Runoff KW - Semi-arid regions KW - Texas KW - Water quality management UR - http://tti.tamu.edu/documents/0-5949-4.pdf UR - https://trid.trb.org/view/1248157 ER - TY - RPRT AN - 01479793 AU - Abu-Odeh, Akram AU - Williams, William AU - Ferdous, Rubiat AU - Spencer, Matthew AU - Bligh, Roger AU - Menges, Wanda AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Signs on Concrete Median Barriers PY - 2013/04 SP - 324p AB - Concrete median barriers have been used throughout the state as permanent and temporary barriers for providing separation of traffic. Typically, these barriers are tested and considered crashworthy through crash testing according to National Cooperative Highway Research Program Report 350 or American Association of State Highway and Transportation Officials Manual for Assessment of Safety Hardware. Due to space restrictions, a sign or a light pole is placed on top of such barriers. However, when signs or light poles are mounted on top of barriers, the crashworthiness of the system is not necessarily guaranteed. There is very limited research on how a combination of device and barrier would perform if impacted by an errant vehicle. Moreover, no full-scale crash tests have been performed to accurately identify the influence of attachments on vehicular deceleration. Therefore, there is a need to identify existing practices of placing hardware on top of median barriers, as well as defining the crashworthiness of such combinations. In this project, a survey of the practice of mounting hardware on top of barriers was performed. Analytical, computer simulation, and testing tasks were conducted to define crashworthy hardware and placement guidelines. This research developed a design guideline and a standard that could be incorporated into Texas Department of Transportation standards and specifications. KW - Crashworthiness KW - Design standards KW - Highway safety KW - Impact tests KW - Median barriers KW - Sign supports KW - Simulation KW - Texas KW - Traffic signs UR - http://tti.tamu.edu/documents/0-6646-1.pdf UR - https://trid.trb.org/view/1248158 ER - TY - RPRT AN - 01478888 AU - Labib, Emad L AU - Dhonde, Hemant B AU - Howser, Rachel AU - Mo, Y L AU - Hsu, Thomas T C AU - Ayoub, Ashraf AU - University of Houston AU - Texas Department of Transportation AU - Federal Highway Administration TI - Shearing in High Strength Concrete Bridge Girders: Technical Report PY - 2013/04//Technical Report SP - 300p AB - Prestressed Concrete (PC) I-girders are used extensively as the primary superstructure components in Texas highway bridges. A simple semi-empirical equation was developed at the University of Houston (UH) to predict the shear strength of PC I-girders with normal strength concrete through the project Texas Department of Transportation (TxDOT) 0-4759. The UH-developed equation is a function of shear span to effective depth ratio, concrete strength, web area and amount of transverse steel. This report intends to: (1) validate the UH-developed equation for high strength concrete by testing ten 25-ft long full-scale PC I-girders with different concrete strength; and (2) validate the UH-developed equation for different sizes of PC girders and study the possibility of having premature failure due to local failure in end zone. Ten modified Tx28 PC girders were tested for the first objective. The girders were divided into three groups (namely Groups A, C and F) based on the concrete compressive strength. Group A consisted of two girders with a concrete compressive strength of 7000 psi. Group F had four girders with a concrete compressive strength of 13000 psi and Group C included four girders with a compressive strength 16,000 psi. Girders in Group A were designed to have a balanced condition in shear. A pair of girders each belonging to Group F and Group C were designed to have a balanced condition while remaining girders were designed as over-reinforced sections. Each group of the PC girders was tested with different shear span to effective depth ratio so as to get two types of shear failure modes, i.e., web-shear and flexure-shear. The validity of the proposed UH-developed equation was ascertained using the girders test results. UH-developed equation was found to accurately predict the ultimate shear strength of PC girders having concrete strength up to 17,000 psi with enough ductility. Six PC girders of Tx-series with three different sizes were tested for the second objective. The girders were divided into three groups (namely Groups D, E and G) based on the girder depth. The test data shows that the PC girders of the new Tx-series has no cracks under service loads and can reach the maximum shear capacity without having a shear bond failure. Also, these girders’ test results ensured the validity of the UH-developed equations for PC girders with different sizes. Simulation of Concrete Structures (SCS), a finite element program recently developed at UH, was used to predict the shear behavior of the tested girders. Analytical results presented in this report proved the validity of SCS to predict the behavior of PC girders with different concrete strength up to 17,000 psi and with different depth up to 70 inches. KW - Compressive strength KW - Failure analysis KW - Girders KW - High strength concrete KW - Highway bridges KW - Load tests KW - Prestressed concrete KW - Shear strength KW - Texas UR - http://library.ctr.utexas.edu/dbtw-wpd/exec/dbtwpub.dll?AC=QUERY&TN=catalog&RL=1&RF=.Detail&DF=.Detail&BU=http%3A%2F%2Flibrary.ctr.utexas.edu%2Fcatalog&QY=find+ID+%3D+31287&utm_source=feedburner&utm_medium=email&utm_campaign=Feed%3A+NewestTxdotResearch+%28New+TxDOT+Research+Publications+%28Feed%29%29 UR - http://tti.tamu.edu/documents/0-6152-2.pdf UR - https://trid.trb.org/view/1247894 ER - TY - RPRT AN - 01478590 AU - Bayrak, Oguzhan AU - Chao, Shih-Ho AU - Jirsa, James O AU - Klingner, Richard E AU - Azimov, Umid AU - Foreman, James AU - Foster, Stephen AU - Karki, Netra AU - Kwon, Ki Yeon AU - Woods, Aaron AU - University of Texas, Austin AU - University of Texas, Arlington AU - Texas Department of Transportation AU - Federal Highway Administration TI - Bridge Deck Reinforcement and PCP Cracking: Final Report PY - 2013/04//Final Report; Technical Report SP - 356p AB - Bridge decks composed of precast, prestressed panels (PCPs) overlain by cast-in-place (CIP) are popular in many states, including Texas. Optimization of top-mat reinforcement and reduction of collinear panel cracking were addressed in this project. Longitudinal top-mat reinforcement was found to be already optimized. Further optimization of transverse top-mat reinforcement is possible by slightly reducing the area of deformed reinforcement or by using welded-wire reinforcement. Collinear panel cracking can be reduced by lowering the initial prestress or by placing additional transverse reinforcement at panel ends. Measured prestress losses in PCPs were at most 25 ksi, much less than the 45 ksi currently assumed by the Texas Department of Transportation (TxDOT). The comparative efficiency of different types of high-performance steel fibers was examined. Double-punch testing, appropriately standardized as proposed in this report, is a reliable and repeatable measure of the comparative efficiency of high-performance steel fibers. KW - Bridge decks KW - Cast in place concrete KW - Concrete tests KW - Cracking KW - High performance steel KW - Panels KW - Precast concrete KW - Prestressed concrete KW - Reinforcement (Engineering) KW - Steel fibers KW - Test procedures KW - Texas KW - Welded wire reinforcement UR - http://library.ctr.utexas.edu/ctr-publications/0-6348-2.pdf UR - https://trid.trb.org/view/1247497 ER - TY - RPRT AN - 01478575 AU - Federal Highway Administration TI - 2012 Urban Congestion Trends: Operations: The Key to Reliable Travel PY - 2013/04 SP - 8p AB - Congestion levels remained relatively unchanged from 2011 to 2012 in the 19 urban areas in the United States monitored in this report. Congestion levels across all of the congestion measures are still generally below the levels experienced in 2007, prior to the economic downturn. As the economy improves, increased congestion levels are expected. While congestion levels remained relatively unchanged (or decreased slightly) from 2011 to 2012, the use of congestion-mitigating techniques will become important to manage future increases in traffic and congestion. The use of operational strategies, in particular, provides a toolbox of alternatives that can be implemented to mitigate growing congestion. Transportation agencies and professionals should use this time to implement operational strategies (and/or fine-tune existing operational strategies) prior to congestion levels likely increasing in an improving economy. The benefits of successful operational strategies are multiple—faster, more reliable trips, improved safety, and reduced environmental impacts. This report highlights several case studies where operational strategies have been successfully implemented. The first two case studies identify how reporting and monitoring can improve stakeholder decision making. Proactive reporting and monitoring ensure that transportation improvements are designed to get the best return on the investment. KW - Case studies KW - Highway operations KW - Highway traffic control KW - Traffic congestion KW - Traffic mitigation KW - Trend (Statistics) KW - Urban areas UR - http://ops.fhwa.dot.gov/publications/fhwahop13016/fhwahop13016.pdf UR - https://trid.trb.org/view/1247662 ER - TY - SER AN - 01478520 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Nie, Yu (Marco) AU - Wu, Xing AU - Li, Qianfei AU - Northwestern University AU - Illinois Department of Transportation AU - Illinois Center for Transportation AU - Federal Highway Administration TI - Travel Reliability Inventory for Chicago PY - 2013/04 IS - 013-011 SP - 64p AB - The overarching goal of this research project is to enable state Departments of Transportation (DOTs) to document and monitor the reliability performance of their highway networks. To this end, a computer tool, Travel Reliability Inventory for Chicago (TRIC), was developed to produce travel reliability inventories from various traffic data sources. In due course, travel reliability inventories will provide necessary inputs to next-generation transportation decision-making tools that are sensitive to travel reliability. TRIC incorporates reliable routing algorithms to construct and rank travel reliability indexes on routes between any given origin-destination pair in the network. It also implements a basic graphical user interface for creating and visualizing travel reliability indexes and archiving them in Esri shape format, which can be read by most geographic information system (GIS) software. Case studies using data from the Chicago area were conducted for demonstration purposes. KW - Algorithms KW - Case studies KW - Chicago (Illinois) KW - Decision support systems KW - Geographic information systems KW - Graphical user interfaces KW - Highway travel KW - Origin and destination KW - Road networks KW - Routing KW - State departments of transportation KW - Traffic data KW - Travel time KW - Travel time reliability UR - http://hdl.handle.net/2142/45775 UR - https://trid.trb.org/view/1247371 ER - TY - RPRT AN - 01587725 AU - Dunn, William C AU - Ecosystem Management, Incorporated 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 I: Inventory of Soil Organic Carbon and Current Management Practices PY - 2013/03/31/Final Report SP - 70p AB - A study to assess carbon sequestered in soils (soil organic carbon (SOC)) within state highway rights-of-way in New Mexico was initiated in April 2011. During October–November, 2011, the authors gathered soil and vegetation samples at 117 randomly located sites in 3 biomes (19 upper montane, 54 lower montane, 44 prairie) throughout areas of the state that receive ≥35 cm precipitation. Samples were obtained along 3 transects/site and in up to 4 right-of-way (ROW) zones per transect. Physical and chemical characteristics were measured from 854 soil samples. Composition, cover, and biomass were measured for vegetation within 0.5-m² quadrats, placed centrally within each zone of each transect. Environmental characteristics of each site were captured via Geographic Information Systems (GIS). Total and mean SOC were estimated to be 153,481 Mg and 57.9 Mg/ha in the Upper Montane; 204,311 Mg and 36.2 Mg/ha in the Lower Montane; and 591,822 Mg and 42.9 Mg/ha in the Prairie biomes. Relative precision for mean SOC was 7.7% across the study area and 11–12% for individual biomes. These values were within, or close to, the 10% precision required by the Chicago Climate Exchange for trading or selling carbon credits. The authors developed regression models using untransformed variables (“standard model”) and variables grouped via factor analysis (“factor model”) to determine associations between the variables the authors measured and SOC. Annual precipitation, clay, litter, and grass in the managed and inflection ROW zones were associated with SOC in the standard model. In the factor model, Factor 1 (characterized by annual precipitation, elevation, Fraction of Absorbed Photosynthetically Active Radiation, and evaporation) and Factor 2 (characterized by grass/vegetation cover) explained 30% of the variance; seven factors explained 62% of the variance. Spatial and temporal patterns of mowing and chemical spraying were analyzed using New Mexico Department of Transportation's (NMDOT’s) Highway Maintenance Management System database to determine if adjusting these management practices might contribute to carbon sequestration. Both practices were most common in the prairie districts. The authors identified 56 highways in which reducing the number of visits to mow to the average for the district would result in 1,893 fewer miles mowed annually (3.1% of the statewide total). The authors also identified 86 highways where mowing might be limited to the dormant season. The authors found little potential for contributing to carbon sequestration by reducing the number of passes by mowers or by limiting chemical spraying. For the next phase of the study, the authors recommend testing the effects of different rates of removal of biomass and different methods to enhance growth of plants to determine which provide optimal sequestration of carbon in ROW soils. The authors also outline 3 steps in development of a ROW carbon offset protocol for marketing carbon credits. KW - Carbon KW - Carbon sequestration KW - Geographic information systems KW - Mowing KW - New Mexico KW - Regression analysis KW - Right of way (Land) KW - Soils KW - Vegetation control UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM10ENV_01_Carbon_Final%20Report_032213.pdf UR - https://trid.trb.org/view/1394950 ER - TY - RPRT AN - 01587721 AU - Dunn, William C AU - Ecosystem Management, Incorporated AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - The Path Forward: An Implementation Plan for Phase 1 of the project “Assessing the Potential to Sequester Carbon within State Highway Rights-of-Way in New Mexico” PY - 2013/03/31 SP - 23p AB - To implement “Assessing the Potential to Sequester Carbon within State Highway Rights-of-Way” (Contract No. C05438), the authors investigated nine management practices that occur over large areas, are effective for long periods, and that might increase carbon sequestration. These included (1) reseeding after new construction or major rehabilitation of roads; (2) adding arbuscular mycorrhizal fungi to soil to enhance the ability of plants to capture nutrients; (3) increasing water availability by adding water retention polymers to the soil; (4) increasing water availability by imprinting offset divots in the soil; (5) increasing nitrogen availability through fertilization; (6) increasing nitrogen availability by interseeding legumes into established vegetative communities; (7) increasing mowing heights from 15 to 20 cm, thereby leaving more live biomass to capture atmospheric carbon; (8) mowing only at the onset of the dormant season; (9) planting trees and shrubs outside of the clear zone. Of these, soil imprinting, interseeding with legumes, increasing mowing heights from 15 to 20 cm, and mowing only at the onset of the dormant season appeared to have the highest potential to enhance carbon sequestration. Here the authors present a literature review of each of the nine management practices. Based on this review and discussions with New Mexico Department of Transportation (NMDOT) district personnel, the authors then present an experimental design to test the effects of three different rates of removal of biomass via adjustments in mowing and four different methods to enhance growth of plants to determine which provide optimal sequestration of carbon in rights-of-way (ROW) soils. Next, the authors outline three steps in development of a ROW carbon offset protocol for marketing carbon credits. Lastly, the authors discuss how increasing carbon sequestration can be integrated into the mission of NMDOT. KW - Biomass KW - Carbon KW - Carbon sequestration KW - Fertilization (Horticulture) KW - Implementation KW - Literature reviews KW - Mowing KW - New Mexico KW - Right of way (Land) KW - Roadside flora KW - Seeding UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM10ENV_01_Carbon_Implementation%20Plan_031113.pdf UR - https://trid.trb.org/view/1394949 ER - TY - RPRT AN - 01587633 AU - Karaa, Fadi A AU - New Jersey Institute of Technology, Newark AU - University Transportation Research Center AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Development of a Comprehensive Inventory Management System for Underground Fiber Optic Conduits PY - 2013/03/31/Final Report SP - 38p AB - Major State Departments of Transportation operate and maintain networks of thousands of miles of conduits, many carrying fiber optic cables that are vital to State communication systems. These conduits are located alongside or across highways and frequently must be located and marked to avoid damage from digging or boring resulting from construction. The existing inventory system often consists merely of sections of pipelines of varying length with differing lengths and sometimes unknown or changing diameters and materials. In order to facilitate the location of fiber optic facilities by operations personnel and enable access to junction boxes and conduits, a computerized connectivity-based inventory system of all external (pipes, junction boxes) and internal assets (conduits, cables) was developed. In a first phase, the system enabled the transition from a flat incomplete and inaccurate system of facility identification to a network model of fiber optic segments and nodes (junction boxes). In this work, a comprehensive hierarchical system of facility cataloguing was achieved through an expansion of the system to include multiple inner layers within pipes and junction boxes, such as Conduits and Cables. This enabled the definition of a Routing entity, an essential component of a comprehensive fiber optic connectivity-based system. Key to the system design is the definition of the multi-layered hierarchical relationship between various levels of facility definition. The ability to “drill-down” from an external layer to an inner component and to establish multi-directional facility contiguity enables the progressive improvement of data quality and the establishment of a reliable connectivity model between facilities. This extended prototype enables the successful future transition from a system based on section records to a more connectivity-based hierarchical asset management model of fiber optic underground facilities, with significant savings in operational costs and reliability of the field investigative work, and the support of improved maintenance management and capacity/capital planning. KW - Asset management KW - Conduits KW - Data quality KW - Fiber optics KW - Inventory KW - State departments of transportation KW - System design KW - Underground structures UR - http://www.utrc2.org/sites/default/files/Final-Report-Inventory-Management-Fiber-Optic-Conduits.pdf UR - https://trid.trb.org/view/1394945 ER - TY - RPRT AN - 01570303 AU - Conklin, Clifford A AU - Bahler, Stephen J AU - Belmore, Katherine L AU - Hallenbeck, Mark AU - Ishimura, John AU - Schnell, Genevieve M AU - Clark, James E AU - Curley, Cathleen E AU - Kandarpa, Ram AU - Hill, David AU - But, Alexander AU - Booz Allen Hamilton AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Transportation Management Center Data Capture for Performance and Mobility Measures Guidebook PY - 2013/03/27/Final Report SP - 47p AB - The Guide to Transportation Management Center (TMC) Data Capture for Performance and Mobility Measures is a two-volume document consisting of this summary Guidebook and a Reference Manual. These documents provide technical guidance and recommended practices regarding concepts, methods, techniques, and procedures for collecting, analyzing, and archiving TMC operations data to develop measures of roadway and TMC performance, as well as documenting the benefits of TMC activities for a variety of stakeholders. This guide is designed to be used by TMC technical and management staff involved in developing, implementing, and/or refining a TMC performance monitoring program. Effective performance monitoring efforts can assist the user in a variety of tasks including traffic performance monitoring, asset management, evaluation of TMC activities and strategies, and planning and decision-making. They can also provide persuasive data in support of continued or enhanced TMC programs; conversely, a lack of available data regarding the value of TMC programs can make agencies more vulnerable to budget reductions when resources are constrained and the remaining budgets are being allocated. The contents of this guide are based on a literature survey, a survey of TMC Pooled-Fund Study (PFS) members, follow-up interviews, and the project study team’s experience and judgment. The study team began with a literature survey of publications regarding TMC data, performance data, performance measures, performance analysis, and reporting. Next, a survey of the PFS members was performed to gain an understanding of the current state of the practice and to determine PFS member needs. The team conducted follow-up discussions with members as needed and then selected a core set of performance measures that would form the basis for this guide. KW - Data collection KW - Handbooks KW - Highway operations KW - Mobility KW - Performance measurement KW - Traffic control centers UR - http://www.its.dot.gov/data_capture/pdf/data_capture_performance_guidebook.pdf UR - https://trid.trb.org/view/1359889 ER - TY - RPRT AN - 01478784 AU - Department of Transportation AU - Federal Highway Administration TI - FHWA Provides Sufficient Guidance and Assistance to Implement the Highway Safety Improvement Program but Could Do More to Assess Program Results PY - 2013/03/26 SP - 18p AB - Reducing the number of fatalities and serious injuries on our Nation’s highways continues to be a top safety priority for the Department of Transportation (DOT). The Federal Highway Administration’s (FHWA) Highway Safety Improvement Program (HSIP) is the primary DOT program for reducing fatalities and serious injuries on roadways through infrastructure improvements, such as guard rails or rumble strips. HSIP has received approximately $8.4 billion in funding from 2006 through 2011. The current surface transportation authorization, the Moving Ahead for Progress in the 21st Century Act (MAP-21), continues HSIP and increases its funding to roughly $2.4 billion per year for the next 2 years. Given the major contribution HSIP is intended to make to highway safety and the large funding levels involved, DOT's Office of Inspector General (OIG) initiated this audit to assess whether FHWA (1) provides sufficient guidance and assistance to enable the States to effectively implement the data-driven, performance-based approach called for in HSIP legislation and (2) evaluates HSIP results, which States report to FHWA annually, to determine the program’s impact. Briefly, results of the OIG audit indicate that FHWA provides sufficient guidance and technical assistance to the States to implement HSIP in accordance with current requirements that permit substantial State flexibility. As required by law, States used safety data to select HSIP projects and develop performance-based programs. Overall, OIG's review of States’ 2011 HSIP reports found that 98 percent of States met program requirements and 92 percent followed FHWA’s program guidance on reporting. FHWA periodically evaluates HSIP results and other traffic safety information reported by the States, but conclusions from these evaluations are limited and FHWA does not have an effective way to regularly use program data to report HSIP results nationwide. This is largely because States provide varying types and quantities of data to FHWA in their annual HSIP reports, even though the States all met the current legal reporting requirements on what information to include. KW - Countermeasures KW - Data quality KW - Evaluation and assessment KW - Guidance KW - Highway safety KW - Highway Safety Improvement Program KW - Improvements KW - Performance measurement KW - States KW - U.S. Federal Highway Administration UR - http://www.oig.dot.gov/sites/dot/files/FHWA's%20Highway%20Safety%20Improvement%20Program%5E3-26-13.pdf UR - https://trid.trb.org/view/1247376 ER - TY - ABST AN - 01566827 TI - Core Program Services for a Highway RD&T Program - FFY 2013 (TRB FY 2014) AB - The objective of this project is to provide a mechanism for State transportation departments to support the Transportation Research Board's (TRB's) core program and services. This pooled fund study permits States to make their contributions to the TRB Core Program instead of sending their contributions to TRB directly. The TRB Core Program provides support funding for the TRB annual meeting, the committee structure, State visits by TRB, and the TRB publication program. KW - Financing KW - Highways KW - Product development KW - Programming (Planning) KW - Research KW - State departments of transportation KW - Transportation Research Board UR - http://www.pooledfund.org/Details/Study/513 UR - https://trid.trb.org/view/1358544 ER - TY - ABST AN - 01479093 TI - Steel Suspension Bridge Vulnerability and Countermeasures AB - The aim of this research is to: (1) increase the resistance of suspension bridges to an attack on any of their three major components: towers, main cables and suspenders; (2) extend the testing started in Pooled Fund Project 888, Validation of Numerical Modeling and Analysis of Steel Bridge Towers Subjected to Blast Loadings, to include older types of materials and connection details, and varying material conditions; and (3) develop high performance/lower intrusion countermeasure designs. The low intrusion is significant to bridge owners because the retrofit must not produce material degradation (e.g., corrosion), interfere with the operation of previously-installed mitigation measures for other hazards (e.g., seismic), or obstruct normal maintenance/inspection operations. Experimental and analytical work will verify and calibrate: (1) predictions of member behavior; (2) performance of current mitigation measures; and (3) performance of new design concepts and materials subjected to the loads outlined below. The test loads will replicate vehicle bombs or other standoff charges; hand-emplaced breaching charges, cutting charges, and mechanical cutting, as required. Explosive tests are to be conducted in a secure environment at a U.S. Army Corps of Engineers test facility. The study will include both small- and large-scale testing of steel suspension bridge elements, their connections, and, where practical, assembled groups of bridge elements. The response of early 20th century steel members to these loadings will be determined.Specimens for this portion will be obtained from bridges to be demolished: The Waldo-Hancock Bridge (Maine), the Crown Point Bridge (NY-Vt), and the Ft. Stueben Bridge (Ohio-WV). A limited on-site study, outlined in a prior Federal Highway Administration funding request, was conducted under Department of Homeland Security sponsorship, and will be continued under this study. The study of both retrofit designs and retrofit materials are within the scope. Retrofit methods include: external and internal tower reinforcement and energy routing; main cable wrapping; suspender replacement materials; and energy-absorbing suspender sockets. Design issues to be considered include the typically severe size and weight limitations found on existing structures, as well as the need to address practical construction- and maintenance-imposed restrictions. The performance of advanced materials will be specifically assessed. This includes material combinations beyond those considered under Pooled Fund Project 888. KW - Blast loads KW - Countermeasures KW - Retrofitting KW - Steel bridges KW - Suspension bridges KW - Terrorism UR - http://www.pooledfund.org/Details/Study/444 UR - https://trid.trb.org/view/1248103 ER - TY - ABST AN - 01503383 TI - Performance Based Electronic-Statewide Transportation Improvement Program AB - The study objective is to examine the different electronic-Statewide Transportation Improvement Program (e-STIP) practices that are currently in place, the key or applicable components in designing an operational e-STIP, the advantages and challenges in implementing an e-STIP, and the integration of performance management into the e-STIP. The study will help the States and Metropolitan Planning Organizations (MPOs) determine what are the requirements and resources to implement an e-STIP or electronic Transportation Improvement Program (e-TIP) and the effort level needed to successfully manage and maintain an e-STIP. Task 4 of the project Identifies Components of the Transportation Planning Process to be Considered and Measured in the Programming Process. The Contractor shall research, review, and investigate performance measures that are built into the existing e-STIPs. But beyond that, the Contractor shall identify other possible performance measures that may be used to benchmark or to measure the performance of the transportation planning process and the transportation system. In addition to identifying the PMs, design how these data measures can be analyzed, summarized, and reported, to demonstrate in a consistent manner and to integrate them into the e-STIP. KW - Best practices KW - Contractors KW - Improvements KW - Metropolitan planning organizations KW - Programming (Planning) KW - State departments of transportation KW - Transportation Improvement Programs KW - Transportation planning UR - https://trid.trb.org/view/1285464 ER - TY - RPRT AN - 01491335 AU - Ullman, Gerald L AU - Pesti, Geza AU - Klein, Rachel AU - Battelle AU - Texas A&M Transportation Institute AU - Federal Highway Administration TI - Guidance on Data Needs, Availability, and Opportunities for Work Zone Performance Measures PY - 2013/03/20 SP - 102p AB - Current Federal Regulations (23 CFR 630 Subpart J) encourage States to collect and analyze both safety and mobility data to support the initiation and enhancement of agency-level processes and procedures addressing work zone impacts. The purpose of this guidance document is to provide practitioners with the skills to identify current data sources (both existing data and data collected specifically for the work zone) for use in work zone performance measurement, as well as potential data sources that could be useful to work zone performance measurement in the near future. This document is also intended to assist practitioners in determining how to select and compute useful work zone performance measures, given the data sources available to them. For both current and potential data sources, guidance is presented on the viability of each source for work zone performance measurement, as well as on possibly leveraging opportunities to maximize the value of data collection and extraction efforts. In addition to information about data sources and opportunities, guidance is provided regarding work zone performance measures that the various data sources can support. Where appropriate, examples are provided as to how data assessment, collection, application, and interpretation can be accomplished. In this way, document users can obtain an overall perspective KW - Data collection KW - Performance measurement KW - Traffic safety KW - Work zone safety KW - Work zone traffic control KW - Work zones UR - http://www.ops.fhwa.dot.gov/wz/resources/publications/fhwahop13011/fhwahop13011.pdf UR - https://trid.trb.org/view/1257623 ER - TY - ABST AN - 01566475 TI - A Literature Review of Approach Slab and Its Settlement for Roads and Bridges in Wyoming AB - The purpose of this project is to perform a literature review of the approach slab and the associated settlement problems at bridge approaches, as well as provide the Wyoming Department of Transportation (WYDOT) with potential solutions. Research outcomes obtained from the proposed work plan will be presented in a manner that will be suitable for application and adaptation in the State of Wyoming. Benefits from this project are anticipated to be: reducing excessive settlement in the approach slap; eliminating road bumps at the approach slab; improving the road and bridge rideability; providing a more cost-effective and improved approach slab system; providing more rational and cost effective procedures for remediation of existing problematic approach slabs; lowering the maintenance cost and time; and increasing the safety of the public using the roads and bridges throughout Wyoming. This project will use a literature review of comprehensive literature pertinent to the reinforced approach slap and a nationwide survey to formulate conclusions and recommendations. KW - Approach roads KW - Bridge approaches KW - Cost effectiveness KW - Literature reviews KW - Ride quality KW - Settlement (Structures) KW - Wyoming UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/RS05213%201501F%20WYDOT%20Approach%20slab%20Report-1.pdf UR - https://trid.trb.org/view/1357585 ER - TY - ABST AN - 01530027 TI - Characterization of Material Properties for Mechanistic-Empirical Pavement Design in Wyoming AB - The purpose of this project is to characterize representative local material properties for unbound base and subgrade layers for the mechanistic empirical pavement design in Wyoming. The goal of this project will be to establish a practical design guidance that Wyoming Department of Transportation (WYDOT) designers can follow and to locally calibrate the Mechanistic-Empirical Pavement Design Guide (MEPDG) default of globally calibrated distress prediction models using the best available data set from Wyoming that reduces model error and improves prediction accuracy. The project will be set out in two phases. Phase I will focus on a literature review, a field and laboratory testing program, and database development. Phase II will focus on data analysis, recommendations, trial design and examples, design comparison, design guidelines, and implementation. KW - Calibration KW - Field tests KW - Guidelines KW - Laboratory tests KW - Material properties KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Subgrade (Pavements) KW - Wyoming UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/RS04213%20Proposal-MEPDG-Final%20revised%20(1).pdf UR - https://trid.trb.org/view/1314831 ER - TY - ABST AN - 01576056 TI - A Remote, Self-Sustained System for Monitoring Water Quality Near Highways AB - This research project will enable in situ monitoring of water quality near highways (e.g., stormwater runoff that occurs in the spring) by applying a self-organized and sustainable sensing system. After their first deployment, sensors can operate continuously for many years without the need for recharging or replacing batteries because they are powered by novel microbial fuel cells (MFCs) that harvest electricity through electrochemical reactions using bacteria, which are abundant in streams. The sensing system automatically measures the physical, chemical, and biological characteristics of water, periodically transmitting collected data wirelessly to a nearby base station and then on to a remote data center. This visionary technology takes advantage of technical breakthroughs found in the fields of MFCs, bioenergy harvesting, power regulation, data processing and management, sensor network, and wireless communication. KW - Electrochemical processes KW - Environmental impacts KW - Fuel cells KW - Remote sensing KW - Runoff KW - Streams KW - Sustainable development KW - Water quality management KW - Wireless communication systems UR - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-13-0108 UR - https://trid.trb.org/view/1370006 ER - TY - ABST AN - 01547399 TI - Developing an Improved Highway Geometric Design Process AB - The objectives of this research are to (1) develop a comprehensive, flexible design process to meet the needs of geometric designers in the future and (2) update American Association of State Highway and Transportation Officials' (AASHTO's) Guidelines for Geometric Design of Very Low-Volume Roads. The design process (Objective 1) must consider: (1) Specification of the project purpose and need, including the modes that will be using the facility. (2) Context setting of the facility. (3) Desired performance outcomes for the facility for the various modes; including safety, mobility, and access management. (4) Methods for evaluating tradeoffs associated with different design alternatives. (5) Optimization of the design given the project's financial and other constraints. (6) Flexibility to address issues that arise from stakeholder involvement or environmental reviews. (7) Documentation of decisions to address tort liability concerns. KW - Access control (Transportation) KW - American Association of State Highway and Transportation Officials KW - Decision making KW - Geometric design KW - Highway design KW - Liability KW - Low volume roads KW - Mobility UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3415 UR - https://trid.trb.org/view/1334663 ER - TY - RPRT AN - 01535809 AU - Ray, Malcolm H AU - Plaxico, Chuck A AU - Roadsafe LLC AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Update to: A Guide to Standardized Highway Lighting Pole Hardware PY - 2013/03/13/Final Report SP - 79p AB - This report describes the development of an updated Online Guide to Luminaire Supports. The Guide is a web-based content management system for luminaire support systems that allows full viewing, submission, management, and reporting services to its users (e.g., State department of transportation (DOT) personnel, construction contractors, etc.). The Online Guide to Luminaire Supports is one of six online guides maintained by the American Association of State Highway and Transportation Officials-Associated General Contractors of America-American Road & Transportation Builders Association (AASHTO-AGC-ARTBA) Joint Committee on New Highway Materials Task Force 13 (TF13). The homepage for the Online Guides can be found online at http://guides.roadsafellc.com/. The luminaire support systems included in the Online Guide to Luminaire Supports have been successfully crash tested according to the National Cooperative Highway Research Program (NCHRP) Report 350 or the Manual for Assessing Safety Hardware (MASH) and comply with the AASHTO Standard Specification for Structural Supports for Highway Signs, Luminaires and Traffic Signals. A link to the appropriate Federal Highway Administration (FHWA) Eligibility Letter is included in the index listing for each system. KW - AASHTO Manual for Assessing Safety Hardware KW - Impact tests KW - Luminaires KW - Poles (Supports) KW - Standards KW - Street lighting KW - Traffic signals KW - Websites (Information retrieval) UR - http://ntl.bts.gov/lib/51000/51800/51895/TPF-05_002__FHWA_1302F_Update_to_Guide_to_Standardized_Highway_Lighting_Pole_Hardware.pdf UR - https://trid.trb.org/view/1318118 ER - TY - ABST AN - 01495369 TI - Evaluation of Cost Benefits to the SCDOT with Increase RAP/RAS Usage AB - The objectives of this research project are to investigate and determine the cost savings from the use of reclaimed asphalt pavement (RAP) and recycled asphalt shingles (RAS) in South Carolina pavements; examine the economic effects of using increased amounts of RAP/RAS in South Carolinas asphalt mixes; and develop a proposed pay schedule separating virgin binder from aged binder that could potentially optimize South Carolina Department of Transportation (SCDOT's) cost savings when utilizing RAP and RAS materials. KW - Asphalt mixtures KW - Benefit cost analysis KW - Binders KW - Evaluation and assessment KW - Recycled materials KW - Shingles KW - South Carolina UR - http://www.scdot.scltap.org/wp-content/uploads/2015/01/Final-Report-Evaluation-of-Cost-Benefits-to-the-SCDOT-with-Increased-RAP-final.pdf UR - https://trid.trb.org/view/1264971 ER - TY - RPRT AN - 01613744 AU - Federal Highway Administration TI - Local Road Safety Peer Exchange - Region 4 PY - 2013/03/06 SP - 14p AB - This report provides a summary of the proceedings of the Local Road Safety Peer Exchange held in Atlanta, Georgia on March 6th and 7th, 2013. The Federal Highway Administration (FHWA) sponsored the Peer Exchange in coordination with Region 4 Local Technical Assistance Program. The purpose of the Peer Exchange was to facilitate the exchange of information on local road safety and explore opportunities for greater coordination and communication between FHWA, State Departments of Transportation (DOTs), Local Technical Assistance Program Centers (LTAPs), regional and local officials/practitioners within the States in the region. The Peer Exchange covered three key topics: (1) Increasing local agencies’ participation in the Highway Safety Improvement Program (HSIP); (2) Encouraging local involvement in the development and implementation of the State’s Strategic Highway Safety Plans (SHSPs); and (3) Improving interagency collaboration. Representatives from Alabama, Florida, Georgia, Kentucky, Mississippi, North Carolina, Puerto Rico, South Carolina, and Tennessee participated in the event. The format of the Peer Exchange consisted of expert and peer presentations on State practices, facilitated discussions, and break-out sessions. At the end of the second day, participants met with colleagues in their respective States to develop action plans covering the three key topics discussed. The action plans identified: Strategies for consideration/implementation; Resources needed for implementation; and Champions to lead implementation. A brief description of the peer exchange proceeding is provided in this report. KW - Coordination KW - Highway safety KW - Highway Safety Improvement Program KW - Implementation KW - Peer exchange KW - State departments of transportation KW - Strategic planning UR - http://ntl.bts.gov/lib/59000/59800/59828/peer_report_GA_Mar2013.pdf UR - https://trid.trb.org/view/1425520 ER - TY - ABST AN - 01503391 TI - National Research and Innovation Project Coordination Tasks at U.S. Coast Guard (USCG) AB - The purpose of the work is to conduct research into the issues related to the review and approval of bridge permit applications, including all associated environmental review aspects, with respect to the intermodal transportation system and to use the results of the research to develop recommendations and prototypes for additional programmatic guidance, facilitate the development of process improvements, disseminate the results of research through enhanced inter-agency coordination and to support the development of training capabilities that promote early coordination and process improvement efforts between United States Coast Guard (USCG) District Bridge Offices and Federal Highway Administration (FHWA) and State Departments of Transportation (DOT's). The goal of this research is to provide a basis for the timely design and implementation of adequate, safe and economical transportation improvements while also assuring that such design and implementation is sensitive to the protection of maritime navigation and the waters of the US for which the USCG is responsible under Federal statute and regulation. KW - Bridges KW - Coordination KW - Environmental impacts KW - Intermodal transportation KW - Permits KW - Prototypes KW - Regulations KW - State departments of transportation KW - United States Coast Guard UR - https://trid.trb.org/view/1285472 ER - TY - ABST AN - 01545914 TI - A Mechanistic-Empirical Model for Top-Down Cracking of Asphalt Pavement Layers AB - Recent studies have determined that some load-related fatigue cracks in asphalt pavement layers can be initiated at the surface of the pavement and propagate downward through the asphalt layer. However, this form of distress cannot entirely be explained by fatigue mechanisms used to explain cracking that initiates at the bottom of the pavement. These studies have also suggested hypotheses regarding top-down cracking mechanisms (e.g., bending-induced surface tension and shear-induced near-surface tension) and developed preliminary models for predicting crack initiation and propagation. For example, the American Association of State Highway and Transportation Officials (AASHTO) Mechanistic-Empirical Pavement Design Guide Manual of Practice (MEPDG) developed under National Cooperative Highway Research Program (NCHRP) Project 01-37A provides a tentative methodology for the analysis and performance prediction of such cracking. Also, recent work completed under NCHRP Project 01-42A (see NCHRP Web Only Document 162) developed a viscoelastic continuum damage-based crack initiation model and an asphalt layer fracture mechanics-based crack propagation model. However, additional research is needed to address the issues associated with top-down cracking and to develop a calibrated, validated mechanistic-empirical model for incorporation into the MEPDG procedures. Such a model will allow a more rational analysis and design procedures of asphalt pavements and overlays. The objective of this research is to develop a mechanistic-empirical model (and associated computational software) for predicting top-down cracking in asphalt pavement layers and incorporation into the MEPDG procedures. KW - Asphalt pavements KW - Fatigue cracking KW - Mechanistic-empirical pavement design KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Pavement distress KW - Pavement layers KW - Surface tension UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3152 UR - https://trid.trb.org/view/1332863 ER - TY - RPRT AN - 01618692 AU - Cross, Stephen A AU - Shitta, Helal AU - Workie, Alem AU - Oklahoma State University, Stillwater AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Evaluation of the Hamburg Rut Tester and Moisture Induced Stress Test (MIST) for Field Control of Hot Mix Asphalt (HMA) in Oklahoma PY - 2013/03//Final Report SP - 73p AB - This report covers the evaluation of the Hamburg Loaded Wheel Rut Tester (OHD L-55) and the Moisture Induced Stress Tester (MIST) for field control of Oklahoma hot mix asphalt (HMA) mixtures. OHD L-55 was evaluated as a possible replacement for AASHTO T 283 and for suitability for field control of HMA mixtures. The MIST was evaluated for possible replacement of AASHTO T 283. OHD L-55 was not able to successfully identify mixtures that had failed AASHTO T 283 and is not recommended for replacement of AASHTO T 283 at this time. OHD L-55 does appear suitable for field control of HMA mixtures for rutting. The MIST gave similar but slightly more severe results than AASHTO T 283 and was recommended for further evaluation as a replacement for AASHTO T 283. KW - AASHTO T 283 KW - Hamburg Wheel Rut Tester KW - Hot mix asphalt KW - Moisture Induced Stress Tester KW - Moisture susceptibility KW - Oklahoma KW - Rutting UR - http://ntl.bts.gov/lib/60000/60300/60307/FY12_2226_Cross_FinalReport3.pdf UR - https://trid.trb.org/view/1436219 ER - TY - RPRT AN - 01611969 AU - Beainy, Fares AU - Singh, Dharamveer AU - Commuri, Sesh AU - Zaman, Musharraf AU - Pham, Thao AU - University of Oklahoma, Norman AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - New Asphalt Mix Design System For Oklahoma Department Of Transportation PY - 2013/03//Final Report SP - 227p AB - Oklahoma Department of Transportation (ODOT) has been using the Superpave mix design software for several years. The original Superpave mix design software was built around Fox Database and did not meet ODOT requirements. The software currently being used by ODOT is implemented using two Microsoft Excel® files to create asphalt mix designs and is customized for ODOT use. However, the implementation is inefficient and cumbersome to maintain. The aim of this project is to develop a Microsoft Visual Basic based Asphalt Mix Design Software that is efficient and easy to use. Further, all the pertinent data is stored in a SQL database with strict access security. This design enables users to securely access the mix design data over the internet while enabling ODOT personnel to synchronize the data with proprietary data in SiteManager. The Asphalt Mix Design software is developed using industry standard user interfaces and coding techniques to enable its easy maintenance and upgrade. KW - Asphalt mixtures KW - Databases KW - Implementation KW - Mix design KW - Oklahoma Department of Transportation KW - Software UR - http://ntl.bts.gov/lib/60000/60300/60309/FY12_2238_Commuri_FinalReport.pdf UR - https://trid.trb.org/view/1423504 ER - TY - RPRT AN - 01611960 AU - Cross, Stephen A AU - Shitta, Helal AU - Workie, Alem AU - Oklahoma State University, Stillwater AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Evaluation of the Hamburg Rut Tester and Moisture Induced Stress Tester (MIST) for Field Control of Hot Mix Asphalt (HMA) in Oklahoma PY - 2013/03//Final Report SP - 73p AB - This report covers the evaluation of the Hamburg Loaded Wheel Rut Tester (OHD L-55) and the Moisture Induced Stress Tester (MIST) for field control of Oklahoma hot mix asphalt (HMA) mixtures. OHD L-55 was evaluated as a possible replacement for American Association of State Highway and Transportation Officials (AASHTO) T 283 and for suitability for field control of HMA mixtures. The MIST was evaluated for possible replacement of AASHTO T 283. OHD L-55 was not able to successfully identify mixtures that had failed AASHTO T 283 and is not recommended for replacement of AASHTO T 283 at this time. OHD L-55 does appear suitable for field control of HMA mixtures for rutting. The MIST gave similar but slightly more severe results than AASHTO T 283 and was recommended for further evaluation as a replacement for AASHTO T 283. KW - AASHTO T 283 KW - Evaluation KW - Hamburg Wheel Rut Tester KW - Hot mix asphalt KW - Laboratory tests KW - Mix design KW - Moisture content KW - Moisture damage KW - Moisture Induced Stress Tester KW - Oklahoma KW - Rutting KW - Tensile strength KW - Test procedures UR - https://trid.trb.org/view/1423502 ER - TY - RPRT AN - 01584279 AU - Black, Chuckerin AU - Cassady, Jim AU - Le, Steven AU - Veile, Al AU - Schaefer, Ron AU - Leidos AU - Federal Highway Administration TI - Smart Roadside Initiative System Design Document PY - 2013/03 SP - 61p AB - This document describes the software design for the Smart Roadside Initiative (SRI) for the delivery of capabilities related to wireless roadside inspections, electronic screening/virtual weigh stations, universal electronic commercial vehicle identification and truck parking. This document has been updated with the final design as deployed in the field. KW - Commercial truck parking KW - Commercial vehicles KW - Electronic screening KW - Motor carriers KW - Real time information KW - Smart Roadside Initiative KW - Software KW - System design KW - Universal electronic commercial vehicle identification KW - Vehicle to infrastructure communications KW - Virtual weigh stations KW - Wireless roadside inspections UR - http://ntl.bts.gov/lib/56000/56200/56204/FHWA-JPO-16-261.pdf UR - https://trid.trb.org/view/1377222 ER - TY - RPRT AN - 01578166 AU - Bledsoe, James AU - Sadasivam, Suri AU - Mallela, Jagannath AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Missouri Demonstration Project: Replacement of Three Bridges Using Hybrid-Composite Beam Technology PY - 2013/03//Final Report SP - 68p AB - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the Missouri Department of Transportation was awarded a $1.5 million grant to demonstrate the use of proven, innovative technologies for accelerated bridge construction. This report documents the use of hybrid-composite beam (HCB) technology to accelerate the replacement of three bridges at various locations in Missouri. Using innovations on these projects increased safety, enhanced quality, and resulted in structures that will provide increased longevity and lower maintenance costs for the people of Missouri. Using hybrid-composite technology increased the initial cost of the beams from 30 to 80 percent on the three projects. This increase is due in part to the cost of transporting the beams from the factory in Maine, a haul distance of more than 1,400 miles. The use of portland cement concrete (PCC) decks with HCB also added to the initial costs. Considering the future maintenance cost savings associated with PCC decks, the net increase in life cycle costs ranged from 23 to 74 percent on these three projects. It is assumed that the experience gained from this project will allow for more routine use of this technology in the future if a more cost-effective source for the product becomes available. KW - Bridge construction KW - Bridge replacement KW - Cost effectiveness KW - Demonstration projects KW - Highways for LIFE KW - Hybrid composite beams KW - Life cycle costing KW - Missouri KW - Prefabricated bridges KW - Technological innovations UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/Missouri_HCB_%20Revised_Final.pdf UR - https://trid.trb.org/view/1371164 ER - TY - RPRT AN - 01570357 AU - Ma, David T AU - University of Hawaii, Manoa AU - Hawaii Department of Transportation AU - Federal Highway Administration TI - An Autonomous Structural Health Monitoring System for Waiau Interchange PY - 2013/03//Final Report SP - 96p AB - Bridge infrastructure is a critical element of the transportation system which makes maintaining its safety and performance vital to a healthy society. However, the civil infrastructure systems in the United States are decaying at an accelerated rate due to factors such as aging, drastically increased traffic loads, insufficient funds for maintenance and management, along with many others. The collapse of the I-35W bridge in Minneapolis, Minnesota in 2007 has manifested the drawbacks of the maintenance and management efforts currently implemented. In the State of Hawaii, bridges are currently managed by the Bridge Section of the Hawaii Department of Transportation using Pontis, an American Association of State Highway and Transportation Officials (AASHTO) bridge and highway management software package. The data required for this approach is obtained through periodic visual inspections, which have been shown to be unreliable and subjective. This project develops an automatic structural health monitoring system that collects and analyzes realtime data so that structural behavior is continuously assessed. The system includes sensing instruments, a data acquisition subsystem, a power supply unit, a data transmission unit and a remote server for data processing and storage. The system is deployed on a highway bridge in Honolulu, HI. The detailed design and installation of the system are included in this report. Typical monitoring results are also presented to demonstrate the effectiveness of the system. KW - Highway bridges KW - Honolulu (Hawaii) KW - Information processing KW - Installation KW - Real time information KW - Structural health monitoring KW - System design UR - http://ntl.bts.gov/lib/55000/55300/55314/An_Autonomous_Structural_Health_Monitoring_System_for_Waiau_Interchange_Final_Report.pdf UR - https://trid.trb.org/view/1361270 ER - TY - RPRT AN - 01548633 AU - Crowson, Ginny AU - Deeter, Dean AU - Athey Creek Consultants AU - Michigan Department of Transportation AU - Federal Highway Administration TI - Next Era of Traveler Information PY - 2013/03//Final Report SP - 22p AB - Over the last decade, 511 telephone and web services have been deployed in many states and provinces. Some agencies have already deployed ‘second-generation’ 511 systems with the intent of adding functionality, improving content or reducing operating costs. Agencies are also expanding their dissemination of real-time traveler information using push services like Constant Contact and social media tools like Twitter. Many agencies have also developed partnerships to reduce operating costs through sponsorship or outsourcing. It is increasingly challenging to plan, evaluate, operate and enhance real-time traveler information services because of limited resources, overwhelming information and rapidly changing dynamics. ENTERPRISE sponsored this project to help agencies understand how real-time traveler information technology and use is changing and how the changes are impacted by current and emerging trends. Emphasis was placed on sharing lessons learned by agencies that have experience related to current trends. The areas of interest that were explored during this project included dissemination tools, data management, cost management, customer needs and performance targets. KW - 511 (National Travel Information Number) KW - Costs KW - Customer satisfaction KW - Information dissemination KW - Performance measurement KW - Real time information KW - State of the practice KW - Technological innovations KW - Transportation departments KW - Traveler information and communication systems UR - http://enterprise.prog.org/Projects/2010_Present/nexteraoftravelinfo/Milestone%204%20Framework%20and%20Final%20Report%20032213.pdf UR - https://trid.trb.org/view/1333223 ER - TY - RPRT AN - 01544658 AU - Sanborn, Devon AU - Tremblay, Jason P AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Westfall Fiberglass Bridge Drain System PY - 2013/03//Final Report AB - Vermont Agency of Transportation (VTrans) Transportation District Administrators have asked the Agency’s Structures Section to consider using nonmetallic materials in bridge drainage systems. Fiberglass is inert to oil, gas, road salt, ice melting solutions and many other corrosive chemicals. The effort behind this project was to learn about the product, the installation details, to compare its costs to other commonly installed drainage systems and to make observations regarding its durability. The drain system used was the Westfall Company Fiberglass Bridge Drain System. This system had not been used in Vermont. The material that is to be used is for bridge and highway piping and is a filament wound composite pipe consisting of a thermosetting resin and continuous glass filament structural reinforcement. The individual components are nonmetallic. The results of this work showed that the initial installation cost of using Fiberglass Bridge Drain System is about same as current practice. The work showed that the system is less susceptible to corrosion and defects, and subsequently the product will sustain its functionality longer, thus reducing the costs of repairs and/or replacement. The Agency should update the Special Provisions and Supplemental Specifications to include specifications that allow and direct the use of the Fiberglass Drain System. KW - Bridges KW - Corrosion KW - Costs KW - Drainage KW - Durability KW - Fiberglass KW - Installation KW - Vermont UR - http://vtransplanning.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/2013%20-%2003%20Westfall%20Fiberglass%20Bridge%20Drain%20System.pdf UR - https://trid.trb.org/view/1331777 ER - TY - RPRT AN - 01541499 AU - Research and Innovative Technology Administration AU - Federal Highway Administration AU - Federal Highway Administration TI - Eco-Logical Successes PY - 2013/03//Fourth SP - 6p AB - In 2006, an interagency steering team of eight Federal agencies created a process for developing infrastructure that is sensitive to terrestrial and aquatic habitats. This approach, documented in the publication Eco-Logical: An Ecosystem Approach to Developing Infrastructure Projects (Eco-Logical), encourages an integrated planning approach across agency and disciplinary boundaries and endorses ecosystem-based mitigation. Since signing the document, the eight signatory agencies have continued to promote the principles embodied in Eco-Logical. This edition of Eco-Logical Successes focuses on three agencies’ programs that exemplify the Eco-Logical approach to infrastructure development:The Environmental Protection Agency’s (EPA) Regional Ecological Assessment Protocol (REAP), The U.S. Army Corps of Engineers’ (USACE) Watershed-Based Mitigation Approach, and The National Oceanic and Atmospheric Administration’s (NOAA) Integrated Ecosystem Assessments (IEAs). KW - Ecosystems KW - Environmental policy KW - Federal government agencies KW - Habitat (Ecology) KW - Infrastructure KW - Sustainable development KW - U.S. Army Corps of Engineers KW - U.S. Environmental Protection Agency KW - U.S. National Oceanic and Atmospheric Administration KW - Watersheds UR - http://www.environment.fhwa.dot.gov/ecological/successes/fourth_edition.asp UR - http://ntl.bts.gov/lib/48000/48300/48342/EcoLogical_Successes_IV.pdf UR - https://trid.trb.org/view/1327138 ER - TY - RPRT AN - 01526253 AU - Dexter, Robert J AU - Ocel, Justin M AU - University of Minnesota, Twin Cities AU - Federal Highway Administration TI - Manual for Repair and Retrofit of Fatigue Cracks in Steel Bridges PY - 2013/03//Draft Report SP - 134p AB - This manual is a synthesis of published literature as well as the collective experience gathered from participants of a workshop held at Lehigh University August 14-15, 2002. It presents what are the consensus best practices for repair and retrofit of fatigue cracks in steel bridges as of 2010. The manual is also a guide for owners and consulting engineers to use for design and detailing of repairs and retrofits for fatigue cracks. It should be used in conjunction with existing specifications, codes, and engineering judgment. KW - Best practices KW - Fatigue cracking KW - Literature reviews KW - Manuals KW - Repairing KW - Retrofitting KW - Steel bridges UR - http://www.fhwa.dot.gov/bridge/steel/pubs/hif13020/hif13020.pdf UR - http://ntl.bts.gov/lib/55000/55700/55780/FHWA-IF-13-020.PDF UR - https://trid.trb.org/view/1308583 ER - TY - RPRT AN - 01502006 AU - O'Connor, J S AU - BridgeComposites, LLC AU - Federal Highway Administration TI - Composite Bridge Decking: Final Project Report PY - 2013/03//Final Project Report SP - 98p AB - The overall objective of this Highways for LIFE Technology Partnerships project was to find the optimal materials and methods to fabricate a composite bridge deck based on a prototype devised by the University at Buffalo, under the sponsorship of New York State Department of Transportation. Benefits of this type of deck are their resistance to corrosion and fatigue, their light weight, and the ability to prefabricate into panels that can be installed on a bridge quickly to minimize disruption to traffic and improve safety. The process used to fabricate deck panels was improved by combining consistent-quality pultruded subcomponents with a vacuum-infused outer wrap. The strength and stiffness were first determined analytically using finite element methods, then validated independently with extensive full-scale laboratory testing. Details of the installation were demonstrated on a 40-foot-long bridge during August 2012. After a two-course wearing surface was applied, the bridge was instrumented and load tested to further refine the finite element model. The numerical model was found to be a reliable and accurate representation of actual conditions, with predicted strains and deflections within 5 percent of what was measured in the field. With working stresses less than 25 percent of the material’s ultimate strength, a sudden failure of the deck is virtually impossible. Furthermore, panels purposely overloaded in the lab exhibited a pseudo-ductile behavior and had residual strength after failure. The 5-inch-thick composite deck carried two 35-ton test trucks during a field test, with a self-weight of about 20 psf. The lightweight deck helped improve the load rating of the bridge, which was a priority for the owner. The end result of the project is a robust, high-quality deck suitable for many applications, including moveable bridges, historic trusses, and posted bridges. Because the initial material cost is higher than conventional alternatives, future use may be restricted to situations where the rapid installation offsets the cost of maintenance and protection of traffic, or where the light weight is especially important, such as on moveable, deteriorated or historic structures. In any case, the total life cycle cost is competitive because of the material’s innate resistance to deterioration (such as corrosion and fatigue). KW - Bridge decks KW - Bridge design KW - Composite materials KW - Demonstration projects KW - Fiber reinforced polymers KW - Finite element method KW - Laboratory tests KW - Life cycle costing KW - Load tests KW - Panels KW - Strength of materials UR - http://www.fhwa.dot.gov/hfl/partnerships/hif13029/fhwahif13029.pdf UR - https://trid.trb.org/view/1280726 ER - TY - RPRT AN - 01496806 AU - Federal Highway Administration TI - Generic Work Plan for Developing a TAMP PY - 2013/03 SP - 26p AB - In July 2012, Moving Ahead for Progress in the 21st Century (MAP-21) codified asset management principles into law. This legislation establishes a performance-based highway program with the goal of improving how Federal transportation funds are allocated. In addition, MAP-21 requires each state department of transportation (DOT) to develop a risk-based Transportation Asset Management Plan (TAMP). This document presents a generic work plan for developing a TAMP. Using this document as a starting point, the Federal Highway Administration (FHWA) is working with the Louisiana, Minnesota, and New York DOTs to develop state-specific work plans. After these tailored work plans are complete, FHWA will make adjustments to this generic version. KW - Asset management KW - Moving Ahead for Progress in the 21st Century Act KW - Resource allocation KW - State departments of transportation UR - http://www.fhwa.dot.gov/asset/tamp/workplan.pdf UR - https://trid.trb.org/view/1265577 ER - TY - RPRT AN - 01496781 AU - Federal Highway Administration TI - Highway Performance Monitoring System Field Manual PY - 2013/03 SP - 279p AB - A biennial Conditions & Performance estimate of the future highway investment needs of the nation is mandated by Congress (23 U.S.C. 502(h)) for the United States Department of Transportation (U.S. DOT) to prepare for its customers. Highway Performance Monitoring System (HPMS) data are used for assessing highway system performance under the U.S. DOT and the Federal Highway Administration's (FHWA’s) strategic planning and performance reporting process in accordance with requirements of the Government Performance and Results Act (GPRA, Sections 3 and 4) and for apportioning Federal-aid highway funds under the Transportation Equity Act for the 21st Century (TEA-21), (23 U.S.C. 104). To address these needs, the HPMS was first developed in 1978 as a national highway transportation system database. This Field Manual provides a comprehensive overview of the HPMS program at FHWA, and describes in detail the data collection and reporting requirements for HPMS. This manual is a valuable resource that guides the States as they address their HPMS data collection and reporting responsibilities. This manual includes detailed information on technical procedures, a glossary of terms, and various tables to be used as reference by those collecting and reporting HPMS data. KW - Data collection KW - Highway Performance and Monitoring System KW - Highway planning KW - Information dissemination KW - Manuals KW - State highway departments UR - http://www.fhwa.dot.gov/policyinformation/hpms/fieldmanual/hpms2013.pdf UR - https://trid.trb.org/view/1265602 ER - TY - RPRT AN - 01496660 AU - Thomas, M D A AU - Fournier, B AU - Folliard, K J AU - Transtec Group, Incorporated AU - Federal Highway Administration TI - Alkali-Aggregate Reactivity (AAR) Facts Book PY - 2013/03//Final Report SP - 224p AB - This document provides detailed information on alkali-aggregate reactivity (AAR). It primarily discusses alkali-silica reaction (ASR), covering the chemistry, symptoms, test methods, prevention, specifications, diagnosis and prognosis, and mitigation. Alkali-carbonate reaction (ACR) is also addressed. KW - Alkali aggregate reactions KW - Alkali carbonate reactions KW - Alkali silica reactions KW - Prevention KW - Reactive aggregates KW - Specifications KW - Test procedures UR - http://www.fhwa.dot.gov/pavement/concrete/asr/pubs/hif13019.pdf UR - https://trid.trb.org/view/1265597 ER - TY - RPRT AN - 01495869 AU - Varma, Shobna AU - Federal Highway Administration TI - Risk-Based Transportation Asset Management: Managing Risks to Networks, Corridors, and Critical Structures: Report 4: Managing Risks to Critical Assets PY - 2013/03 SP - 29p AB - Transportation asset management (TAM) enters a new risk-based era with the enactment of the moving ahead for Progress in the 21st Century Act, also known as MAP-21. The legislation requires a risk-and-performance based asset management plan for bridges and pavements on the national Highway system (NHS). MAP-21 also requires development of a national freight network that consists of critical corridors, facilities and connectors. As transportation agencies develop their asset management plans, it is likely that they will stratify their risks based upon the importance of the key networks, corridors and facilities. This report, the fourth in a series of five reports on risk management, examines how agencies may apply risk-based asset management practices to key networks, corridors and facilities, particularly ones moving freight. The first three reports covered an overview of risk management, multi-level management of risks and achievement of policy objectives through risk management. KW - Asset management KW - Bridges KW - Cargo facilities KW - Critical assets KW - Freight transportation KW - Moving Ahead for Progress in the 21st Century Act KW - Networks KW - Pavements KW - Risk management KW - Transportation corridors UR - http://www.fhwa.dot.gov/asset/pubs/hif13017.pdf UR - https://trid.trb.org/view/1265583 ER - TY - RPRT AN - 01495865 AU - Federal Highway Administration TI - Risk-Based Transportation Asset Management: Building Resilience into Transportation Assets: Report 5: Managing External Threats Through Risk-Based Asset Management PY - 2013/03 AB - This is the fifth of five reports examining how risk management complements asset management. This last report examines how physical, climatic, seismic and other external threats can be addressed in risk-based asset management programs. The first four reports and the literature review emphasized the definition of risk as the positive or negative effect of uncertainty or variability upon agency objectives. Those reports emphasized that risks could be positive in that some types of uncertainty can create opportunities. However, this report will focus more on negative risks, or threats. These risks generally are external, and while highly probable over a long period of time, are difficult to predict in the short term. Randomness and variability complicate planning for them. In August 2011, Hurricane Irene reached one of the nation’s most northern states, Vermont, and damaged 480 bridges out of a total network of 2717 bridges. In one day, more bridge deterioration occurred than normally would occur over many years. Accurate prediction of such events is nearly impossible. Such a significant storm had not struck Vermont for 83 years. In managing risks to assets from external threats, this report emphasizes the Three Rs, which are Redundancy, Robustness and Resiliency. These will be defined, described and illustrated through several agency examples. Asset management plays a critical role in each, particularly Robustness and Resiliency. Including the Three Rs in asset planning efforts can better prepare agencies to cope with an increasingly unpredictable world. KW - Asset management KW - Redundancy KW - Resilience (Adaptability) KW - Risk management KW - Robustness KW - Transportation planning UR - http://www.fhwa.dot.gov/asset/pubs/hif13018.pdf UR - https://trid.trb.org/view/1265582 ER - TY - RPRT AN - 01493471 AU - Hawkins, Neal AU - Smadi, Omar AU - Bektas, Basak Aldemir AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Measuring Salt Retention PY - 2013/03//Final Report SP - 35p AB - This research developed and completed a field evaluation of salt distribution equipment. The evaluation provides a direct comparison of three different types of salt spreaders at three different truck speeds and brine rates. A rubber mat was divided into eight sample areas to measure the salt distribution across the lane by each variable combination. A total of 264 samples were processed and measured. These results will support future efforts to target areas of efficiencies specific to salt and brine delivery methods. These results support Iowa Department of Transportation efforts to progress winter maintenance efficiencies and ultimately motorist safety. KW - Brines KW - Deicing chemicals KW - Delivery systems KW - Distribution systems KW - Iowa KW - Salts KW - Spreaders KW - Winter maintenance UR - http://publications.iowa.gov/14897/1/IA_DOT_InTrans_measuring_salt_retention_w_cvrFINAL.pdf UR - https://trid.trb.org/view/1261326 ER - TY - RPRT AN - 01491298 AU - Gopalakrishna, Deepak AU - Schroeder, Jeremy AU - Huff, Amy AU - Thomas, Amy AU - Leibrand, Amy AU - Battelle AU - Federal Highway Administration TI - Planning for Systems Management & Operations as part of Climate Change Adaptation PY - 2013/03 SP - 42p AB - This white paper presents various effects of climate change, and how those effects will impact transportation system management and operations. Also presented are various options for agencies to assess the vulnerabilities of transportation systems and proposed changes to make transportation operations more resilient to climate change. KW - Climate change KW - Ground transportation KW - Transportation departments KW - Transportation operations KW - Transportation system management KW - United States UR - http://www.ops.fhwa.dot.gov/publications/fhwahop13030/fhwahop13030.pdf UR - https://trid.trb.org/view/1257520 ER - TY - RPRT AN - 01489988 AU - Seiberlich, Erik AU - Lee, Ming-Shiun AU - Thompson, Gary AU - Crawford, John AU - Scriba, Tracy AU - URS Corporation AU - Federal Highway Administration TI - Applying the Principles of the Work Zone Safety and Mobility Rule to Design-Build Projects: Two Case Studies PY - 2013/03 SP - 64p AB - The Work Zone Safety and Mobility Rule (the Rule), published in 2004, aims to bring about greater consideration and understanding of work zone impacts throughout project development;minimization of those impacts where possible through scheduling, coordination, design, and staging decisions; and better management of remaining impacts during construction. While the principles advocated by the Rule apply to design-build projects, they may need to be applied somewhat differently to address the differences in process between design-build and traditional design-bid-build processes. This case study report describes how the good work zone planning, design, and management principles of the Rule were applied to two design-build projects, the US 285 Design-Build Project in Colorado and the I-85 Corridor Improvement Project in North Carolina, and how application of these principles differed from traditional design-bid-build projects. Lessons learned from the two case studies and other research will be used to identify tips, guidance, and other resources that may be helpful to agencies and design-builders to facilitate application of the principles of the Rule to design-build projects. KW - Case studies KW - Colorado KW - Design build KW - Mobility KW - North Carolina KW - Road construction KW - Work zone safety KW - Work zone traffic control UR - http://www.ops.fhwa.dot.gov/wz/resources/publications/fhwahop13024/fhwahop13024.pdf UR - https://trid.trb.org/view/1258434 ER - TY - RPRT AN - 01489969 AU - Federal Highway Administration TI - Applying the Work Zone Safety and Mobility Rule to Design-Build Projects. Key Considerations PY - 2013/03 SP - 24p AB - The purpose of this technical memorandum is to identify key aspects of the FHWA Work Zone Safety and Mobility Rule (the Rule) and how they might apply to design-build (DB) projects in a different manner than they apply to design-bid-build (DBB) projects. The Rule was originally designed for DBB projects. Because the stakeholders have different roles and responsibilities in the two project delivery methods, some issues can arise when those aspects are applied to DB projects. With the recent popularity of the DB project delivery method, it has become necessary to assess how best to apply the Rule to DB projects and to provide tips, guidance, and other useful information to agencies, contractors, and other stakeholders. The memorandum describes the issues and the effect they have on the application of the Rule. KW - Bids KW - Design build KW - Mobility KW - Road construction KW - Work zone safety KW - Work zone traffic control UR - http://www.ops.fhwa.dot.gov/wz/resources/publications/fhwahop13023/fhwahop13023.pdf UR - https://trid.trb.org/view/1258435 ER - TY - RPRT AN - 01489945 AU - Kuhn, Beverly AU - Gopalakrishna, Deepak AU - Schreffler, Eric AU - Texas A&M Transportation Institute AU - Battelle AU - ESTC AU - Federal Highway Administration TI - The Active Transportation and Demand Management Program (ATDM): Lessons Learned PY - 2013/03//Technical Report SP - 54p AB - Active transportation and demand management (ATDM) is the proactive and dynamic management, control, and influence of travel demand, traffic demand, and traffic flow of transportation facilities. Using available tools and assets, traffic flow is managed and traveler behavior is influenced in real time to achieve operational objectives, such as preventing or delaying breakdown conditions, improving safety, promoting sustainable travel modes, reducing emissions, or maximizing system efficiency. Under an ATDM approach, the transportation system is continuously monitored. This report documents the lessons learned and critical issues related to the deployment of ATDM across the United States to date. Common themes that resonate with transportation professionals regarding ATDM include agency approaches to incorporating ATDM in the planning process, regulatory and institutional obstacles that may need to be overcome prior to implementation, the importance of developing strong partnerships with stakeholders, the importance of outreach, addressing design exceptions created by ATDM applications, appropriate signage to adequately convey operational strategies to travelers, and operations and maintenance approaches and responsibilities. KW - Active Transportation and Demand Management KW - Deployment KW - Traffic flow KW - Transportation planning KW - Travel behavior KW - Travel demand UR - http://ops.fhwa.dot.gov/publications/fhwahop13018/fhwahop13018.pdf UR - https://trid.trb.org/view/1258436 ER - TY - RPRT AN - 01489298 AU - Wan, Baolin AU - Foley, Christopher M AU - Ainge, Steven W AU - Nguyen, Christie AU - Marquette University AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Procedures, Cost and Effectiveness for Deteriorated Bridge Substructure Repair PY - 2013/03//Final Report SP - 408p AB - Deterioration of bridge substructures has been a serious concern throughout Wisconsin. Concrete, steel and timber components all require distinct repair methods which not only address the true cause of the deterioration, but also protect the component from future damage. In order to determine common repair practices and their success rates, the research team surveyed maintenance engineers throughout the United States to determine successful and reliable substructure repair techniques. The survey indicated that concrete surface repair is the most common repair technique, and was also viewed as the most unreliable. The survey results indicated that the most reliable repair technique for scour was the correct sizing and use of riprap. Eight bridges were visited throughout the Southeast and Southwest regions of the Wisconsin Department of Transportation (WisDOT). These bridges were documented, both for their typical deterioration and unique repair methods. Various methods and procedures of repairing concrete, timber and steel substructures, and countering scour were summarized and discussed. Decision matrices were created to compare different repair methods based on their unit costs and estimated service life. A repair manual including detailed drawings and procedures of 72 different repair methods was created for use by WisDOT personnel. KW - Bridge substructures KW - Costs KW - Deterioration KW - Field studies KW - Maintenance practices KW - Manuals KW - Repairing KW - Riprap KW - Scour KW - Surveys KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP-project-0092-11-08-final-report.pdf UR - https://trid.trb.org/view/1257432 ER - TY - RPRT AN - 01487888 AU - Bergeron, Kathleen AU - Kinsaul, Alisa AU - Zmud, Mia AU - Mallela, Jagannath AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - A Guide to Developing Marketing Research for Highway Innovations PY - 2013/03//Final Report SP - 65p AB - Highways for LIFE (HfL) focuses on speeding up the widespread adoption of proven innovations in the highway community. Such innovations include technologies, materials, tools, equipment, procedures, specifications, methodologies, processes, and practices used to finance, design, or construct highways. HfL is based on the recognition that innovations are available that, if widely and rapidly implemented, would result in significant benefits to road users and highway agencies. This guide addresses how to use marketing research to deploy technologies and how it has been used for understanding public perception of the organization. It can help an agency better manage its funding, because good marketing research in the form of a customer satisfaction survey can reveal what areas are important to customers. KW - Customer satisfaction KW - Highways KW - Highways for LIFE KW - Innovation KW - Marketing KW - Public opinion KW - Research KW - Technological innovations UR - http://www.fhwa.dot.gov/hfl/pdfs/hfl_research_guide.pdf UR - https://trid.trb.org/view/1256744 ER - TY - JOUR AN - 01485724 JO - Public Roads PB - Federal Highway Administration AU - Lochrane, Taylor W P AU - Al-Deek, Haitham AU - Paracha, Jawad AU - Scriba, Tracy TI - Understanding Driver Behavior in Work Zones PY - 2013/03 VL - 76 IS - 5 SP - pp 22-25 AB - Work zones cause about 24% of nonrecurring congestion and 10% of all congestion. As such, work zones affect the overall mobility of a highway, having a reach that extends well beyond the limits of the construction area. This article discusses a research effort to study driver behavior as a means to generate data to improve the modeling and simulation of traffic flow at freeway work zones. The research examines differences in driver behavior to better calibrate models and improve the accuracy of estimates of work zone impacts on traffic flow. To collect and analyze data on driver behavior, researchers equipped a sport utility vehicle with sensors to capture information on the gaps between vehicles and the speed oscillations of drivers. Participants were recruited to drive the instrumented test vehicle through an actual, real-world work zone set up along a 3-mi (4.8-km) stretch of freeway. They also completed a short questionnaire documenting their comfort levels while driving through the work zone. The same questionnaire was also released through a variety of social media outlets to obtain opinions from drivers from across the United States. The results support the assumption that drivers may change their normal driving behavior while traveling through a freeway work zone. The researchers hypothesized that car following would be the main influence on throughput and capacity in modeling results and therefore did not focus on lane changing. This assumption was supported by the questionnaire results, with most drivers reporting that they remain in the same lane while in a construction zone and maintain the speed of the vehicle in front of them. Maintaining the speed of and distance from the car in front is the unconscious car-following behavior that the instrumented vehicle sought to capture. Calibrating the car-following algorithms currently used in microsimulation tools with the results from this study will enable modelers to see the effects of behavioral changes caused by work zone activity with greater accuracy. More accurate planning could help transportation agencies better mitigate disruptions on freeways due to work zones, which ultimately will help reduce congestion and delays during peak- and nonpeak-hour traffic. KW - Behavior KW - Car following KW - Drivers KW - Field studies KW - Questionnaires KW - Traffic flow KW - Traffic models KW - Traffic simulation KW - Work zone traffic control KW - Work zones UR - https://www.fhwa.dot.gov/publications/publicroads/13marapr/04.cfm UR - https://trid.trb.org/view/1254354 ER - TY - JOUR AN - 01485722 JO - Public Roads PB - Federal Highway Administration AU - Gibson, David R P AU - Burton, Paul AU - Boudreau, Neil AU - Bobinsky, Michael J AU - Hoben, Jim AU - Ling, Bo AU - Bentzen, Billie Louise TI - Taking the Next Step PY - 2013/03 VL - 76 IS - 5 SP - pp 26-33 AB - The Federal Highway Administration (FHWA) recently conducted a large-scale field test of a stereo vision system for detecting pedestrians at signal-controlled intersections. Stereo vision, also called stereopsis and binocular vision, uses two views of a scene viewed with two cameras to compare slightly different pixel images to extract information that can be used to calculate depth. Proving that stereo vision will reliably detect pedestrians in real-world environments is critical to convincing engineers that using these systems is safe for improving intersection crossings. The field test was conducted to confirm that stereo vision systems can effectively actuate pedestrian calls and trigger the audible locator tones on accessible pedestrian signals. The researchers conducted the tests in Tucson, Arizona; Somerville, Massachusetts; Portland, Maine; and Manchester, New Hampshire -- sites selected for their temperature extremes and wide variations in weather conditions. The field test shows that when pedestrians are detected near the pushbuttons, the stereo pedestrian detection system actuates either regular or accessible pedestrian signal pushbuttons to make requests for the pedestrian crossing phases. The overall positive detection rate for the automated pushbutton actuation zone at all four cities is close to 98%, and the average number of false calls per day is less than 3. To date, all of the systems continue to be operational, 24/7, in complex outdoor environments. Now that a stereo vision system is available that can identify pedestrians and turn on locator tones, much additional research is needed to fine-tune the system to optimize it for the needs of visually impaired individuals. Ultimately, the stereo camera system’s ability to reliably detect pedestrians and automate actuation of pushbuttons based on the presence of pedestrians promises to help reduce the likelihood of conflicts between vehicles and pedestrians. The end result is safer crossings and, ideally, fewer fatalities. KW - Field tests KW - Pedestrian actuated controllers KW - Pedestrian detectors KW - Pedestrian vehicle interface KW - Sensors KW - Stereoscopic cameras KW - Visually impaired persons UR - https://www.fhwa.dot.gov/publications/publicroads/13marapr/05.cfm UR - https://trid.trb.org/view/1254959 ER - TY - JOUR AN - 01485634 JO - Public Roads PB - Federal Highway Administration AU - Pettis, Emily AU - Squitieri, Amy TI - Postwar Houses: A Transportation Timebomb? PY - 2013/03 VL - 76 IS - 5 SP - pp 16-21 AB - Across the country, large urban areas, smaller cities and formerly rural areas all experienced significant growth and development during the post-World War II period. As a result, the built environment along major transportation corridors is often dominated by entire subdivisions and neighborhoods full of similar houses built between the mid-1940s and 1970s. Many of these houses reflect the architectural styles and forms popular at the time, and although some geographic variation exists, many of these houses are nearly identical in style and form. These houses are now, or soon will be, more than 50 years old and, therefore, are subject to evaluation for eligibility in the National Register of Historic Places. Pursuant to Section 106 of the National Historic Preservation Act of 1966, agencies seeking Federal dollars or permits must take into account the potential effects of their projects on properties eligible for listing in the National Register. As a result, transportation project planners increasingly must consider postwar residences as part of a project’s compliance with Section 106. With so many houses from that era, how do Federal agencies decide which ones represent the best examples of their respective styles and contexts -- that is, those that are likely to be eligible for listing in the National Register? A research team working for the Transportation Research Board’s (TRB) National Cooperative Highway Research Program (NCHRP) took an important step toward providing answers in a 2012 report, A Model for Identifying and Evaluating the Historic Significance of Post-World War II Housing (NCHRP Report 723). This article summarizes the NCHRP report. The report establishes a national historic context, or narrative history, of residential properties of the postwar era and outlines methodologies for streamlining survey and evaluation of those properties for eligibility for listing in the National Register. KW - Compliance KW - Historic preservation KW - History KW - Housing KW - National Register of Historic Places KW - Planning KW - Residential areas KW - Surveys UR - https://www.fhwa.dot.gov/publications/publicroads/13marapr/03.cfm UR - https://trid.trb.org/view/1254353 ER - TY - JOUR AN - 01485631 JO - Public Roads PB - Federal Highway Administration AU - Bergeron, Kathleen TI - Every Day Counts: The Second Phase PY - 2013/03 VL - 76 IS - 5 SP - pp 2-7 AB - This article describes the Federal Highway Administration’s (FHWA) Every Day Counts (EDC) program, which was established to move lesser used innovations and processes into mainstream use quickly in order to reduce project delivery time. EDC is unique due to the high level of FHWA leadership involvement, its process for selecting focus innovations that encourages a broad spectrum of suggestions from throughout the highway community, and the fact that key decisions as to which innovations to use are made in the State itself. In December 2012, this first round of EDC projects (EDC1) hit the end of its 2-year lifespan. At that point, FHWA responsibilities for managing the innovations returned to the offices from which they originated. EDC1 focused on 15 processes and methods for shortening project delivery, many of which have been adopted by States and Federal Lands Highways divisions. In Summer 2012, FHWA announced 10 new innovations and 5 carryovers from EDC1. Together, these innovations make up EDC2. EDC2 innovations include: programmatic agreements; locally administered federal-aid projects; three-dimensional engineered models for construction; intelligent compaction; accelerated bridge construction; design-build contracting; construction manager/general contractor; alternative technical concepts; high friction surface treatments; intersection and interchange geometrics; geospatial data collaboration; implementing quality environmental documentation; and national traffic incident management responder training. The new surface transportation law, Moving Ahead for Progress in the 21st Century (MAP-21), encourages the widespread use of innovative technologies and practices and mentions by name several of the EDC initiatives. KW - Bridge construction KW - Construction management KW - Construction projects KW - Every Day Counts KW - Innovation KW - Moving Ahead for Progress in the 21st Century Act KW - Project delivery methods KW - Road construction KW - U.S. Federal Highway Administration UR - https://www.fhwa.dot.gov/publications/publicroads/13marapr/01.cfm UR - https://trid.trb.org/view/1254193 ER - TY - JOUR AN - 01485630 JO - Public Roads PB - Federal Highway Administration AU - Park, Seri AU - McCarthy, Leslie Myers AU - McFadden, John AU - Merritt, George TI - Innovative Partnerships Help Inventory Traffic Signs PY - 2013/03 VL - 76 IS - 5 SP - pp 8-15 AB - In recent years, State departments of transportation (DOTs) and local public agencies have faced the challenges of shrinking budgets and reduced staffing to conduct the business of supporting transportation programs. At the same time, universities are taking steps to integrate relevant, real-world experience into their curricula to better prepare undergraduate and graduate students to hit the ground running once they enter the transportation workforce. Many universities have embraced the idea of collaboration between academia and the public sector as a means to benefit both parties during a time of limited resources. Villanova University in Pennsylvania recently put this type of collaboration to the test, forming an ongoing partnership with five nearby municipalities. Starting in 2009, Villanova students interested in transportation engineering conducted several projects, under the advisement of university faculty, designed to address the needs of the five local transportation agencies. The projects included studies regarding traffic impacts, signal coordination, and infrastructure capacity. This article describes one of these projects, which focused on a methodology to develop local inventories of traffic signs. The inventories are a tool that municipalities can use to help them comply with Federal Highway Administration (FHWA) requirements for minimum levels of sign retroreflectivity, as outlined in the Manual on Uniform Traffic Control Devices for Streets and Highways (MUTCD). The objective was to develop a sign inventory system while also integrating traffic operational parameters, such as crash and exposure data, to explore criteria for prioritizing sign inspections when agencies are unable to collect data from the entire population of signs. In general, the process included three major steps: (1) assessing available resources, (2) establishing a tiered ranking system and identifying signs that play a critical role in safety, and (3) measuring retroreflectivity and collecting other data for the sign inventory. The partnership between the university and the local DOTs resulted in an innovative approach to resolving a real transportation need while engaging students in a constructive manner to achieve the solution. Moving forward, the university and the townships are exploring additional opportunities for systematic, long-term collaboration between academia and the public sector. KW - College students KW - Curricula KW - Inventory KW - Local government agencies KW - Partnerships KW - Pennsylvania KW - Retroreflectivity KW - Traffic signs KW - Universities and colleges KW - Villanova University UR - https://www.fhwa.dot.gov/publications/publicroads/13marapr/02.cfm UR - https://trid.trb.org/view/1254352 ER - TY - RPRT AN - 01485307 AU - Rollins, Kyle M AU - Price, Jacob S AU - Nelson, Kent R AU - Brigham Young University AU - Utah Department of Transportation AU - Federal Highway Administration TI - Lateral Resistance of Piles Near Vertical MSE Abutment Walls PY - 2013/03//Final Report SP - 433p AB - Full scale lateral load tests were performed on eight piles located at various distances behind Mechanically Stabilized Earth (MSE) walls. The objective of the testing was to determine the effect of spacing from the wall on the lateral resistance of the piles and on the force induced in the MSE reinforcement by the pile load. Lateral load-displacement curves were obtained for the test piles at various spacings and with various reinforcement ratios (reinforcement length, L divided by wall height, H). Reinforcements involved both welded wire grids and ribbed straps. The force in the reinforcements was measured using strain gauges. As the pile spacing behind the MSE wall decreased, the lateral pile resistance decreased substantially. However, by increasing the reinforcement length the reduction in lateral resistance was arrested to some degree. Lateral load analyses were performed to determine the minimum spacing required to eliminate any effect of the wall on the pile resistance and the reduction in soil resistance as a function of normalized distance and reinforcement length. Little pile-wall interaction was observed for piles located more than 4 to 6 pile diameters behind the wall depending on the reinforcement. The induced force in the reinforcements increased as lateral load increased and decreased rapidly with transverse distance relative to the direction of loading. Separate upper bound design curves were developed for the welded wire grids and the ribbed strips which can be used to compute the increased force in the reinforcement produced by the laterally loaded pile. The testing to date has allowed us to develop a framework for understanding the complex interaction between the wall panels, the reinforcements, and the soil resistance against a pile based on the spacing of an abutment pile behind an MSE wall. Tentative design curves have been developed based on the limited available testing to date. However, additional testing is necessary to define behavior for lower L/H ratios typical of static conditions and to refine relationships for determining p-multipliers and induced reinforcement forces. This testing is expected to be performed as part of an upcoming pooled-fund study. KW - Bridge abutments KW - Earth walls KW - Load tests KW - Mechanically stabilized earth KW - Piles (Supports) KW - Resistance (Mechanics) KW - Strain gages UR - http://www.udot.utah.gov/main/uconowner.gf?n=6610400770684835 UR - https://trid.trb.org/view/1253835 ER - TY - RPRT AN - 01482792 AU - Kockelman, Kara AU - Chen, T Donna AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - A Transportation Economics Reference for Practitioners: Final Report PY - 2013/03//Final Report SP - 28p AB - Transportation projects and policies are rooted in economic considerations and consequences. This report documents the development of a relatively comprehensive transportation economics reference for practitioners, entitled The Economics of Transportation Systems: A Reference for Practitioners. This guidebook is tailored for those on the front lines of transportation planning, design, and policy at state Departments of Transportation and elsewhere, so that they can more easily anticipate and evaluate the economic implications of their work. In addition to introducing key transportation economic terms and concepts, the Reference describes a wide variety of tools for project and policy evaluation and analysis, to help transportation professionals address fundamentally complex questions with more confidence, particularly under resource constraints. The Reference’s contents address issues ranging from appropriate contractor charges for project delays to optimal budget allocation across capacity-expansion and maintenance projects, and speak directly to the day-to-day needs of practitioners. The Reference’s provision of transportation economics fundamentals, analytical methods, and case studies illustrate the endless opportunities for successful economic considerations and applications within transportation. KW - Case studies KW - Economics KW - Handbooks KW - Information organization KW - Policy analysis KW - State departments of transportation UR - http://library.ctr.utexas.edu/ctr-publications/0-6628-1.pdf UR - https://trid.trb.org/view/1251368 ER - TY - RPRT AN - 01482773 AU - Schlossberg, Marc AU - Meyer, Cody AU - Dill, Jennifer AU - Ma, Liang AU - University of Oregon, Eugene AU - Portland State University AU - Oregon Department of Transportation AU - Oregon Transportation Research and Education Consortium AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Measuring the Performance of Transit Relative to Livability PY - 2013/03//Final Report SP - 120p AB - This project sought to understand the relationship between urban form, transit service characteristics, and ridership measured at the stop level. Most previous work in this area has looked at these issues separately, by either linking system performance (e.g. on-time performance, cost, etc.) to ridership or exploring the connection between urban form (e.g. density) and transit use. This project synthesized these disparate approaches. While transit service characteristics (e.g. frequency, travel time, etc.) are important to help individuals reach their desired destinations, most transit users are pedestrians at the beginning and end of any transit trip. Therefore, focusing on the walkable zone around each transit stop was also important. KW - Land use KW - Metropolitan areas KW - Oregon KW - Performance measurement KW - Public transit KW - Quality of life KW - Rail transit stations KW - Ridership KW - Transportation planning KW - Urban design UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR735.pdf UR - https://trid.trb.org/view/1251380 ER - TY - RPRT AN - 01482192 AU - Cambridge Systematics, Inc. AU - Federal Highway Administration TI - Strategic Highway Safety Plans – A Champion’s Guidebook to Saving Lives, Second Edition PY - 2013/03//Final Report SP - 40p AB - This document reviews the basic principles and important considerations concerning the development, implementation, and evaluation of a Strategic Highway Safety Plan (SHSP). It is intended as a resource for states to consult during examination of their SHSP process, as well during SHSP updates. It is also a valuable reference for professionals new to safety and planning or newly involved in the SHSP process. This document addresses the SHSP fundamentals of champions, leadership, organizational structure, safety partners, and collaboration; data collection and analysis; content; preparation (of document); and implementation and evaluation. The original Champion’s Guide, published in April 2006, provided guidance to states as they developed their first SHSPs. This revised second edition, while not guidance, is consistent with current legislation and builds upon more than five years of states’ experiences implementing SHSPs. It is designed to encourage practitioners to revisit their SHSP with effective practices and processes in mind and includes a helpful checklist at the end of each chapter with recommended steps for achieving these standards. The document concludes with a list of additional tools and references. KW - Data collection KW - Evaluation and assessment KW - Handbooks KW - Highway safety KW - Implementation KW - Leadership KW - Organizational structure KW - Strategic Highway Safety Plan KW - Transportation planning KW - Transportation safety UR - http://safety.fhwa.dot.gov/hsip/shsp/guidebook/chmpgd.pdf UR - https://trid.trb.org/view/1249728 ER - TY - RPRT AN - 01482132 AU - Qi, Yi AU - Chen, Xiaoming AU - Yu, Lei AU - Liu, Haixia AU - Liu, Guanqi AU - Li, Da AU - Persad, Khali R AU - Pruner, Kristopher AU - Texas Southern University, Houston AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of Guidelines for Operationally Effective Raised Medians and the Use of Alternative Movements on Urban Roadways PY - 2013/03//Technical Report SP - 270p AB - The development of raised medians is an important access management technique commonly used in urban settings. It can be used to control or restrict mid-block left turns, U-turns or crossing maneuvers for implementing of alternative left-turn/U-turn movements. The objective of this research project was to develop guidelines for operationally effective raised medians and the use of alternative movements on urban roadways. To fulfill this goal, the researchers (1) reviewed and synthesized national and peer states’ practices, (2) conducted a survey of traffic engineers, (3) conducted field studies, (4) analyzed the design issues relating to raised medians and alternative movements through simulation studies, and (5) developed guidelines for future implementation of raised medians and representative alternative movements in Texas. The results of this study provide recommendations on some critical design issues in the use of raised medians, including median widths, median left-turn lane lengths, placement of median openings, and the use of directional median openings. In addition, a set of implementation-oriented guidelines regarding the applicability, geometric design, and access management of three typical types of alternative movements, including restricted crossing U-turn (RCUT), median U-turn (MUT) and continuous flow intersection (CFI), were developed. KW - Access control (Transportation) KW - Geometric design KW - Guidelines KW - Highway operations KW - Median openings KW - Medians KW - Simulation KW - State of the practice KW - Texas KW - U turns KW - Urban highways UR - http://tti.tamu.edu/documents/0-6644-1.pdf UR - https://trid.trb.org/view/1250684 ER - TY - RPRT AN - 01481619 AU - Akin, Michelle AU - Huang, Jiang AU - Shi, Xianming AU - Veneziano, David AU - Williams, Dan AU - Western Transportation Institute AU - Minnesota Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Snow Removal at Extreme Temperatures PY - 2013/03//Final Report SP - 80p AB - Extremely cold winter storms (below about 10°F) bring about different considerations for taking care of roads than warmer winter storms, where granular salt and salt brine are cost-effective measures of melting snow and ice when used in combination with other operations (e.g., plowing). At temperatures lower than about 10°F, either extremely large quantities of salt are needed or no amount of salt can melt snow or ice pack. Best practices for using chemicals during extremely cold winter storms include: waiting until the end of the storm, using deicers in daylight hours only, mixing salt with MgCl2, CaCl2, and/or agriculture by-products, and using high application rates. Despite their environmental and hidden costs (air pollution, sedimentation, spring cleanup & disposal), abrasives are frequently used during extreme temperatures to provide temporary traction. Best practices for using abrasives during severe cold includes prewetting with liquid deicers (although not plain salt brine - it may freeze) or hot water. Innovative strategies continue to be tested at severe temperatures, including conductive pavements and geothermal systems, which have demonstrated to be potentially effective tools. KW - Best practices KW - Deicing chemicals KW - Frigid regions KW - Low temperature KW - Snow and ice control KW - Snow removal KW - Snowstorms KW - Winter maintenance UR - http://www.clearroads.org/downloads/Snow-Removal-Extreme-Temps-Final-Report.pdf UR - https://trid.trb.org/view/1250619 ER - TY - RPRT AN - 01481545 AU - Tao, Wendy AU - Leary, Caroline AU - Cambridge Systematics, Incorporated AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Preliminary Study of Climate Adaptation for the Statewide Transportation System in Arizona PY - 2013/03//Final Report SP - 116p AB - This research study presents recommendations for the Arizona Department of Transportation (ADOT) to continue working toward being more resilient, flexible, and responsive to the effects of global climate change. The main objectives were to identify key individuals within ADOT with decisionmaking authority relevant in incorporating climate change adaptation in planning, design, and operations; review literature and best practices for climate change adaptation as relevant to the desert Southwest; develop a research agenda for ADOT to further understand the impacts of climate change on the agency (including a knowledge-mapping exercise using an online survey questionnaire, structured interviews, and focus groups); and identify key areas for further research. By initiating this study, there is already an internal interest and momentum at ADOT for climate adaptation planning. Without institutional support, however, it will be difficult to continue forward with the research agenda in a more extensive study. To move beyond a preliminary assessment, ADOT will have to find ways to bring its lessons learned to the forefront and into the national spotlight. This study reveals that ADOT already experiences extreme heat and dust storms, and thus it will be the first to develop tools and techniques that can be applied to other states and regions that will experience climate impacts that Arizona will face first. The study provides some recommendations for ADOT to tap into the national dialogue on climate adaptation so it will not miss opportunities for peer exchange and potential funding and technical assistance. KW - Adaptation planning (Climate change) KW - Arizona KW - Climate change KW - Decision making KW - Global warming KW - State departments of transportation KW - Transportation planning UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ696.pdf UR - https://trid.trb.org/view/1248094 ER - TY - RPRT AN - 01481530 AU - Simpson, Sarah A AU - United Civil Group AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Wrong-way Vehicle Detection: Proof of Concept PY - 2013/03//Final Report SP - 58p AB - Vehicles that enter freeway exit ramps going the wrong way present one of the most serious traffic hazards on Arizona’s urban freeways. Moler cites a study that finds on average 350 people are killed annually in the United States as a result of wrong-way crashes (Moler 2002). This typically occurs due to one or more of these reasons: (1) the driver is impaired; (2) the driver gets distracted or is confused; or (3) the signage and markings are difficult to follow. The primary focus of this research was to determine the viability of existing detector systems to identify entry of wrong-way vehicles onto the highway system using five different technologies: microwave sensors, Doppler radar, video imaging, thermal sensors, and magnetic sensors. The devices were installed on freeway exit ramps. Each device was tested in both a controlled environment and in the field under normal traffic operating conditions. During the controlled testing, staged events were conducted to determine whether the devices would accurately detect wrong-way vehicles. The study results of this proof of concept effort verify that wrong-way vehicles can be detected using easily deployable equipment that is currently available on the market. While each system tested over the trial period had missed or false calls, none of the systems were installed under the vendors’ ideal conditions. KW - Arizona KW - Countermeasures KW - Highway safety KW - Traffic crashes KW - Urban highways KW - Vehicle detectors KW - Wrong way driving UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ697.pdf UR - https://trid.trb.org/view/1248095 ER - TY - RPRT AN - 01481527 AU - Gagnon, Jeffrey W AU - Dodd, Norris L AU - Sprague, Scott AU - Nelson, Rob AU - Loberger, Chad AU - Boe, Susan AU - Schweinsburg, Raymond E AU - Arizona Game and Fish Department AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Elk Movements Associated with a High-Traffic Highway: Interstate 17 PY - 2013/03//Final Report SP - 125p AB - The authors evaluated wildlife-highway relationships from 2007 to 2010 along a 46-mi stretch of Interstate 17 (I-17) in north-central Arizona (MP 294−340). This highway had an average annual daily traffic (AADT) volume of 16,100 vehicles/day during the study. The specific objectives of this research project were to: 1. Assess elk movements, highway crossing patterns, and distribution, and determine permeability; 2. Investigate spatial and temporal relationships of elk crossings and distribution to traffic volume; 3. Investigate spatial and temporal wildlife-vehicle collision (WVC) patterns and traffic relationships; 4. Investigate elk crossings and WVC in relation to riparian-meadow habitats; and 5. Develop recommendations to reduce WVC and promote highway permeability. The research team instrumented 71 elk (Cervus elaphus) with GPS receiver collars along I-17. Elk crossed the highway 912 times and had a mean passage rate of 0.09 crossings/approach. Compared to other Arizona highways with lower AADT, I-17 was a significant barrier to elk passage. Passage rates were significantly higher along stretches with wide medians and near the Munds Canyon Bridge. In total, 395 WVC were analyzed, and an average of 79.0 elk-vehicle collisions occurred each year. Traffic volume influenced elk distribution, permeability, and WVC patterns. Proximity to riparian-meadow habitats also influenced elk crossing, approach, and WVC locations. The team recommended 17 wildlife passage structures and ungulate-proof fencing along the length of I-17 to reduce WVC and promote permeability, largely validating the recommendations in the draft environmental assessment (DEA). KW - Animal behavior KW - Animal migrations KW - Animal vehicle collisions KW - Arizona KW - Elk KW - Highway traffic KW - Interstate highways KW - Traffic volume KW - Wildlife crossings UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ647.pdf UR - https://trid.trb.org/view/1248093 ER - TY - RPRT AN - 01481345 AU - Mohammad, Louay N AU - Cooper, Samuel B AU - King, Bill AU - Raghavendra, Amar AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Characterization of HMA Mixtures Containing High Reclaimed Asphalt Pavement Content With Crumb Rubber Additives PY - 2013/03//Final Report SP - 109p AB - As the price of petroleum and material costs escalate and pressures of maintaining the sustainability of our environment, owners must continually find methods to decrease material costs and maximize their benefits. This paper presents the findings of laboratory characterization of HMA mixtures containing high reclaimed asphalt pavement (RAP) content with crumb rubber (CR) additives. Five mixtures were examined in this study. The conventional mixture contained a styrene-butadiene-styrene, polymer-modified asphalt cement, Performance Grade (PG) 76-22M and no RAP. The second mixture utilized 15 percent RAP and PG 76-22M asphalt cement binder. The third mixture contains no RAP, 30 mesh CR additives blended (wet process) with a PG 64-22 binder. The fourth mixture contains 40 percent RAP, 30 mesh CR additives blended (dry process) with a PG 64-22 asphalt cement binder. The final mixture utilized 100 percent RAP with CR additives. Laboratory mixture characterization includes the Asphalt Mixture Performance Tests (Dynamic Modulus, E*, and Flow Number, FN), Semi-Circular Bend test, Dissipated Creep Strain Energy test, and the Modified Lottman test. In addition, Loaded Wheel Tracking, LWT, test was performed. Results indicate that the addition of CR additives as a dry feed to carry rejuvenating agents is promising. Mixtures containing high RAP content and CR additives exhibited similar performance as conventional mixture with PG 76-22M binder. KW - Additives KW - Asphalt mixtures KW - Crumb rubber KW - Hot mix asphalt KW - Mix design KW - Performance tests KW - Properties of materials KW - Reclaimed asphalt pavements UR - http://www.ltrc.lsu.edu/pdf/2013/fr_465.pdf UR - https://trid.trb.org/view/1250119 ER - TY - RPRT AN - 01478879 AU - Papagiannakis, A T AU - Dessouky, S AU - University of Texas, San Antonio AU - Texas Department of Transportation AU - Federal Highway Administration TI - Synthesis of Best Practices for the Placement of Long and Short Patches for Ride Quality: Technical Report PY - 2013/03//Technical Report SP - 92p AB - Level-up patching is a common corrective maintenance activity in Texas performed by most districts. It involves laying down a thin asphalt mix layer over an existing pavement (rigid or flexible) in areas of sagging or rutting to improve the ride score, reduce pavement roughness, improve drainage, and restore cross-slope. Level-up patching is applied in areas of surface-related failures rather than areas with foundation (base/subgrade) problems. Texas Department of Transportation (TxDOT) uses level-up patching in most of the districts as a corrective pavement treatment. Total expenditures for patching/ overlaying costs are in the order of $180 million annually. This report documents the best level-up practices for the benefit of the TxDOT districts. It provides them with guidelines on materials, equipment, and best practices for improving the quality of patching and extending its service life, which ultimately will produce significant cost savings statewide. KW - Best practices KW - Patching KW - Pavement maintenance KW - Ride quality KW - Service life KW - Surface course (Pavements) KW - Texas UR - http://tti.tamu.edu/documents/0-6667-1.pdf UR - https://trid.trb.org/view/1247897 ER - TY - RPRT AN - 01478708 AU - Qian, Qin AU - Liu, Xinyu AU - Charbeneau, Randall AU - Barrett, Michael AU - Lamar University AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Hydraulic Performance of Small Scale Bridge Deck Drains PY - 2013/03//9/2010-8/2012 SP - 112p AB - Efficient removal of stormwater runoff from bridge deck surfaces is an important safety issue. This study investigates hydraulic performance characteristics of a new type of rectangular bridge deck drain. A physical modeling study was conducted to evaluate the hydraulic performance of the innovative rectangular bridge deck drain as a function of the approach discharge, different drain configurations, and bridge characteristics. Experiments included different numbers of open drains in series for variable approach discharge cross slope and longitudinal slope. Measurements included gutter flow depth (Y) and ponding width (T) at different stations along the deck, and the capture discharge and bypass discharge. A model equation is presented for predicting the capture discharge as a function of drain size (L+W), the number of open drains (N), Manning’s coefficient (n), depth of approached gutter flow (Y), longitudinal slope (S0), and cross slope (Sx). For experiments considering one through five drains in series (1-5 drains), the rating curve for each individual drain is the same when the drain size is 4 by 8 inches; however, the rating curve decreases slightly with successive drains when the drain size is 6 by 8 inches. KW - Bridge decks KW - Drains KW - Geometric design KW - Hydraulics KW - Runoff KW - Texas UR - http://library.ctr.utexas.edu/ctr-publications/0-6653-1.pdf UR - https://trid.trb.org/view/1247863 ER - TY - SER AN - 01478703 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Al-Qadi, Imad L AU - Son, Songsu AU - Carpenter, Samuel H AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Development of an Economical, Thin, Quiet, Long-Lasting, High Friction Surface Layer, Volume 1: Mix Design and Lab Performance Testing PY - 2013/03 SP - 126p AB - This project developed and evaluated four new asphalt concrete (AC) mixtures that use locally available aggregates whenever possible with the ultimate goal of a cost-effective mixture that also improves pavement performance. Although numerous tactics have previously been introduced to improve the performance of asphalt pavement, these improvements often add expenses because they use unnecessarily large amounts of high quality aggregates and highly modified binder. The Illinois Department of Transportation initiated a program to develop sustainable asphalt pavements that use locally available aggregates as much as possible to reduce the material cost while also improving performance. These new mixtures were developed using the Bailey method to provide a promising aggregate structure that makes it possible to ensure compactability at thinner layers. The newly developed mixes use locally available natural aggregates such as dolomite, and include smaller amounts of imported materials such as quartzite, steel slag, and fibers to improve their performance in terms of durability, rut resistance, moisture susceptibility, fracture, and complex modulus. To evaluate the performance of each new mixture, five laboratory tests were conducted at the Advanced Transportation and Research Engineering Laboratory (ATREL), and the results suggest a preferred mixture. KW - Aggregate mixtures KW - Asphalt concrete pavements KW - Compactibility KW - Cost effectiveness KW - Durability KW - Illinois KW - Laboratory tests KW - Local materials KW - Mix design KW - Pavement performance UR - http://hdl.handle.net/2142/45783 UR - https://trid.trb.org/view/1247808 ER - TY - RPRT AN - 01478702 AU - Pohll, Greg M AU - Carroll, Rosemary W H AU - Reeves, Donald M AU - Parashar, Rishi AU - Muhunthan, Balasingam AU - Thiyagarjah, Sutharsan AU - Badger, Tom AU - Lowell, Steve AU - Willoughby, Kim A AU - Desert Research Institute AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Design Guidelines for Horizontal Drains Used for Slope Stabilization PY - 2013/03//Final Report SP - 390p AB - The presence of water is one of the most critical factors contributing to the instability of hillslopes. A common solution to stabilize hillslopes is installation of horizontal drains to decrease the elevation of the water table surface. Lowering the water table dries a large portion of the hillslope which increases the shear strength of the soil, thereby decreasing the probability of slope failure. The purpose of this manual is to provide a single comprehensive reference for geotechnical engineers and hydrogeologists on designing horizontal drainage systems to improve slope stability. Guidelines are provided for translational and rotational failure and consider fractured systems. Basics of hydrogeologic and geotechnical terminology, site characterization and conceptualization, groundwater modeling techniques and template projects help to guide the user with respect to identifying important parameters to drainage design. An iterative approach is presented for determining the minimum drain construction to lower water levels enough to keep the factor of safety (FOS) greater than 1.2. KW - Fractured rock KW - Geotechnical engineering KW - Groundwater KW - Guidelines KW - Horizontal drains KW - Hydrogeology KW - Rotational landslides KW - Slope stability KW - Subsurface drainage KW - Translational landslides UR - http://www.wsdot.wa.gov/research/reports/fullreports/787.1.pdf UR - https://trid.trb.org/view/1247804 ER - TY - SER AN - 01478699 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Al-Qadi, Imad L AU - Son, Songsu AU - Zehr, Thomas AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Development of an Economical Thin, Quiet, Long-Lasting, High Friction Surface Layer for Economical Use in Illinois, Volume 2: Field Construction, Field Testing, and Engineering Benefit Analysis PY - 2013/03 SP - 63p AB - This project provides techniques to improve hot-mix asphalt (HMA) overlays specifically through the use of special additives and innovative surfacing technologies with aggregates that are locally available in Illinois. The ultimate goal is to improve pavement performance through optimized materials while also controlling cost by efficiently using local materials. Therefore, the proposed new mixes use locally available aggregates when possible. The project also considered the use of alternative aggregates such as steel slag to increase the friction quality of the HMA and therefore improve pavement performance. To evaluate the newly developed wearing course mixtures and evaluate their performance under actual traffic loading, test pavements were constructed, including control mixtures, between August and November 2010 in northern Illinois. The newly proposed mixtures include fine dense-graded HMA and stone matrix asphalt (SMA). The fine dense-graded HMA was designed using the Bailey method and developed with the hope of improved compactability for thinner asphalt layers. The SMA contained a 4.75-mm nominal maximum aggregate size (NMAS) that allows for layers as thin as 0.75 in. On-site performance tests were conducted at 4-month intervals following construction; the tests include noise, friction, rutting, and texture profiling. An engineering benefit analysis was performed to evaluate the new mixes’ cost effectiveness. New HMAs are proposed, along with alternative cross-sections that improve pavement performance while controlling costs. KW - Aggregate mixtures KW - Benefit cost analysis KW - Bituminous overlays KW - Field tests KW - Fine aggregates KW - Friction tests KW - Hot mix asphalt KW - Illinois KW - Local materials KW - Mix design KW - Pavement performance KW - Rutting KW - Stone matrix asphalt UR - http://hdl.handle.net/2142/45784 UR - https://trid.trb.org/view/1247809 ER - TY - RPRT AN - 01478670 AU - Smyl, Danny AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Methods of Predicting Aggregate Voids PY - 2013/03//Final Report SP - 29p AB - Percent voids in combined aggregates vary significantly. Simplified methods of predicting aggregate voids were studied to determine the feasibility of a range of gradations using aggregates available in Kansas. The 0.45 Power Curve Void Prediction Method and the Coarseness Factor Method were tested using thirty-six combined aggregate gradations, most meeting Kansas Department of Transportation (KDOT) gradation standards. The 0.45 Power Curve Void Prediction Method yields more consistent predictions of percent voids in combined aggregate than the Coarseness Factor Void Prediction Method. The Coarseness Factor Method requires less calibration and physical testing than the 0.45 Power Curve Void Prediction Method. Neither the 0.45 Power Curve nor the Coarseness Factor Void Prediction Method are accurate for combined aggregate that deviates substantially – more than 15% on an individual sieve size – from the 0.45 maximum density line. Well-graded aggregate showed less estimation error than aggregate that was not well-graded using the Coarseness Factor Void Prediction Method. KW - Aggregate gradation KW - Aggregates by shape and surface texture KW - Kansas KW - Mathematical prediction KW - Methodology KW - Void ratios UR - http://idmweb.ksdot.org/PublicLib/publicDoc.asp?ID=003827015 UR - https://trid.trb.org/view/1247471 ER - TY - RPRT AN - 01478368 AU - Arenas, Alfredo E AU - Filz, George M AU - Cousins, Thomas E AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Thermal Response of Integral Abutment Bridges With Mechanically Stabilized Earth Walls PY - 2013/03//Final Report SP - 75p AB - The advantages of integral abutment bridges (IABs) include reduced maintenance costs and increased useful life spans. However, improved procedures are necessary to account for the impacts of cyclic thermal displacements on IAB components, including the foundation piling and the components of mechanically stabilized earth (MSE) walls that are often used around IABs. As requested by the Virginia Center for Transportation Innovation and Research and the Virginia Department of Transportation (VDOT), this research focused on IABs with foundation piling in the backfill of MSE walls that have a “Uback” configuration, which indicates that the MSE wall has three faces, one parallel to the abutment and two parallel to the bridge alignment. During this research, more than 65 three-dimensional numerical analyses were performed to investigate and quantify how different structural and geotechnical bridge components behave during thermal expansion and contraction of the bridge. In addition, a separate series of three-dimensional numerical models were developed to evaluate the usefulness of corrugated steel pipes in-filled with loose sand around the abutment piles. The results of this research quantify the influence of design parameter variations on the effects of thermal displacement on system components, and thus provide information necessary for IAB design. One of the findings is that corrugated steel pipes around abutment piles are not necessary. An estimate of the cost savings from eliminating these pipes is presented. One of the most important outputs of this research is an easy-to-use Excel spreadsheet, named IAB v3, that quantifies the impact of thermal displacement in the longitudinal direction, but also in the transverse direction when the abutment wall is at a skew angle to the bridge alignment. The spreadsheet accommodates seven different pile sizes, which can be oriented for weak or strong axis bending, with variable offset of the abutment from the MSE wall and for variable skew angles. Both steel and concrete girders are considered. The spreadsheet calculates the increments of displacements, forces, moments, and pressures on systems components due to thermal displacement of IABs. KW - Bridge members KW - Contraction (Thermodynamics) KW - Embankments and retaining walls KW - Jointless bridges KW - Mechanically stabilized earth KW - Pile foundations KW - Pipe KW - Thermal expansion KW - Thermal stresses UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/13-r7.pdf UR - https://trid.trb.org/view/1246870 ER - TY - RPRT AN - 01478346 AU - Dobrovolny, Chiara Silvestri AU - Arrington, Dusty R AU - Bligh, Roger P AU - Menges, Wanda L AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development and MASH Full-Scale Crash Testing of a High-Mounting-Height Temporary Single Sign Support with Aluminum Sign PY - 2013/03 SP - 192p AB - Work zone traffic control devices such as temporary single sign supports are a primary means to communicate information to motorists in work zone areas. The Federal Highway Administration and the Manual on Uniform Traffic Control Devices require work zone traffic control devices to be crashworthy. That is, they should not pose a safety hazard to motorists and/or work zone personnel if impacted by errant vehicles. The objective of this research was to develop a nonproprietary, lightweight, crashworthy, work-zone single sign support for use with an aluminum sign substrate mounted at a height of 7 ft. The device is intended to meet the evaluation criteria in the American Association of State Highway and Transportation Officials (AASHTO) Manual for Assessing Safety Hardware (MASH). Texas A&M Transportation Institute (TTI) researchers decided to utilize perforated steel tubing for the frame of the new temporary single sign support system to accommodate requests to help make the system lightweight, durable, easy to assemble, and adjustable. Design concepts were developed and evaluated through engineering analysis, developmental full-scale crash tests, and finite element computer simulations. Results were reviewed with the project monitoring committee and a system was selected by Texas Department of Transportation (TxDOT) for evaluation through full-scale crash testing. MASH Test 3-72 with the 2270P pickup truck was performed to evaluate the behavior of the sign support oriented at both 90 degrees and 0 degrees. The sign support system oriented at 0 degrees passed all the MASH evaluation criteria. Secondary contact between the pickup truck and the aluminum sign panel of the sign support system oriented at 90 degrees caused a cut in the roof that constituted occupant compartment intrusion. Consequently, the sign support system did not pass MASH occupant risk criteria. The report recommendations possible design modifications to mitigate this behavior and improve impact performance for the pickup truck. KW - AASHTO Manual for Assessing Safety Hardware KW - Aluminum KW - Crashworthiness KW - Impact tests KW - Sign supports KW - Steel KW - Texas Department of Transportation KW - Tubing KW - Work zone safety UR - http://tti.tamu.edu/documents/9-1002-12-5.pdf UR - https://trid.trb.org/view/1247474 ER - TY - RPRT AN - 01478284 AU - Ideker, Jason H AU - Deboodt, Tyler AU - Fu, Tengfei AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Internal Curing of High-Performance Concrete for Bridge Decks PY - 2013/03//Final Report SP - 156p AB - High performance concrete (HPC) provides a long lasting, durable concrete that is typically used in bridge decks due to its low permeability, high abrasion resistance, freeze-thaw resistance and strength. However, this type of concrete is highly susceptible to the deleterious effects of both autogenous and drying shrinkage. Both types of shrinkage occur when water leaves small pores (< 50 nm) in the paste matrix to aid in hydration or is lost to the surrounding environment. Autogenous deformation (self-desiccation) occurs as the internal relative humidity decreases due to hydration of the cementitious material. Drying (and subsequent shrinkage) occurs when water is lost to the environment and continues until the internal relative humidity is equivalent to the ambient relative humidity. Typically, the magnitude of autogenous shrinkage is significantly less than that of drying shrinkage. These two types of shrinkage do not act independently, and the total shrinkage is the aggregation of the two shrinkage mechanisms, among other types of deformation. It is thus imperative to minimize the amount of shrinkage in restrained members, such as bridge decks, to reduce subsequent cracking potential. Various methods have been investigated to minimize both types of shrinkage. Two methods to date that have been reported to reduce shrinkage were selected for further research; internal curing using pre-soaked fine lightweight aggregate (FLWA) and a shrinkage reducing admixture (SRA). The purpose of this study was to determine the long-term drying shrinkage performance of these two methods while reducing the current external curing duration of 14 days for new bridge deck construction as specified by the Oregon Department of Transportation. In addition to monitoring drying shrinkage, durability testing was performed on concrete specimens to ensure these shrinkage mitigation methods performed at levels similar, or superior, to concrete with the current mixture design. Freeze-thaw testing, permeability testing and restrained drying shrinkage testing were conducted. It was concluded that the pre-soaked FLWA and the SRA were effective at reducing the long-term drying shrinkage, but the combination of SRAs and pre-soaked FLWA was the most effective method to reduce long-term drying shrinkage for all curing durations (1, 7, and 14 day). Additionally, for durability testing, it was found that the use of SRAs performed the best in freeze-thaw testing, chloride permeability and restrained shrinkage when compared to the control. KW - Bridge decks KW - Concrete curing KW - Durability tests KW - Freeze thaw tests KW - High performance concrete KW - Lightweight aggregates KW - Mix design KW - Oregon KW - Permeability KW - Shrinkage KW - Shrinkage reducing admixtures UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/ODOT%20SPR%20711_InternalCuring.pdf UR - https://trid.trb.org/view/1247399 ER - TY - RPRT AN - 01478280 AU - Silvestri, Chiara 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 Full-Scale Crash Testing of 4-ft Mounting Height, 24"×30" Chevron Sign Installed on 5.5H:1V Slope Ditch PY - 2013/03 SP - 62p AB - Current Texas Department of Transportation (TxDOT) practice allows installation of all existing chevron sizes on 7-ft mounting height, but restricts the use of 4-ft mounting height for the three smallest existing chevron signs—that is, 12 in. × 18 in., 18 in. × 24 in., and 24 in. × 30 in. A common TxDOT practice is to install chevron sign systems in roadside ditches. For this type of installation, the specified sign mounting height is measured from the pavement surface. When a sign support system is installed on a slope, the local mounting height of the sign (calculated from ground level at the location of installation) will be greater than the same mounting height evaluated for the same sign installed on flat level ground. Previous crash testing was performed with the chevron installed on flat, level ground. Since it is common practice for TxDOT to install chevron signs in ditches at a 4-ft mounting height and a lateral offset between 2 and 8 ft from the pavement surface, the actual ground mounting height varies. TxDOT research project 0-6363 suggested the crashworthiness of this configuration be evaluated. The scope of this study was to evaluate the impact performance of a 24-in. × 30-in. chevron sign at a 4-ft mounting height from the pavement surface, installed at an 8-ft lateral offset in a 5.5H:1V sloped ditch. The chevron sign support performed acceptably for American Association of State Highway and Transportation Officials (AASHTO) Manual for Assessing Safety Hardware (MASH) Test 3-61 (1100C vehicle impacting at 62 mi/h and 10 degree nominal conditions). Thus, the current TxDOT practice of installing the three smallest chevron signs at 4-ft mounting height in roadside ditches is acceptable. KW - AASHTO Manual for Assessing Safety Hardware KW - Crashworthiness KW - Ditches KW - Height KW - Highway safety KW - Impact tests KW - Installation KW - Signs KW - Texas Department of Transportation UR - http://tti.tamu.edu/documents/9-1002-12-6.pdf UR - https://trid.trb.org/view/1247475 ER - TY - RPRT AN - 01478073 AU - Mohammadian, Kouros AU - Sturm, Karl AU - Pourabdollahi, Zahra AU - Samimi, Amir AU - University of Illinois, Chicago AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Goods Movement Study in Illinois: Application to Freight Transportation and Logistics PY - 2013/03 SP - 44p AB - This report details the results generated by a recently completed nationwide online freight establishment study. The survey was assembled with the intention of allowing the formulation or enhancement of new or existing freight-demand microsimulation models. Within this report is an overview of the steps taken in designing and implementing the establishment and shipment questionnaires of the freight survey. Following that is a descriptive analysis of the results of key questions posed in the survey. Over the course of the study, 966 usable establishment surveys and 1,844 shipment forms were collected and assembled in a database, an adequate number for modeling purposes. KW - Databases KW - Freight traffic KW - Illinois KW - Logistics KW - Microsimulation KW - Questionnaires KW - Travel surveys UR - http://hdl.handle.net/2142/45785 UR - https://trid.trb.org/view/1247380 ER - TY - RPRT AN - 01478008 AU - Goodchild, Anne AU - Gagliano, Andrea AU - Rowell, Maura AU - University of Washington, Seattle AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Characterizing Oregon’s Supply Chains PY - 2013/03//Final Report SP - 76p AB - In many regions throughout the world, freight models are used to aid infrastructure investment and policy decisions. Since freight is such an integral part of efficient supply chains, more realistic transportation models can be of greater assistance. Transportation models in general have been moving away from the traditional four-step model into activity-based and supply chain-based models. Personal transportation models take into consideration household demographics and why families travel. Freight research has yet to fully identify the relationships between truck movements and company characteristics, so most freight models use the methodology of personal transportation models, despite situational differences. In an effort to classify freight companies into groupings with differentiated travel movements, a survey of licensed motor carriers was designed and conducted in Oregon. The survey consisted of 33 questions. Respondents were asked about their vehicle fleets, locations served, times traveled, types of deliveries, and commodities. An analysis of the data revealed clusters of company types that can be distinguished by determining characteristics such as their role in a supply chain, facilities operated, commodity type, and vehicle types. An assessment of how the relationships found can be integrated into state models is also presented. KW - Commodity flow KW - Freight modeling KW - Freight traffic KW - Freight transportation KW - Mathematical models KW - Oregon KW - Supply chain management KW - Surveys KW - Travel demand KW - Vehicle fleets UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/CharacterizingOregonsSupply_SPR739.pdf UR - https://trid.trb.org/view/1247377 ER - TY - RPRT AN - 01477373 AU - Williams, William F AU - Bligh, Roger P AU - Menges, Wanda L AU - Texas A&M Transportation Institute Proving Ground AU - Texas Department of Transportation AU - Federal Highway Administration TI - MASH TL-3 Testing and Evaluation of the TXDOT T131RC Bridge Rail Transition PY - 2013/03//Test Report SP - 106p AB - This project designed and crash tested a transition design for the Texas Department of Transportation (TxDOT) T131RC Bridge Rail that would meet the strength and safety performance criteria for Test Level 3 of American Association of State Highway Official’s (AASHTO) Manual for Assessing Safety Hardware (MASH). The TxDOT T131RC Bridge Rail Transition contained and redirected the 1100C vehicle. The vehicle did not penetrate, underride, or override the installation. Maximum dynamic rail deflection was 7.4 inches. No detached elements, fragments, or other debris were present to penetrate or to show potential for penetrating the occupant compartment, or to present hazard to others. Maximum occupant compartment deformation was 2.5 inches in the left door at occupant hip height. The 1100C vehicle remained upright during and after the collision event. Occupant risk factors were within the limits specified in MASH. The 1100C crossed the exit box within the limits specified in MASH. The TxDOT T131RC Bridge Rail Transition contained and redirected the 2270P vehicle. The vehicle did not penetrate, underride, or override the installation. Maximum dynamic deflection during the test was 8.4 inches. No detached elements, fragments, or other debris were present to penetrate or to show potential for penetrating the occupant compartment, or to present hazard to others. Maximum occupant compartment deformation was 0.25 inch in the left door at occupant hip height. The 2270P vehicle remained upright during and after the collision event. Occupant risk factors were within the limits specified in MASH. The 22270P vehicle crossed the exit box within the limits specified in MASH. The TxDOT T131RC Bridge Rail Transition performed acceptably as a MASH TL-3 transition. KW - AASHTO Manual for Assessing Safety Hardware KW - Barriers (Roads) KW - Bridge railings KW - Evaluation KW - Guardrail transition sections KW - Highway safety KW - Impact tests KW - Texas UR - http://d2dtl5nnlpfr0r.cloudfront.net/tti.tamu.edu/documents/9-1002-12-4.pdf UR - http://tti.tamu.edu/documents/9-1002-12-4.pdf UR - https://trid.trb.org/view/1246618 ER - TY - RPRT AN - 01477364 AU - Fernando, Emmanuel G AU - Walker, Roger S AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Impact of Changes in Profile Measurement Technology on QA Testing of Pavement Smoothness: Technical Report PY - 2013/03//Technical Report SP - 188p AB - This project aims to establish the impact of recent changes in profiling technology on TxDOT’s implementation of the Department’s Item 585 and SP247-011 ride specifications. Of particular importance to this research is verification of the ride statistics and defect locations determined from profile measurements with the traditional single-point and newer wide-footprint lasers. This verification would require ground truth measurements to establish benchmarks that may be used to identify where changes are required in the existing ride specifications and determine what these changes should be. Additionally, the project needs to evaluate the bump criteria in the existing Item 585 ride specification to establish an improved methodology that engineers can use to objectively determine the need for corrections based on measured surface profiles to fix defects that diminish road-user perception of ride quality. To meet the research objectives, TxDOT divided the project into two phases. Phase I focuses on addressing the impact of new sensor technology on the Department’s current ride specifications, while Phase II focuses on investigating relationships between the existing bump criteria and bump panel ratings. This report documents the research work conducted in Phase I. Based on findings from comparisons between international roughness indices determined from inertial and reference profile measurements, the report provides recommendations on using inertial profilers with different lasers for quality assurance testing of pavement smoothness. KW - Inertial profilers KW - Instruments for measuring roughness KW - International Roughness Index KW - Pavement performance KW - Pavements KW - Quality assurance KW - Ride quality KW - Smoothness KW - Surface course (Pavements) UR - http://d2dtl5nnlpfr0r.cloudfront.net/tti.tamu.edu/documents/0-6610-1.pdf UR - http://tti.tamu.edu/documents/0-6610-1.pdf UR - https://trid.trb.org/view/1246619 ER - TY - RPRT AN - 01477342 AU - Guin, Angshuman AU - Laval, Jorge AU - Chilukuri, Bhargava R AU - Georgia Institute of Technology AU - Georgia Department of Transportation AU - Federal Highway Administration AU - Georgia Transportation Institute University Transportation Center (GTI-UTC) AU - Research and Innovative Technology Administration TI - Freeway Travel-time Estimation and Forecasting PY - 2013/03//Final Report SP - 57p AB - Real-time traffic information provided by Georgia Department of Transportation (GDOT) has proven invaluable for commuters in the Georgia freeway network. The increasing number of Variable Message Signs, addition of services such as My-NaviGAtor, NaviGAtor-to-go etc. and the advancement of the 511 traffic information system will require the Traffic Management Center to provide more detailed and accurate traffic information to an increasing number of users. In this context, the ability to forecast traffic conditions (both in space and time) would augment the services provided by NaviGAtor by allowing users to plan ahead for their trip. Forecasts built into the estimation model will make the travel-time estimates more accurate by reducing the use of stale data. Additionally, spatial forecast can help GDOT provide reliable information in areas with temporary outages in coverage; e.g. outages due to detector or cameras malfunction. The vast majority of real-time travel-time estimation algorithms proposed in the literature are based on data mining techniques. Unfortunately, this approach is unable to produce reliable forecasts because it does not take into account traffic dynamics (e.g., via a simulation model). In Germany, a simulation-based forecast system is in place at most metropolitan areas, with very favorable user impacts. Although successful, the German example is based on a type of simulation model (a Cellular Automata model) that has critical drawbacks: difficulty of calibration, inability to incorporate different user classes (e.g., cars and trucks), and inadequate capability of replicating detailed traffic dynamics on freeways. The model proposed in this study overcomes these drawbacks by incorporating the latest advances in traffic flow theory and simulation. This study demonstrated the use of a simulation based framework to make short-term travel-time predictions in real-time. The results show that sufficiently accurate 5-minute and 10- minute predictions can be made using this framework. The lessons learned from the study stresses that it is critical to adequately calibrate the simulation model and for this purpose it is essential to accurately calibrate the vehicle detection sensors. Currently, the simulation is manually initiated each time a new origin destination (OD) matrix becomes available. For a seamless implementation, the initiation process needs to be automated. In future studies the researcher would like to automate the simulation to run continuously by getting sufficient predictions from a run, pausing the simulation until the next OD update is available, and updating the OD flows and initial queues. When incidents occur, the corresponding lane blockage can be incorporated in the simulation before predictions are made. KW - Freeways KW - Georgia KW - Origin and destination KW - Real time information KW - Traffic estimation KW - Traffic flow theory KW - Traffic forecasting KW - Traffic models KW - Traffic simulation KW - Travel time KW - Trip matrices UR - http://www.utc.gatech.edu/sites/default/files/projects/reports/guin_laval__freeway_travel_time_estimation_0.pdf UR - https://trid.trb.org/view/1246696 ER - TY - RPRT AN - 01477128 AU - Zhang, Guoping AU - Hsu, Shi A AU - Guo, Tingzong AU - Zhao, Xiaoyan AU - Augustine, Andrew D AU - Zhang, Ling AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Evaluation of Design Methods to Determine Scour Depths for Bridge Structures PY - 2013/03//Final Report SP - 126p AB - Scour of bridge foundations is the most common cause of bridge failures. The overall goal of this project was to evaluate the applicability of the existing Hydraulic Engineering Circular (HEC-18) documents method to Louisiana bridges that are mostly situated on cohesive soils and hence develop a more reliable design method for scour depth and scour rate prediction. The errors of scour depth prediction of the HEC-18 method are mainly from three sources: (1) the driving force of scour, i.e., the hydrologic and hydraulic properties of flood flow causing scour development; (2) the resistive force of scour, i.e., the geotechnical properties of streambed soils or sediments that are removed by stream flow; and (3) the geometry, size, and shape of the obstacles (e.g., piers and pile caps). The third error source is not a focus of this study. Due to the availability of the geotechnical data on streambed soils, the second error source was investigated at a secondary priority, and the primary priority of this study was to evaluate the existing method’s applicability to cohesive soils in Louisiana using real hydrological data derived from archived satellite remote sensing data. A total of seven bridges situated on clays, silts, and sands were selected as case studies for scour analysis over a 10- to 15- year period. The hydraulic properties were determined by analyzing satellite sensing data, which were then used as inputs to the HEC-18 method via a software program WASPRO. The recorded scour survey data were also analyzed and compared with data predicted by the HEC-18 using the real flood data. Significant discrepancy existed among the HEC-18 prediction and surveyed scour depth, and the predicted values were always greater than the surveyed depth. Therefore, for cohesive soils, the HEC-18 method usually provides a more conservative design. Although the bridges were safe for the final scour depth, the method typically yields a more costly design. KW - Bridge foundations KW - Cohesive soils KW - Design KW - Erosion KW - Geotechnical engineering KW - Hydrology KW - Louisiana KW - Remote sensing KW - Scour UR - http://www.ltrc.lsu.edu/pdf/2013/FR_491.pdf UR - https://trid.trb.org/view/1246732 ER - TY - RPRT AN - 01477125 AU - Li, Guoqiang AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Development of Advanced Grid Stiffened (AGS) Fiber Reinforced Polymer (FRP) Tube-Encased Concrete Columns PY - 2013/03//Final Report SP - 127p AB - In this project, a new type of confining device, a latticework of interlacing fiber reinforced polymer (FRP) ribs that are jacketed by a FRP skin, is proposed, manufactured, tested, and modeled to encase concrete cylinders. This systematic study includes a thorough literature survey and the state-of-the-art knowledge in this research area was obtained. In the proof-of-concept study, advanced grid stiffened (AGS) tubes were fabricated by the hand lay-up technology per a pin-guided mandrel system. Both circular and square AGS tubes were manufactured and encased concrete cylinders and beams were tested using uniaxial compression and transverse bending. In the automatic manufacturing and parametric study, a pin-guided system assisted by a collapsible mandrel was developed to filament wind the AGS tubes automatically. A “building-block” test was conducted to reveal the step-by-step development of the composite action. After that, the effect of the rib thickness, skin thickness, and bay area on the structural behavior was evaluated experimentally. Also, the effect of rib thickness on the interfacial bonding strength was investigated using a push-out test. In the fire tolerance test, researchers investigated the enhancement of fire tolerance of AGS tube encased concrete cylinders as a result of incorporating organically modified montmorillonite (MMT) and a traditional fire retardant additive (TSWB®) into a vinyl ester (VE) matrix. Two series of specimens were prepared, fire-tested, and compression-tested to determine their residual load carrying capacity. A non-linear finite element analysis considering the nonlinear behavior of concrete, assisted by a non-associative Drucker-Prager plasticity criterion, was implemented to validate the experimental results and conduct the parametric study. In the engineering economic analysis, the life-cycle cost of new cylinders was compared to conventional steel reinforced concrete cylinders, both quantitatively and qualitatively. The results from this project showed that this type of novel cylinders outperforms the regular FRP tube encased concrete cylinders and has great potential to be used as columns in rebuilding or new construction of bridges or other infrastructure. KW - Bond strength (Materials) KW - Bridges KW - Columns KW - Concrete construction KW - Fiber reinforced polymers KW - Finite element method KW - Jacketing (Strengthening) KW - Life cycle costing UR - http://www.ltrc.lsu.edu/pdf/2013/fr_442.pdf UR - https://trid.trb.org/view/1246734 ER - TY - SER AN - 01477124 JO - Research Results PB - Federal Railroad Administration AU - Stuart, Cameron AU - Workman, Dave AU - Federal Railroad Administration TI - Developing a Reliable Method for Signal Wire Attachment PY - 2013/03 SP - 4p AB - Railroad signaling systems detect trains on the track, identify track fractures, prevent derailments, and alert signal crossing stations when trains approach. These systems are vital to safe train operation; therefore, each component of this system has to be extremely reliable. Current methods of rail/wire attachment have shortcomings that are creating reliability problems for the railroads. Failures in signal cable attachments create uncertainty in the signaling system, resulting in reduced train speeds, additional inspection time to identify the cause of the failures, and reinstallation efforts that result in additional costs, train delays, lost productivity, and reduced operational safety. Edison Welding Institute (EWI) conducted an investigation to examine the various signal wire attachment methods—their advantages, disadvantages, and known failure mechanisms. The findings indicate that signal wire attachments continue to be problematic for the rail industry and that existing processes to remedy the issue may yield unsatisfactory results if not carefully controlled. Samples of failures were analyzed and found to exhibit signs of Liquid Metal Embrittlement (LME) with martensite formations at the bond interface due to excessive heating. These conditions result in brittle joints and can lead to joint failure and rail head damage. A solid-state welding process using inertia friction welding was investigated as an alternative to the welding and brazing processes currently in widespread use by the rail industry. A solid-state process enables precise control over the weld parameters and may improve weld quality and durability. A plan was developed to use inertia friction welding to weld a stud of dissimilar metal to the rail that provides a mechanical connection to the signal wire. Several weld stud alloys were chosen for preliminary weld trials. Development trials demonstrated that low speed and high thrust load parameters provided a solid-state weld that produced no martensite in the rail steel. A photograph of a completed weld is shown in Figure 1. Further experimental trials were conducted to define the process range for rotational speed and welding thrust load. Repeatability testing was also conducted and showed no evidence of martensite even after several repair cycles were carried out. KW - Bonding and joining KW - Electric wire KW - Inspection KW - Rail (Railroads) KW - Railroad safety KW - Reliability KW - Signaling KW - Welding UR - http://www.fra.dot.gov/Elib/Document/3039 UR - https://trid.trb.org/view/1246735 ER - TY - RPRT AN - 01476047 AU - Carraro, J Antonio H AU - Budagher, Emily AU - Badanagki, Mahir AU - Kang, Jong Beom AU - University of Western Australia AU - Colorado State University, Fort Collins AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Sustainable Stabilization of Sulfate-Bearing Soils with Expansive Soil-Rubber Technology PY - 2013/03//Final Report SP - 32p AB - The beneficial use of scrap tire rubber mixed with expansive soils is of interest to civil engineering applications since the swell percent and the swell pressure can be potentially reduced with no deleterious effect to the shear strength of the mixture. The two main objectives of this research were (1) to propose a new subgrade soil stabilization protocol to allow the Colorado Department of Transportation (CDOT) to rely upon an alternative stabilization method that is not subject to the typical problems associated with calcium-based stabilization of sulfate-rich soils, and (2) to develop a new database of MEPDG parameters for local soil samples obtained from CDOT and to provide advanced testing and analysis of the stiffness degradation of these materials. Add the alternative expansive soil stabilization protocol outlined in this study to CDOT’s pavement design guidelines. Apply the specific results of this study to the development and construction of pilot test sections at the test sites from which the local soil samples were collected. Pilot test sections could then be monitored to validate the field performance of such structures. KW - Field tests KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Recycled materials KW - Soil stabilization KW - Subgrade materials KW - Swelling soils UR - http://www.coloradodot.info/programs/research/pdfs/2013/esr.pdf/at_download/file UR - https://trid.trb.org/view/1245872 ER - TY - RPRT AN - 01476043 AU - Darrow, Margaret M AU - Jensen, David D AU - Alaska University Transportation Center AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Evaluation of MEMS-based In-Place Inclinometers in Cold Regions PY - 2013/03//Final Report SP - 12p AB - Inclinometer probes are used to measure ground movement. While an industry standard, this technology has drawbacks, including costly trips for manual measurements, operator error, and limited measurements due to casing deformation. Relatively new MEMS-based in-place inclinometers (M-IPIs) consist of MEMS accelerometer segments separated variously by flexible joints or field-connection systems, and encased in watertight housing. M-IPIs provide nearly continuous ground movement measurements, accommodate greater ground movement due to their flexibility, and may contain temperature sensors. Two M-IPIs from different manufacturers were evaluated for three different vertical and horizontal applications in Interior Alaska. Each M-IPI was evaluated for ease of installation and subsequent retrieval, durability, and functionality in frozen ground. Measurements from both devices compare dwell to those from the inclinometer probe, indicating that these devices are suitable for use in cold regions. Field experience indicates that the installation procedure for each instrument is better undertaken at above freezing temperatures, due to required manual dexterity and the temperature requirements of casing adhesive. If used to measure both ground movement and temperature in frozen ground, the M-IPI temperature sensors should be calibrated. We recommend replacing cold-affected plastic components between installations to avoid unwanted breakage during re-installation. KW - Alaska KW - Deformation KW - Inclinometers KW - Measurement KW - MicroElectroMechanical System (MEMS) device KW - Permafrost KW - Seismicity KW - Slope stability UR - http://ine.uaf.edu/autc/files/2013/03/DARROW_AIMIS_FINAL_REPORT_MARCH_2013.pdf UR - https://trid.trb.org/view/1245880 ER - TY - RPRT AN - 01610811 AU - Chowdhury, Mashrur AU - Bausman, Dennis AU - Tupper, Lee AU - Bhavsar, Parth AU - Clemson University AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - Professional Services Contract Manager Development and Certification Strategy PY - 2013/02/27/Final Report SP - 191p AB - South Carolina Department of Transportation (SCDOT) hires many consultants to provide professional services in support of its planning, design, construction and maintenance projects. SCDOT personnel responsible for procuring and administering these professional service contracts, especially Contract Managers, have received no formal training and are provided with few official references. SCDOT also felt a need for a comparative analysis of state DOTs’ policies and practices to identify deficiencies and opportunities to improve SCDOT’s current professional service contracts procurement and administrative practices. In order to address SCDOT’s needs for formal procurement and administrative training as well as a comparative analysis of state DOTs’ policies and procedures, the objectives of this project were as follows: 1) Identify current SCDOT contract management policies and practices, 2) Evaluate policies and practices of other DOTs regarding professional services contract management, 3) Develop formal training material for SCDOT Contract Managers, 4) Develop and recommend “Best Practices” for SCDOT and identify opportunities for improvements in professional services contract management. These objectives were met by first studying and outlining SCDOT’s current procurement and administration practices and processes. To conduct the comparative analysis, seven southern state DOTs’ policies and practices were studied through a comprehensive literature review, state specific paper surveys, and personnel interviews. Best Practices were identified and recommendations for SCDOT were developed. A SCDOT training manual was created by studying SCDOT policy and process documents, and conducting interviews with SCDOT personnel. The manual was reviewed and validated during a pilot training session with SCDOT contract managers and the project steering committee. Five recommendations are made to SCDOT to continue the improvement of the professional services procurement and administrative practices and policies: 1) SCDOT should assign responsibility of the training material to the Chief Procurement Officer, 2) SCDOT decision makers should review the Best Practices and reference the document to guide the evolution of procurement and administration processes and policies, 3) SCDOT should hold an annual or bi-annual training session for current Contract Managers to review current practices, address issues, and implement changes, 4) SCDOT should break down the training material into subject specific sections and develop 15-20 modules that can be accessed online by Contract Managers, 5) SCDOT should develop a certification program for Contract Managers utilizing the online modules. KW - Administrative and managerial personnel KW - Best practices KW - Certification KW - Contract administration KW - Literature reviews KW - Personnel development KW - Policy KW - Recommendations KW - South Carolina Department of Transportation KW - State departments of transportation KW - Surveys KW - Training UR - http://www.scdot.scltap.org/wp-content/uploads/2015/01/Final_Report_696-1.pdf UR - https://trid.trb.org/view/1420973 ER - TY - ABST AN - 01549645 TI - Pre-construction Services Cost Estimating Guidebook AB - State departments of transportation (DOTs) and other agencies responsible for development of major capital facilities rely throughout the project development process on cost estimates to verify that adequate funds are available for project completion, to negotiate for contracted services, and to ensure that the development process is responsibly conducted. Substantial effort is required for a variety of activities that must occur before construction begins, and the ability to define the scope and estimate accurately the costs of these pre-construction activities is essential to agency planning, programming, budgeting, and management functions. Tighter budgets, funding limitations, and growing emphasis on accountability in government spending increase the importance of accurate and reliable cost estimation. In this project, pre-construction services (PCS) refers to engineering and other professional services required before construction begins on a bridge, highway, or other transportation project. The activities for which services are required--whether provided by agency staff or consultants--are project-specific and may include planning, PCS contract negotiation, preliminary engineering, environmental studies, subsurface investigations, rights-of-way surveys and acquisitions, design and bid document preparation, design modifications and associated PCS scope changes, and construction procurement. Similar professional services may be required during and following construction (such as construction engineering, inspection and quality assurance, and claims analysis), but are not meant to be explicitly considered in this project. PCS cost estimating practices vary greatly among departments of transportation (DOTs) and even within a single agency for different types of services and different stages of project development. The resources allocated to cost estimation and the policies, procedures, and information systems that support cost estimating vary as well. Uncertainties at the outset of the project development process such as the range of design alternatives to be considered; the extent of environmental, safety, and traffic mitigation activities likely to be required; and the need for phasing strategies to accommodate budgetary limitations make PCS cost estimating particularly challenging.There have been some efforts made to understand how PCS costs for transportation projects are related to project characteristics and to provide guidance for cost estimation. In addition, the problems of PCS cost estimation are not unique to transportation; research and experience from other types of construction may offer lessons and guidance for DOTs. Research is needed to understand the current state of PCS cost estimating practice, to disseminate most effective practices more widely among DOTs, and to develop new methods and tools to improve the PCS cost-estimating accuracy of DOTs and other transportation agencies. The objective of this research is to develop a guidebook, for use by DOTs and other agencies, on estimating pre-construction services (PCS) costs for transportation project development. The guidebook should address at least the following topics: (1) The principal sources or components of PCS costs (for example, direct labor, other direct costs, indirect costs, profit, in terms of dollars and labor hours), as estimated at various stages of project development, whether PCS are provided by agency staff or consultants, and factors likely to influence these costs. (2) Procedures for identifying the scope of PCS for cost-estimation for particular projects (for example, based on project type, scope, scale, duration, and degree of complexity). (3) Estimating methodologies, rules of thumb, analysis-based models, and analysis tools representing effective practices that an agency can apply to estimate PCS costs for specific projects. (4) Advice on appropriate degrees of effort and sophistication to be used in PCS cost estimation (for example, based on type of project, total anticipated project cost, purpose of estimate, procurement strategy, and stage in the development process). (5) Advice on reporting PCS costs (for example, apparent accuracy, use of error bands, use of statistical measures of uncertainty). (6) Trends influencing agencies' abilities to estimate PCS costs (such as changes in design and construction technology, design standards, program requirements, and professional work force) and how these trends may influence reliability of cost estimates. (7) General advice on agency policies, practices, and organization that can influence an agency's ability to control risk through PCS cost estimating practices. The guidebook is meant to be suitable for formal balloting and acceptance by the American Association of State Highway and Transportation Officials (AASHTO) Subcommittee on Design through the Technical Committee on Preconstruction Engineering Management and for maintenance and updating by these or other AASHTO groups. KW - Budgeting KW - Construction KW - Cost estimating KW - Design KW - Environmental impacts KW - Financing KW - State departments of transportation KW - Traffic control UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3419 UR - https://trid.trb.org/view/1339874 ER - TY - ABST AN - 01547848 TI - Research for AASHTO Standing Committee on Highways. Task 335. Updating the Strategic Plan for the AASHTO Highway Subcommittee on Bridges and Structures AB - The Highway Subcommittee on Bridges and Structures (HSCOBS) of the American Association of State Highway and Transportation Officials (AASHTO) has long recognized the benefit of research in helping its members meet their responsibility to design and manage the nation's highway infrastructure. Because of this recognition, HSCOBS strives to identify ways to fulfill the business needs of its members and, to that end, annually reviews research problem statements and recommends selected statements to the AASHTO Standing Committee on Research (SCOR) for consideration for funding under the National Cooperative Highway Research Program (NCHRP). In addition, other research needs are addressed by the Federal Highway Administration (FHWA), state, and industry-sponsored research and development programs. Because of this review and recommendation process, the subcommittee has been successful over the years in obtaining funding for various NCHRP projects that have benefited the bridge community. However, it became apparent to the subcommittee that a more structured procedure for prioritizing research was needed. Therefore, a workshop was conducted in 2000 to develop a strategic plan for bridge engineering. The product of this workshop was six "thrust" discussions. Each thrust focuses on a specific business need of the AASHTO bridge engineers. As the subcommittee is fully committed to maintaining and improving its strategic plan and to applying the contents to the identification and prioritization of research, a second workshop was conducted in 2005 to refine the 2000 Strategic Plan for Bridge Engineering. The products of this workshop are a focused set of critical problems called "grand challenges". Since 2005 the subcommittee has required all proposed research to explicitly focus on addressing these grand challenges. Seven years have passed since the 2005 Strategic Plan for Bridge Engineering and as part of the subcommittee's commitment to maintaining and improving its strategic plan; it is time to once again re-assess the plan. The research objective is to refine and refocus the 2005 Strategic Plan for Bridge Engineering to meet the business needs of today's bridge industry by providing a structured procedure for prioritizing proposed research. In addition, the proposed strategic plan will help the bridge community in identify, prioritize, and conduct research in concert with the new transportation bill Moving Ahead for Progress in the 21st Century (MAP-21). KW - Bridge engineering KW - Laws and legislation KW - Moving Ahead for Progress in the 21st Century Act KW - Strategic planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3383 UR - https://trid.trb.org/view/1335470 ER - TY - RPRT AN - 01475810 AU - Datta, Tapan K AU - Gates, Timothy J AU - Savolainen, Peter T AU - Fawaz, Ahmad AU - Chaudhry, Amna AU - Wayne State University AU - Michigan Department of Transportation AU - Federal Highway Administration TI - Timing Issues for Traffic Signals Interconnected with Highway-Railroad Grade Crossings PY - 2013/02/19/Final Report SP - 99p AB - The coordination of highway-railroad grade crossing warning signals with nearby traffic signals is of vital importance due to potential safety consequences. Interconnections between traffic signals in close proximity to railroad crossings provide an important safety function by allowing the railroad warning system to preempt the normal traffic signal operation and provide special phasing to clear vehicles queued over the railroad tracks, prohibit others from joining the queue, and maintaining traffic flow for non-conflicting traffic movements. In Michigan, there are approximately 200 interconnected highway-railroad grade crossings that are all under regulatory control of the Michigan Department of Transportation. The Federal Manual on Uniform Traffic Control Devices (MUTCD) provides guidance concerning the use of preemption where the signalized intersection is within 200 feet of a railroad crossing. There is however, minimal guidance for locations where intersections are more than 200 feet beyond the railroad crossings. Some of these locations experience queuing problems due to high traffic volumes. The purpose of this research was to compile and review literature and current practices related to interconnected traffic signals and preemption in order to determine solutions for providing safe and efficient timings for the traffic signals and nearby highway-railroad grade crossing warning signals. A series of highway-railroad intersection configuration templates was developed as a part of this research. A set of guidelines was also developed with accompanying software to provide additional assistance for identification of possible interconnection locations that could utilize preemption concepts. The guidelines also assist in the determination of signal timing parameters for the phasing and timing design required as a part of the concept. KW - Guidelines KW - Literature reviews KW - Michigan KW - Queuing KW - Railroad grade crossings KW - State of the practice KW - Traffic signal control systems KW - Traffic signal phases KW - Traffic signal preemption KW - Traffic signal timing KW - Traffic signals KW - Warning signals UR - http://www.michigan.gov/documents/mdot/MDOT_RC-1578_412334_7.pdf UR - https://trid.trb.org/view/1244463 ER - TY - RPRT AN - 01475437 AU - Schmidt, Tyler L AU - Lechtenberg, Karla A AU - Meyer, Curt L AU - Faller, Ronald K AU - Bielenberg, Robert W AU - Reid, John D AU - Sicking, Dean L AU - University of Nebraska, Lincoln AU - New York State Department of Transportation AU - Federal Highway Administration TI - Evaluation of the New York Low-Tension Three-Cable Barrier on Curved Alignment PY - 2013/02/19/Final Report SP - 300p AB - Three full-scale crash tests were performed on the New York Department of Transportation’s (NYSDOT’s) curved, low-tension, three-cable barrier systems utilizing the MASH Test Level 3 safety performance criteria. The cable barrier system for test no. NYCC-1 was 399.1 ft (121.6 m) long and used a radius of 360 ft (110 m). For test nos. NYCC-2 and NYCC-3, the cable barrier systems were 396.5 ft (120.9 m) long and used radii of 440 ft (134 m). In test nos. NYCC-1 and NYCC-2, the three cables were positioned at heights of 1 ft 3 in. (0.38 m), 1 ft 9 in. (0.53 m), and 2 ft 3 in. (0.69 m). In each of the tests, a 2270P vehicle was used. The first test redirected the pickup truck with all safety performance criteria being satisfied. During the second test, the pickup truck overrode the cable barrier and came to rest behind the system, thus resulting in unacceptable barrier performance. The barrier system was modified using a 2 in. (51 mm) height increase and retested with cables centered at 1 ft 5 in. (0.41 m), 1 ft 11 in.(0.58 m) and 2 ft 5 in. (0.74 m). In the third test, the pickup truck was redirected, and all safety performance criteria were satisfied. KW - Barriers (Roads) KW - Compliance KW - Highway safety KW - Impact tests KW - New York State Department of Transportation KW - Roadside structures UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/TRP-03-263-12.pdf UR - https://trid.trb.org/view/1245476 ER - TY - RPRT AN - 01482783 AU - Vargas-Nordcbeck, Adriana AU - Timm, David H AU - National Center for Asphalt Technology AU - Federal Highway Administration AU - Alabama Department of Transportation AU - Florida Department of Transportation AU - North Carolina Department of Transportation AU - Oklahoma Department of Transportation AU - South Carolina Department of Transportation AU - Tennessee Department of Transportation TI - Physical and Structural Characterization of Sustainable Asphalt Pavement Sections at the NCAT Test Track PY - 2013/02/18 SP - 149p AB - Six structural sections were created in 2009 at the National Center for Asphalt Technology (NCAT) to test structural and physical performance. The test sections included a foam-based warm mix asphalt (WMA) section and an additive-based WMA section; a high recycled asphalt pavement (RAP) hot mix section and a high RAP warm mix section; a porous friction course; and a control section. Laboratory tests included binder tests, dynamic modulus, rutting, fatigue, and tension tests. Field tests included observations of strain, pressure, cracking, macrotexture, roughness, and durability. KW - Cracking of asphalt concrete pavements KW - Durability tests KW - Field tests KW - Laboratory tests KW - Pavement performance KW - Recycled materials KW - Roughness KW - Rutting KW - Structural analysis KW - Test tracks KW - Warm mix paving mixtures UR - http://www.ncat.us/files/reports/2013/rep13-02.pdf UR - https://trid.trb.org/view/1250361 ER - TY - RPRT AN - 01551342 AU - Miller, Kevin AU - Bouattoura, Fariel AU - Zingalli, Joe AU - Macias, Roberto AU - Miller, Bryan AU - Olyai, Koorosh AU - Dallas Area Rapid Transit AU - Federal Highway Administration AU - Research and Innovative Technology Administration AU - Federal Transit Administration TI - System Acceptance Test Plan: Dallas Integrated Corridor Management (ICM) Demonstration Project PY - 2013/02/16/Final Report SP - 234p AB - The Dallas Area Rapid Transit (DART) is leading the US 75 Integrated Corridor Management (ICM) Demonstration Project for the Dallas region. Coordinated corridor operations and management is predicated on being able to share transportation information on highways, arterials, transit, weather, and incidents. The ICM system will utilize the existing Texas Department of Transportation (TxDOT) Center-to-Center standards based communication infrastructure, and will provide direct connections to agencies not on the Center-to-Center network, via a web-based interface known as SmartNET. The ICM system uses SmartNET as the main graphical user interfaces for the ICM Stakeholders to create, edit, and view events in the corridor and region, view current conditions of field devices and congestion on the roadway network, and coordinate responses to incidents within the corridor. This Systems Acceptance Test Plan covers the test process and scripts for validating the requirements of the ICM system. KW - Acceptance tests KW - Communication systems KW - Dallas (Texas) KW - Information dissemination KW - Integrated corridor management KW - Software KW - Transportation corridors KW - Validation UR - http://ntl.bts.gov/lib/54000/54100/54133/Dallas_ICMS_-_SAT_Plan__-_Final_508.pdf UR - https://trid.trb.org/view/1340039 ER - TY - ABST AN - 01552759 TI - The Study of Regulatory Issues Affecting Truck Freight Movement in the Midwest AB - The ultimate goal of this study is to facilitate improved freight movement and the free flow of goods in Iowa and surrounding states. To do so, research will investigate potential efficiencies that can improve freight movement. The objective of this first phase is to review regulatory conditions affecting truck freight movement in Iowa and neighboring midwestern states (Minnesota, Wisconsin, Illinois, Missouri, Nebraska, and South Dakota). This review will include a review of the Moving Ahead for Progress in the 21st Century Act (MAP-21) legislation, to determine the impact of its requirements on freight movement, as well as on the more localized jurisdictional (regional, state, etc.) differences in regulatory issues and their impact on operators. A second phase, to be defined in more detail later, will consist of a study of possible regulatory changes that can be made to reduce or simplify the regulatory "burdens" on the trucking industry. KW - Freight traffic KW - Iowa KW - Midwestern States KW - Moving Ahead for Progress in the 21st Century Act KW - Policy KW - Trucking UR - http://publications.iowa.gov/id/eprint/18652 UR - https://trid.trb.org/view/1342428 ER - TY - ABST AN - 01565594 TI - A GIS-based Mitigation Forecasting Tool and Study on Advanced Mitigation Processes used by DOTs AB - The objective of this research project is to develop a mitigation forecasting tool that leverages geographic information system (GIS) and geospatial data to forecast project impacts and mitigation credit demands and review current practices in advanced compensatory mitigation planning in various Department of Transportation's (DOTs) and research journals. KW - Best practices KW - Forecasting KW - Geographic information systems KW - Geospatial analysis KW - Impacts KW - State departments of transportation UR - http://www.scdot.scltap.org/projects/current/ UR - https://trid.trb.org/view/1356006 ER - TY - RPRT AN - 01496798 AU - McGehee, Daniel V AU - Reyes, Michelle L AU - Carney, Cher AU - University of Iowa, Iowa City AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Age vs. Experience: Evaluation of a Video Feedback Intervention for Newly Licensed Teen Drivers PY - 2013/02/06/Final Report SP - 35p AB - This project examines the effects of age, experience, and video-based feedback on the rate and type of safety-relevant events captured on video event recorders in the vehicles of three groups of newly licensed young drivers: (1) 14.5- to 15.5-year-old drivers who hold a minor school license; (2) 16-year-old drivers with an intermediate license who are driving unsupervised for the first time; and (3) 16-year-old drivers with an intermediate license who previously drove unsupervised for at least four months with a school license. The young drivers’ vehicles were equipped with an event-triggered video recording device for 24 weeks. Half of the participants received feedback regarding their driving, and the other half received no feedback at all and served as a control group. The number of safety-relevant events per 1,000 miles (i.e., “event rate”) was analyzed for 90 participants who completed the study. On average, the young drivers who received the video-based intervention had significantly lower event rates than those in the control group. This finding was true for all three groups. An effect of experience was seen for drivers in the control group; the 16-year-olds with driving experience had significantly lower event rates than the 16-year-olds without experience. When the intervention concluded, an increase in event rate was seen for the school license holders, but not for either group of 16-year-old drivers. There is strong evidence that giving young drivers video-based feedback, regardless of their age or level of driving experience, is effective in reducing the rate of safety-relevant events relative to a control group who do not receive feedback. Specific comparisons with regard to age and experience indicated that the age of the driver did not have an effect on the rate of safety-events, while experience did. Young drivers with six months or more of additional experience behind the wheel had nearly half as many safety-relevant events as those without that experience. KW - Age groups KW - Driver experience KW - Driver licenses KW - Driver monitoring KW - Human error KW - Iowa KW - Novices KW - Teenage drivers KW - Video cameras UR - http://publications.iowa.gov/15047/1/IA_DOT_TPF-5%28207%29_UI_age_experince_2013.pdf UR - https://trid.trb.org/view/1263929 ER - TY - ABST AN - 01543197 TI - Cross-Asset Resource Allocation and the Impact on System Performance AB - State departments of transportation (DOTs) and other local and regional agencies must invest public resources--funds, land, staffing, and others--to develop and operate a transportation system that will provide mobility--efficiently, safely, with least possible environmentally adverse impact--to support the economy and enhance quality of life. These investments are made to construct, maintain, preserve, enhance, rehabilitate, or replace a diverse portfolio of physical assets such as pavement, traffic signals, guard rails, bridges, transit, signs, and drainage structures. Deciding how best to allocate inevitably limited resources across these various types of assets to provide acceptable transportation system performance poses a persistent and difficult challenge for agency managers, elected officials, and the public. The objective of this research was to develop a guidebook that senior DOT managers may use to analyze and communicate the likely system performance impact of investment decisions across multiple types of transportation assets. The guidebook shall include a framework incorporating (a) the several dimensions of system performance important to stakeholders (such as mobility, safety, and community livability); (b) the multiple measures an agency uses to describe condition and service of particular classes of transportation-system assets (such as pavements, signals, and drainage structures); and (c) the targets that an agency may set for the various dimensions of performance. The framework, intended to facilitate communication of asset management and resource allocation decisions, was field tested and refined to ensure that it can be adapted to the situations of specific agencies to help senior executives, elected officials, and the public to understand the performance consequences of asset-specific investments in their transportation system. KW - Asset management KW - Decision making KW - Environmental impacts KW - Investments KW - Mobility KW - Resource allocation KW - Safety KW - State departments of transportation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3398 UR - https://trid.trb.org/view/1330431 ER - TY - ABST AN - 01543059 TI - Quantifying Uncertainty in Real Time Performance Measurement for Highway Winter Maintenance Operations - Phase 2 AB - The Iowa Department of Transportation (Iowa DOT) is interested in developing a dynamic model capable of predicting in real time acceptable drops in traffic speed on major highways during major weather events, with realistic uncertainty measures. The primary usage of such a model is to evaluate the performance of highway winter maintenance operations and optimize resource allocation. KW - Highways KW - Iowa Department of Transportation KW - Mathematical models KW - Mathematical prediction KW - Performance measurement KW - Real time information KW - Winter maintenance UR - http://www.intrans.iastate.edu/research/projects/detail/?projectID=-1827700860 UR - https://trid.trb.org/view/1329715 ER - TY - RPRT AN - 01505632 AU - Coulter, Zebulun C AU - Western Transportation Institute AU - American Traffic Safety Services Association AU - Federal Highway Administration TI - Safety Opportunities in High Friction Surfacing PY - 2013/02 SP - 32p AB - High Friction Surface Treatments (HFSTs) are pavement surface treatments that are composed of extremely hard, polish- and abrasion-resistant aggregates bonded to the pavement surface that greatly enhance the skid resistance and frictional characteristics of a road surface. HFSTs address three speed-related crash conditions: low friction, marginal friction (further reduced by weather), and friction values not compatible with approach speeds and geometrics. This document provides insights into the benefits and challenges involved in effectively installing HFSTs. This document is organized into five parts: Part one presents an overview of what HFSTs are, where they can be used, the different materials that are available, and other introductory materials. Part two presents case studies of successful applications of HFSTs made throughout the United States to address different crash issues. Part three presents more in-depth information on the aggregates, binders, and testing methods associated with HFSTs. Part four presents national and state contacts and useful website resources that may be consulted. Part five provides a glossary of terms, past research results related to the treatment, and a list of the references cited throughout the document. KW - Aggregates KW - Binders KW - Case studies KW - Friction KW - Friction course KW - Highway safety KW - Pavement design KW - Surface course (Pavements) KW - United States UR - http://www.dbiservices.com/sites/default/files/resources/ATSSA-HFST-LoRes.pdf UR - https://trid.trb.org/view/1286048 ER - TY - RPRT AN - 01496684 AU - Pierce, Linda M AU - McGovern, Ginger AU - Zimmerman, Kathryn A AU - Applied Pavement Technology, Incorporated AU - Federal Highway Administration TI - Practical Guide for Quality Management of Pavement Condition Data Collection PY - 2013/02//Final Report SP - 170p AB - An effective pavement management system depends on reliable, accurate, and complete information. Having quality pavement management data is directly linked to the ability of the pavement management system to contribute to the development of reasonable and reliable recommendations and decisions regarding an agency’s pavement network. Pavement condition data are one of the key components of a pavement management system. Pavement condition data are used to model pavement performance, to trigger various actions ranging from maintenance to rehabilitation to reconstruction, to evaluate program effectiveness, and to satisfy many other purposes. While there are many different methodologies used for assessing pavement condition, ranging from manual surveys to fully automated procedures, the need for quality data remains the same. Agencies take a number of steps to ensure and verify data quality, including calibration of the data collection equipment or the inspection teams, incorporating quality control sections that are reinspected to assess repeatability, and verifying reasonableness and completeness of the pavement condition survey. The ability to evaluate and determine the quality of pavement condition data is essential for establishing the accuracy and reliability of analyses made using pavement condition. The Federal Highway Administration (FHWA) sponsored the development of a Practical Guide on Quality Management (QM) Procedures for network-level pavement condition data. This Practical Guide provides information related to the development and implementation of a QM program, incorporating proven QM practices, and showcasing examples or case studies using pavement condition data from a variety of state departments of transportation. KW - Case studies KW - Data collection KW - Data quality KW - Pavement distress KW - Pavement management systems KW - Quality control KW - State departments of transportation UR - http://www.fhwa.dot.gov/pavement/management/qm/data_qm_guide.pdf UR - https://trid.trb.org/view/1265581 ER - TY - RPRT AN - 01489301 AU - Owusu-Ababio, Samuel AU - Schmitt, Robert AU - University of Wisconsin, Platteville AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Longitudinal Cracking in Widened Portland Cement Concrete Pavements PY - 2013/02//Final Report SP - 150p AB - The Wisconsin Department of Transportation constructed certain concrete pavements with lane widths greater than the standard 12 ft in order to reduce stress and deflection caused by vehicle tires running near the edge of the concrete slabs. Many of these pavements are approaching 20 years of service life and some are experiencing longitudinal cracking. Research was needed to determine whether the use of wider slabs made the pavement more susceptible to other forms of distress. This study investigated the occurrence of longitudinal cracking in doweled jointed plain concrete pavements (JPCP) to determine the maximum allowable pavement width as a function of pavement thickness in order to achieve optimal JCPC performance. A set of guidelines was developed for JPCP panel width usage. The researchers evaluated and statistically compared the performance of doweled JPCP having wider panels (14 and 15 ft wide) to the performance of concrete pavements with standard width panels (12 to 13 ft), while incorporating the interactive effects of other variables. The investigation was limited to doweled JPCP aged 25 years or less. A standard panel width of 14 ft with a width-to-thickness ratio in the range of 1.2 (12 in. thickness) to 1.5 (9.5 in. thickness) was found to minimize cracking severity and extent. KW - Concrete pavements KW - Longitudinal cracking KW - Pavement design KW - Service life KW - Thickness KW - Traffic lanes KW - Width KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP-project-0092-12-05-final-report.pdf UR - https://trid.trb.org/view/1257433 ER - TY - RPRT AN - 01487028 AU - Darrow, Margaret M AU - Daanen, Ronald P AU - Zottola, Jason T AU - Fortier, Daniel AU - de Grandpre, Isabelle AU - Veuille, Sabine AU - Sliger, Michel AU - Alaska University Transportation Center AU - Universite de Montreal AU - Transport Canada AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Impact of Groundwater Flow on Permafrost Degradation and Transportation Infrastructure Stability PY - 2013/02//Final Report SP - 141p AB - A warming climate has been identified as unequivocal by the Intergovernmental Panel on Climate Change with greater and faster temperature increase demonstrated at northern latitudes, and with an overall increase in precipitation. Analysis of field data collected throughout the arctic and subarctic corroborates with these findings, demonstrating an overall warming of permafrost temperatures. As indicated by thermal modeling, the stability of permafrost below roadway embankments is greatly affected by surface temperatures; thus, as climate warms, permafrost degradation represents a major issue for the design and maintenance of embankments. While the thermal stability of embankments in a warming climate has been investigated, the impact of groundwater and the effect of advective heat transfer on permafrost degradation below embankments has been overlooked. Recent studies indicate that groundwater flow along the permafrost table will cause permafrost degradation to occur one to several orders of magnitude faster than atmospheric warming alone. Thus, it is imperative for the long-term stability of infrastructure in permafrost regions for a better understanding of the complex interaction among groundwater, permafrost, and overlying embankments. The overall goal of this research is to develop a relationship among groundwater flow, permafrost degradation, and embankment stability. KW - Alaska KW - Climate change KW - Embankments KW - Groundwater KW - Permafrost KW - Thermal degradation UR - http://ine.uaf.edu/autc/files/2013/07/AUTC510015.Darrow.pdf UR - https://trid.trb.org/view/1256271 ER - TY - RPRT AN - 01484721 AU - Gambatese, John A AU - Zhang, Fan AU - Vahed, Ali Moghaddam AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Implementing Speed Reductions at Specific Interstate Work Zones from 65 MPH to 35 MPH PY - 2013/02 SP - 126p AB - Interstate preservation projects are commonly conducted at night and often require working in close proximity to ongoing traffic. Vehicle speed and speed variability in work zones is inextricably connected to the work zone design and the selected traffic control devices. To provide guidance on how to effectively and efficiently reduce traffic speeds, the Oregon Department of Transportation conducted a research study to investigate the impact of selected traffic control devices on vehicle speed within highway paving project work zones. The research centered around two case studies on multi-lane paving projects in Oregon. On each case study, the researchers implemented multiple traffic control devices (portable changeable message signs (PCMS), radar speed display, police officer presence, tubular markers and drums on both sides of travel lane) and evaluated their impact on vehicle speed, construction productivity, cost, and motorist and worker safety. A police officer parked on the site was found to effectively reduce traffic speeds and should be used if available and feasible. The research findings also suggest using a combination of temporary reduced speed limit signs, radar speed monitoring display, and PCMS on both trailers and rollers. Further research is needed to validate the research findings and better identify the advantages of one traffic control device over another. KW - Alternatives analysis KW - Case studies KW - Interstate highways KW - Oregon KW - Paving KW - Speed control KW - Speed limits KW - Traffic control devices KW - Work zone safety KW - Work zone traffic control UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR-751_SpeedReduction-Appendices.pdf UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR751_SpeedReductions.pdf UR - https://trid.trb.org/view/1253310 ER - TY - SER AN - 01483662 JO - Traffic Volume Trends PB - Federal Highway Administration TI - Traffic Volume Trends, February 2013 PY - 2013/02 SP - 10p AB - Traffic Volume Trends is a monthly report based on hourly traffic count data. These data, collected at approximately 4,000 continuous traffic counting locations nationwide, are used to determine the percent change in traffic for the current month compared to the same month in the previous year. This percent change is applied to the travel for the same month of the previous year to obtain an estimate of travel for the current month.Travel on all roads and streets changed by -1.4% (-3.1 billion vehicle miles) for February 2013 as compared with February 2012. Travel for the month is estimated to be 214.6 billion vehicle miles. Cumulative Travel for 2013 changed by -0.4% (-1.8 billion vehicle miles). The Cumulative estimate for the year is 441.6 billion vehicle miles of travel. KW - Highway travel KW - Traffic counting KW - Traffic data KW - Traffic volume KW - Trend (Statistics) KW - Vehicle miles of travel UR - http://www.fhwa.dot.gov/policyinformation/travel_monitoring/13febtvt/13febtvt.pdf UR - https://trid.trb.org/view/1252372 ER - TY - RPRT AN - 01480522 AU - Tatham, Chris AU - ETC Institute AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - WisDOT 2012 Statewide Customer Satisfaction Survey PY - 2013/02//Research Report SP - 164p AB - The purpose of this study was to develop and initiate a new customer satisfaction tool that would establish a set of baseline departmental performance measures and be sustainable for future use. ETC Institute completed a statewide customer survey for the Wisconsin Department of Transportation (WisDOT) during the Fall of 2012. The survey aimed to objectively assess WisDOT’s performance in order to identify opportunities to improve programs and services for Wisconsin residents. A six-page survey was administered by mail, phone and the Internet to a stratified-random sample of 1,860 households in the State of Wisconsin. The sample was stratified to ensure that at least 350 surveys were completed in each of the five geographic areas of the state. The results for each area have a 95% level of confidence with a precision of at least +/- 5.2%. The overall results for the stratified-random sample of 1,860 households have a 95% level of confidence with a precision of at least +/- 2.3%. The WisDOT areas studied were the Division of Motor Vehicles, the State Patrol, highway maintenance and operations, design and construction of highways, information services, and strategic priorities. Conclusions made, based on the survey results, were that the overall satisfaction with WisDOT is high; WisDOT is outperforming other departments of transportation; there are opportunities to improve the quality and frequency of communication with residents; WisDOT is moving in the right direction; and residents may support increased funding for transportation in Wisconsin. The research team also identified opportunities for improvement and made other recommendations for action. KW - Customer satisfaction KW - Households KW - Performance measurement KW - Quality of service KW - State government agencies KW - Surveys KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-Policy-Research-0092-12-10-final-report.pdf UR - https://trid.trb.org/view/1249372 ER - TY - RPRT AN - 01480520 AU - Higgins, Laura AU - Nelson, Alicia AU - Geiselbrecht, Tina AU - Ullman, Brooke AU - Texas A&M Transportation Institute AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Understanding the Decision-making Process for Drivers Faced with Lane Restrictions or Closures on Wisconsin Highways PY - 2013/02 SP - 162p AB - The Wisconsin Department of Transportation (WisDOT) owns and operates a state highway network of 12,000 miles, which carries approximately 80 percent of vehicle miles traveled in the state. Construction, maintenance, weather and other events often lead to lane closures or restrictions, causing inconvenience to road users. WisDOT developed numerous strategies for identifying alternate routes that drivers can use when highway travel times are affected by planned or unplanned events. Despite these efforts, WisDOT has observed that many alternate routes are underused, even when those routes would save travelers significant travel time. The objective of this project was to examine the decision-making processes of Wisconsin drivers regarding route selection, including their decisions to use (or not use) an alternate route instead of the highway network. Factors that were examined included how and when drivers make initial decisions about a preferred route, for both familiar and unfamiliar trips; the factors that influence their decisions to divert or not divert from their usual (or current) route to an alternate route; and the information sources they would most likely consult for travel and route information. KW - Behavior KW - Decision making KW - Drivers KW - Lane closure KW - Route choice KW - Traffic diversion KW - Travel time KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-Policy-Research-0092-11-15-final-report.pdf UR - https://trid.trb.org/view/1249370 ER - TY - RPRT AN - 01478667 AU - Atkinson, Jennifer AU - Bauer, Jocelyn AU - Hunt, Kevin AU - Mullins, Keith AU - Myers, Matthew AU - Rensel, Eric AU - Swisher, Myron AU - Taylor, Robert AU - Science Applications International Corporation AU - Gannett Fleming, Incorporated AU - Federal Highway Administration TI - Designing for Transportation Management and Operations: A Primer PY - 2013/02 SP - 52p AB - This primer is focused on the collaborative and systematic consideration of management and operations during transportation project design and development. This is termed “designing for operations.” Effectively, designing for operations involves the development and application of design policies, procedures, and strategies that support transportation management and operations. The consideration of operations needs during the design process requires transportation design professionals to work closely with those with expertise in transportation operations, intelligent transportation and transportation technology, planning, transit, freight, traffic incident management, and other practitioners from multiple agencies to fully identify, prioritize, and incorporate operations needs into the infrastructure design. This primer introduces the concept for designing for operations and describes tools or institutional approaches to assist transportation agencies in considering operations in their design procedures as well as pointing out some specific design considerations for various operations strategies. KW - Design KW - Design standards KW - Highway traffic control KW - Infrastructure KW - Intelligent transportation systems KW - Management KW - Strategic planning KW - Transportation operations KW - Transportation planning UR - http://www.ops.fhwa.dot.gov/publications/fhwahop13013/fhwahop13013.pdf UR - https://trid.trb.org/view/1247400 ER - TY - RPRT AN - 01478341 AU - Dybing, Alan AU - Lee, EunSu AU - DeHaan, Christopher AU - Dharmadhikari, Nimish AU - Upper Great Plains Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - Impacts to Montana State Highways Due to Bakken Oil Development PY - 2013/02//Final Report SP - 94p AB - This study developed a detailed truck traffic forecasting model with specific attention to truck movements related to oil development in the Bakken formation in eastern Montana and western North Dakota. Oil forecast scenarios as specified by Montana Department of Transportation (MDT) were analyzed to assess the differences in impacts under differing development scenarios. Locations of input sources were identified through industry websites, Departments of Transportation, and other regulatory bodies. Routes between aggregate well locations and input and output sources were estimated utilizing ESRI Network Analyst©. A series of capacity constrained optimization models were used to select the least cost set of routes for oil distribution in the region, and results were aggregated to the highway segment level. Traffic data provided by MDT was used to calibrate and validate the traffic forecasting model. Traffic forecasting results are presented in shapefile format, which allows the user to retrieve segment specific forecasts and display changes in traffic volumes over the analysis period. KW - Freight transportation KW - Highway planning KW - Montana KW - Network analysis (Planning) KW - North Dakota KW - Oil production KW - Physical distribution KW - Routes and routing KW - State highways KW - Traffic forecasting KW - Truck traffic UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/oil_boom/final_report.pdf UR - https://trid.trb.org/view/1246869 ER - TY - RPRT AN - 01478096 AU - Scholz, Todd V AU - Samoo, Faisal AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Asphalt Binder Grade Selection and Ignition Oven Calibration Factors for HMAC with Recycled Asphalt Products PY - 2013/02//Final Report SP - 206p AB - This study investigated several characteristics of laboratory-fabricated and plant-produced hot-mix asphalt mixtures containing various proportions of RAP and RAS with the principal objectives of developing a procedure for selecting the virgin binder grade used in such mixtures as well as a procedure for determining ignition oven calibration factors for mixtures containing these materials. Other objectives included developing recommendations for procedures to effectively and efficiently recover asphalt binder from RAS, batch and mix reclaimed materials with virgin materials, and for quality control and quality assurance testing. The blending chart analysis procedure described in AASHTO PP 53 for selecting a virgin binder grade was selected as a starting point for evaluation purposes, but the attempt to validate the procedure was unsuccessful. Consequently, an alternate approach was recommended for further investigation. The Oregon Department of Transportation's (ODOT’s) current method for determining ignition oven calibration factors (TM 323) was evaluated using both laboratory-prepared and plant-produced mixtures. Findings from this evaluation provided strong evidence to suggest procedural changes to the current method are unnecessary. Further, modification of ODOT’s current independent assurance parameter for asphalt binder content is not justified at this time. However, changes to the language in the test method to include RAS are needed and recommendations for these are provided. Selection of procedures for extracting and recovering binder from RAS was accomplished through a literature search. Selection of procedures for QC and QA was accomplished in the same manner. However, detailed procedures for fabricating laboratory specimens containing RAS were not found. Consequently, taking into consideration existing procedures, new procedures were developed for batching and mixing specimens containing RAP, RAS, or combinations of RAP and RAS. The applicability of using of nuclear density gauges to determine in-place density of mixtures containing RAS was also evaluated. Assessment was based on variability of density measurements obtained from nuclear gauges and from pavement cores. Findings indicated no difference in the quality of measurements made on mixtures containing RAP and RAS versus those containing only RAP. KW - Binders KW - Calibration KW - Hot mix asphalt KW - Ignition KW - Nuclear density gages KW - Oregon KW - Quality assurance KW - Recycled materials UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR713_FinalReport_Reduced.pdf UR - https://trid.trb.org/view/1246871 ER - TY - RPRT AN - 01478046 AU - Dixon, Karen K AU - Yi, Xiang AU - Brown, Lacy AU - Layton, Robert AU - Oregon State University, Corvallis AU - Oregon Transportation Research and Education Consortium AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Developing an Oregon Access Management Best Practices Manual PY - 2013/02//Final Report SP - 97p AB - This report reviews an Oregon research effort to develop an Oregon Access Management Best Practices Manual. In particular, this research effort develops a resource to help transportation professionals quantify safety and operational effects of various access management strategies, provide measurable criteria to evaluate these access management techniques, and identify data collection practices necessary to successfully perform these assessments. It is the expectation that this manual can be used by engineers, decision makers, and educators to help the transportation community better understand the appropriate application of access management strategies and how to quantify benefits of the various access management options. This report includes a literature review of safety and operational benefits for a variety of access management configurations. Included in this benefits summary is in formation about perceived and measured economic impacts of access management even though they are not explicitly included in the companion manual. In addition, this report summarizes example data for access management through the use of case studies, and includes (in the appendix) a standalone proposed access management best practices manual. The case studies were used to test practicality of acquiring various data elements and are not directly reflected in the manual. KW - Access control (Transportation) KW - Best practices KW - Case studies KW - Highway operations KW - Highway safety KW - Literature reviews KW - Performance measurement UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR655_AccessMgmtTHEONE.pdf UR - https://trid.trb.org/view/1247056 ER - TY - RPRT AN - 01477159 AU - Kubas, Andrew AU - Kayabas, Poyraz AU - Vachal, Kimberly AU - Berwick, Mark AU - Upper Great Plains Transportation Institute AU - North Dakota Department of Transportation AU - Federal Highway Administration TI - Rumble Strips in North Dakota: A Comparison of Road Segments, Safety, and Crash Patterns PY - 2013/02 SP - 49p AB - Rumble strips and rumble stripes are a recommended strategy for crash reduction. The North Dakota Department of Transportation initiated rumble strip use in the 1970’s and greatly expanded application of rumble stripes through a statewide initiative in recent years. This study of four intervention and two control road segments shows positive results with regard to crash incidence in before and after comparisons. The crash rates comparison considers crash severity, vehicle type, roadway factors, crash type, and contributing factors. A reduction in all crashes and crash severity, in terms of the most serious fatal crashes, is found in comparing crash rates per 100 million vehicle miles traveled (VMT) in times periods before and after the installation occurred. Note that on some road segments, confounding factors such as impaired driving, appear to be significant factors in the crash rates so the safety benefit attributable to the rumble strips/stripes cannot be easily assessed. In addition, results should be used with caution – especially those for fatal crashes – because of the limited number of observations. Future studies may produce more robust results as additional road segment and crash rate data can be incorporated. KW - Before and after studies KW - Crash analysis KW - Crash characteristics KW - Crash rates KW - Fatalities KW - Highway safety KW - North Dakota KW - Rumble strips UR - http://www.ugpti.org/pubs/pdf/DP263.pdf UR - https://trid.trb.org/view/1244738 ER - TY - RPRT AN - 01476698 AU - Kockelman, Kara AU - Fagnant, Dan AU - Nichols, Brice AU - Boyles, Steven AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - User's Guide for PET: Project Evaluation Toolkit: A Sketch-Planning Toolkit for Evaluating Highway Transportation Projects, Version 2.0 PY - 2013/02//Version 2.0 SP - 162p AB - This document is a User’s Guide for the Project Evaluation Toolkit (PET). PET is a spreadsheet-based application that offer users a familiar and powerful data manipulation interface for evaluation of abstracted networks’ improvements and modifications. PET includes a travel demand estimation module implemented as a set of external C++ programs for destination, mode, time of day, and route choices, across multiple user classes. Other functional modules, including economic analysis, environmental impact evaluation, safety evaluation, sensitivity analysis, and budget allocation, are implemented in Microsoft Excel spreadsheets. PET can be used with or without its travel demand model (TDM) component. Users with existing TDM outputs can rely on PET’s back-end programming for estimates of traveler welfare, emissions, crashes, and travel-time reliability used to generate benefit-cost ratios, internal rates of return, and other metrics that characterize projects on any network, whether coarse or detailed, small or large. In other words, PET can play a vital role in almost any project evaluation setting. This user manual is broken into two main sections: Part 1, Using the Toolkit and Part 2, Understanding the Toolkit. Part 1 takes users through a step-by-step process showing how to load PET, develop scenarios, run the travel demand model, and understand the resulting outputs. Part 2 goes deeper into the background behind the methodologies used to develop the PET framework and many of the parameters. KW - Evaluation and assessment KW - Manuals KW - Methodology KW - Network analysis (Planning) KW - Performance measurement KW - Project management KW - Sketch planning KW - Texas KW - Travel demand UR - http://library.ctr.utexas.edu/ctr-publications/PETguide.pdf UR - https://trid.trb.org/view/1246495 ER - TY - SER AN - 01476578 JO - TechBrief PB - Federal Highway Administration TI - Asphalt Mixture Performance Tester (AMPT) PY - 2013/02 SP - 16p AB - The Asphalt Mixture Performance Tester (AMPT) complements current asphalt mixture design procedures by providing engineering properties for mixture evaluation and pavement structural design. This Technical Brief summarizes the development of the AMPT and describes how the AMPT can be used in pavement structural design and mixture design. KW - Asphalt Mixture Performance Tester KW - Asphalt mixtures KW - Asphalt pavements KW - Mix design KW - Pavement design KW - Properties of materials UR - http://www.fhwa.dot.gov/pavement/asphalt/pubs/hif13005.pdf UR - https://trid.trb.org/view/1245663 ER - TY - RPRT AN - 01475574 AU - Hamadeh, Abdul S AU - Intelligent Imaging Systems, Incorporated AU - New York State Energy Research and Development Authority AU - New York State Department of Transportation AU - Federal Highway Administration TI - Schodack Smart Roadside Inspection System PY - 2013/02//Final Report SP - 41p AB - Under an earlier NYSERDA Agreement (17420) Intelligent Imaging Systems (IIS) supported and installed Smart Roadside network software and integrated new "connected vehicle" roadside devices into the Schodack Smart Roadside system. The Smart Roadside Inspection System (SRIS) Enterprise software platform was integrated with the New York Department of Transportation's (NYSDOT) existing backend information systems including the New York State (NYS) Commercial Vehicle Information Exchange Window (CVIEW)and NYS Connected Vehicle/Connected Vehicle Infrastructure Integration (CVII) Program. The added roadside devices included an automated U.S. Department of Transportation (USDOT) Number reader (AUR), and an Overview Camera System (OVC) at the NYSDOT Schodack Commercial Vehicle (CV) electronic screening (e-screening) site. The initial existing NYSDOT inspection systems included weigh-in-motion (WIM), Automated License Plate Recognition (ALPR), 915 MHz North American Preclearance and Safety System (NORPASS) and 5.7 GHz dedicated short range communication (DCSR) as part of Automated Vehicle Identification (AVI) and legacy software components system. Under the NYSERDA Agreement, ISS added trailer/rear ALPR, vehicle Overheight Detection (OHD), and a Hazardous Material placecard reader (HAZMAT) to the existing suite of e-screening tools. Enforcement personnel, utilizing the automated mainline electronic screening system, are now automatically and in real-time identifying and providing notificationof vehicles. KW - Automatic license plate readers KW - Automatic vehicle identification KW - Connected vehicle technologies KW - Dedicated short range communications KW - New York (State) KW - Vehicle to infrastructure communications KW - Weigh in motion UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-10-19 Schodack Smart Roadside Inspection System Enhancement Final Report.pdf UR - https://trid.trb.org/view/1245472 ER - TY - RPRT AN - 01473863 AU - Arambula, Edith AU - Estakhri, Cindy K AU - Martin, Amy Epps AU - Trevino, Manuel AU - Smit, Andre de Fortier AU - Prozzi, Jorge AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Performance and Cost Effectiveness of Permeable Friction Course (PFC) Pavements PY - 2013/02//Technical Report SP - 254p AB - In this project, the research team evaluated the performance of Permeable Friction Courses (PFC) over time and compared it against other types of wearing surface pavement layers. Several pavement sections including Asphalt Rubber (AR) PFCs, Performance Graded (PG) PFCs, and dense-graded Hot Mix Asphalt (HMA) were monitored over a four-year period. Non-destructive on-site measurements included noise, drainability, texture, friction, and skid. The change of these variables with time as well as the influence of traffic, binder/mixture type, aggregate classification, and climatic region was evaluated. Accident data were also gathered and analyzed on a more comprehensive number of pavement sections across Texas. All of this information was compiled in database format. In addition, when performance issues were identified, field cores were acquired for forensic evaluation. Results from the multiyear performance data analysis and previous research were used to produce guidelines and recommendations to improve the design, construction, and maintenance of PFCs. Performance of PFCs over time was adequate. Therefore, the continued use of PFCs in Texas is encouraged. PFCs had lower overall noise levels when compared to dense-graded HMA, and AR-PFCs were quieter than PG-PFCs. With regard to drainability, the water flow values had a tendency to increase early in the life of the pavement and remain relatively constant afterward. PG-PFCs showed better drainability as compared to AR-PFCs. The amount of rainfall helped assure the continued drainability of PFCs, especially in warm climates. Texture for PFCs remained practically unchanged over time. Both AR- and PG-PFCs had superior texture and skid vs. dense-graded HMA pavements. With regard to friction and skid, sections with aggregates classified as SAC-B per the Surface Aggregate Classification (SAC) system had statistically significantly lower values as compared to those pavement employing either SAC-A or SAC-A/B aggregates. The accident data indicated that PFCs reduce the number of accidents, injuries, and fatalities on roads in Texas. KW - Asphalt rubber KW - Crash data KW - Drainage KW - Friction course KW - Hot mix asphalt KW - Nondestructive tests KW - Pavement performance KW - Permeability KW - Skid resistance KW - Surface course (Pavements) KW - Texas KW - Tire/pavement noise UR - http://tti.tamu.edu/documents/0-5836-2.pdf UR - https://trid.trb.org/view/1244238 ER - TY - ABST AN - 01549570 TI - Research Program Design---Administration of Highway and Transportation Agencies. Specifications for a National Study of the Future 3R, 4R, and Capacity Needs of the Interstate System AB - The Interstate Highway System's (IHS) development was begun nearly 6 decades ago. Initially justified in part on grounds of national defense, the IHS has contributed significantly and pervasively to our economic growth and quality of life. While the 46,751 miles of highway comprising system's basic configuration are now largely in place, many of the facilities that make up the IHS--including some 55,000 bridges, 15,000 interchanges, and pavement foundations for the system's 210,000 lane-miles--are reaching or have already exceeded their economic service lifetimes. Repair, reconstruction, and replacement of aging facilities represent continuing costs to keep the IHS safe and operational. In addition, the composition and distribution of traffic on the system have shifted with time, so that new capacity is needed to support economic growth and relieve congestion in some places. Similarly, the nature of the system's role in national defense and domestic security has evolved, as has the legislation defining the federal role in developing, maintaining, and operating the system. Congress has enacted a number of legislative initiatives in the 1970s and since to provide at least partial support for resurfacing, restoration, rehabilitation, and reconstruction of selected facilities. These initiatives (referred to as 3R and 4R, depending on their enabling legislation) supplemented the initial federal-aid highway programs that supported only new construction. Periodic reports to Congress by the U.S. Secretary of Transportation provide the basis for congressional appropriations of funds to provide this support. Many officials at all government levels have suggested that the costs required to meet sustainably the nation's demands for transportation services and to keep the system safe, operational, efficient, and secure are not adequately represented by the biannual conditions and performance reports prepared by the U.S. Department of Transportation. Research is needed to define comprehensively the costs for future preservation of the IHS and for selective expansion of the system to meet these demands within a context of a global economy, growing population, and national defense needs. Those responsible for the IHS--the American Association of State Highway and Transportation Officials (AASHTO) and its member state departments of transportation (DOTs) , the Federal Highway Administration (FHWA)--envision a substantial study effort will be required, possibly conducted in multiple stages, and engaging other concerned agencies such as the Department of Defense, Department of Homeland Security, and metropolitan planning organizations (MPOs). The study would necessarily consider long-term as well as more immediate needs and the distinctions between the IHS and other parts of the nation's surface transportation system. The products of such work can inform policy makers and the public as they consider the future of the IHS. The objective of this project was to describe and evaluate feasible plans for a study to estimate the 3R, 4R, and new capacity costs required to ensure that the Interstate Highway System (HIS) will continue to meet the nation's demands for transportation services. Study-plan options shall include descriptions of major work elements required, assessments of data needs and quality of available data, estimates of time and costs required for the study's completion, consideration study participants, and organizational distributions of responsibility for conducting the study. KW - Costs KW - Highway capacity KW - Highway planning KW - Interstate highways KW - Reconstruction KW - Rehabilitation (Maintenance) KW - Resurfacing UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3229 UR - https://trid.trb.org/view/1339724 ER - TY - RPRT AN - 01613793 AU - Federal Highway Administration TI - Horizontal Curves Virtual Peer Exchange PY - 2013/01/24 SP - 14p AB - This report provides a summary of a peer-to-peer videoconference sponsored by the Federal Highway Administration (FHWA) Office of Safety held January 24, 2013. The videoconference was the second in a series of roadway departure-focused peer exchanges sponsored by the Office of Safety as a follow-up to face-to-face peer exchanges held with roadway departure Focus States in 2008 and 2009. The Office of Safety selected ten States — Alabama, Florida, Indiana, Louisiana, Missouri, Oklahoma, South Carolina, Tennessee, Texas, and West Virginia — to participate in this virtual peer exchange. The selected States were chosen based on the number and percentage of fatal crashes on horizontal curves, as well as geographic location. The peer exchange provided opportunities for participants to share their experiences on a range of topics including: (1) Selecting implementation strategies and countermeasures/treatments to reduce roadway departures on horizontal curves; (2) Using data to determine which curves to address; (3) Prioritizing and funding projects; and (4) Addressing challenges encountered in implementing safety programs and countermeasures. The event also allowed stakeholders to learn from peers who demonstrated innovative approaches to safety on horizontal curves, including edge line striping and high friction surface treatments (HFST). Peer presentations were made by the Missouri Department of Transportation (MoDOT), the Louisiana Local Transportation Assistance Program (LA LTAP), and the West Virginia Department of Transportation (WV DOT). Sixty-six participants representing Departments of Transportation (DOT), Local Transportation Assistance Programs (LTAP), and FHWA Division Offices attended the virtual peer exchange. KW - Countermeasures KW - Data analysis KW - Financing KW - Friction course KW - Highway curves KW - Highway safety KW - Implementation KW - Louisiana Local Transportation Assistance Program KW - Missouri Department of Transportation KW - Peer exchange KW - Ran off road crashes KW - Safety programs KW - State departments of transportation KW - Strategic planning KW - Striping KW - West Virginia Department of Transportation UR - http://ntl.bts.gov/lib/59000/59400/59495/horizcurves_Jan2013.pdf UR - https://trid.trb.org/view/1425510 ER - TY - RPRT AN - 01476229 AU - Schrum, Kevin D AU - Lechtenberg, Karla A AU - Bielenberg, Robert W AU - Rosenbaugh, Scott K AU - Faller, Ronald K AU - Reid, John D AU - Sicking, Dean L AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Safety Performance Evaluation of the Non-Blocked Midwest Guardrail System (MGS) PY - 2013/01/24/Final Report SP - 250p AB - The roadway width required to install a guardrail system with a 12-in. (305-mm) blockout is not always available. In response, proprietary non-blocked W-beam guardrail systems were developed and successfully crash tested. However, the use of proprietary systems requires the State Departments of Transportation to maintain inventory of specialized components. Therefore, a non-proprietary, non-blocked W-beam guardrail system was developed. The Midwest Guardrail System (MGS), with a 31-in. (787-mm) nominal top rail height, was chosen for modification due to its exceptional redirective capacity. For this research, the 12-in. (305-mm) blockout was removed, and a 12-in. (305- mm) long section of 12-gauge (2.66-mm) W-beam guardrail was utilized as a backup plate at rail-to-post connections. This design was successfully tested using a small car (test no. 3-10) and a pickup truck (test no. 3-11) according to the testing standards established in the Manual for Assessing Safety Hardware (MASH). As a result, the non-blocked MGS was recommended for use when roadway width was a limiting parameter. If width is not restricted, it is still recommended to use a 12-in. (305-mm) blockout as designated in the design drawings of the standard MGS. KW - AASHTO Manual for Assessing Safety Hardware KW - Acceptance tests KW - Guardrails KW - Highway safety KW - Impact tests KW - Midwest Guardrail System KW - Performance measurement UR - http://www.transportation.nebraska.gov/mat-n-tests/pdfs-docs/ARLinks/TPF5-193Suppl33FinalReport.pdf UR - https://trid.trb.org/view/1245934 ER - TY - RPRT AN - 01476337 AU - Swanson, John AU - Hampton, Benjamin AU - Metropolitan Washington Council of Governments AU - Brookings Institution AU - Federal Highway Administration TI - What Do People Think About Congestion Pricing?: A Deliberative Dialogue with Residents of Metropolitan Washington PY - 2013/01/18/Final Report SP - 68p AB - A deliberative forum is a public engagement event in which people come together to learn and talk about a problem, and explore potential solutions. More than 300 participants who were broadly representative of the region’s population came together in five forums, two in Virginia, two in Maryland, and one in the District of Columbia, that each lasted four and a half hours. Presentations provided information on the current and projected state of transportation funding and congestion, and three scenarios for congestion pricing: variably priced lanes on all interstates, as well as some other major roadways; ™variable, per-mile pricing using vehicle-based global positioning systems systems; and priced zones – drivers pay a fee to enter or drive within a designated area. This study provided the following conclusions: people are skeptical of pricing as a comprehensive solution to regional transportation problems, but may support specific proposals if they see direct benefits in their daily lives; people are much more concerned about government overreach and perceived incompetence than they are about “Lexus Lanes;” people are more likely to support more obvious solutions—such as increasing gas taxes—than more radical approaches like congestion pricing; and people want to know that congestion pricing is part of a wider strategic vision. KW - Congestion pricing KW - Public opinion KW - Traffic congestion KW - Washington Metropolitan Area UR - http://www.mwcog.org/uploads/committee-documents/ZV1cWFZb20130117170347.pdf UR - https://trid.trb.org/view/1244639 ER - TY - RPRT AN - 01473175 AU - Nelson, Edward AU - Petchenik, Jordan AU - University of Wisconsin, Madison AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Results of Focus Group Assessments of Transportation Financing Options PY - 2013/01/15/Research Report SP - 86p AB - The Wisconsin Commission on Transportation Finance and Policy was created in the 2011-2013 biennial state budget to identify and evaluate transportation finance options to address needs into the future. As part of its scope, the Commission needed to collect public input and evaluate perceptions that could relate to both the concept and implementation of certain revenue options. The intent of the research is to provide a structured and objective method to obtain public assessment of alternative financing mechanisms to support the state’s public transportation network. The focus groups provide a complement to other public input measures being used by the Commission. The work has been specifically approved by the commission and will play a key part in the group's analysis of future finance options. During the summer of 2012, at the request of the Department of Transportation (DOT), researchers with the University of Wisconsin Survey Center (UWSC) conducted four focus groups on matters related to transportation in Wisconsin. Specifically, the groups explored motorists’ assessment of highway pavement and congestion conditions, their preferred future scenario of transportation in Wisconsin, and their willingness to pay to support that future scenario. The groups provided a setting in which a cross section of the state’s motorists could respond to a series of questions relating to transportation in the state. This report summarizes the results of those groups. KW - Financing KW - Focus groups KW - Pavements KW - Revenues KW - Traffic congestion KW - Willingness to pay KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-Policy-Project-0092-12-14-final-report.pdf UR - https://trid.trb.org/view/1239132 ER - TY - ABST AN - 01548224 TI - Safety Prediction Models for Six-Lane and One-Way Urban and Suburban Arterials AB - The publication by American Association of State Highway and Transportation Officials (AASHTO) of the first edition of the Highway Safety Manual (HSM) is an important step forward in providing safety analysis tools for highway agencies. In particular, HSM Part C includes predictive methods that can be used by transportation agencies to anticipate the safety performance of new facilities, to assess the safety performance of existing facilities, or to estimate the expected effectiveness of proposed improvements to existing facilities. However, the first edition of the HSM does not address all facility types of potential interest to transportation agencies. HSM Chapter 12 provides a predictive method for two and four lane urban and suburban arterial facilities with both undivided and divided cross sections. Two facility types that are not addressed in the existing chapter are arterials with six or more lanes and one-way arterial streets. A task force of the AASHTO Subcommittee on Safety Management has reviewed research needs and identified the omission of these facility types as one of the more significant gaps in the first edition of the HSM. Research is needed to develop safety prediction methods for these facility types. The objectives of this research are to (1) develop a predictive method for use in the HSM to address crash frequency and severity for both roadway segments and intersections on arterials with six or more lanes and one-way arterial streets and (2) provide procedures that will assist transportation agencies to consider safety in decisions related to these facilities during widening and modifying existing arterials or designing new facilities. The scope of the research will be limited to urban and suburban highways and streets other than freeways. Accomplishment of the project objectives will require at least the following tasks: Phase I (1). Review Chapter 12 of the HSM and its prediction method, related Interactive Highway Safety Design Model (IHSDM) tool and spreadsheet, and related research. Review the guiding principles established for HSM development and available guidance concerning measures of safety, research protocols, and other applicable topics. (2). Prepare a working paper presenting the anticipated attributes of the prediction models for six or more lanes and one-way urban and suburban arterials and how the results would work with Chapter 12 of the HSM. Discuss analytical improvements that are possible to attain under this project. Document the importance of each attribute and explain it in terms of decision needs of practitioners and data availability, among other factors. (3). Conduct a GOTOMEETING conference call with the project panel to discuss the Task 2 working paper. (4). Based on Task 3 project panel feedback, prepare a detailed work plan to develop and validate the prediction models for the following facilities: One-way Arterial Streets and Intersections (i) Determine availability of or ability to obtain crash, traffic, and roadway inventory data for 2, 3, 4, or more lane one-way arterial streets including intersections. Consider the need for pedestrian and bicycle data. (ii) Recommend the type and number of models needed to create prediction models for use in the HSM. One or more models may be needed to account for 2, 3, 4, or more one-way arterial lanes and intersections. Six or More Lane Arterial Streets and Intersections (i) Determine the availability of or ability to obtain crash, traffic, and roadway inventory data for 6 or more lane arterial streets and intersections. (ii) Recommend the type and number of models needed to modify, extend, or develop models to use with the current HSM Chapter 12. (5). Prepare an interim report providing the results of Tasks 1 through 4. The interim report should also include a revised Phase II work plan that describes how the needed data will be collected and the models developed and validated. (6). Meet with the project panel to review the Task 5 interim report approximately 1 month after its submittal. Submit a revised interim report addressing the panel's review comments for approval by National Cooperative Highway Research Program (NCHRP). NCHRP approval is required to proceed with Phase II. Phase II (7). Execute the approved Phase II work plan to develop and validate the prediction models. (8). Develop proposed chapter sections with examples and modified Appendix A of the HSM. The chapters will be provided to Transportation Research Board (TRB) Highway Safety Performance Committee for review in parallel with the project panel.(9). Develop a Microsoft PowerPoint presentation that can be used for training, including trainer's notes and a spreadsheet for application of the new models.(10). Conduct a pilot workshop with the project panel using the PowerPoint presentation developed in Task 9 to demonstrate the application of the models to practical examples. Revise the presentation based on the panel's review comments. (11). Prepare a final report documenting the entire research effort including recommendations for additional research that will be needed to enhance the models (citing specific study protocols, data collection alternatives, appropriate analysis techniques, and potential policy implications). The proposed chapters and revised Appendix A developed in Task 8 shall be included as appendices to the final report. KW - Arterial highways KW - Crash rates KW - Highway design KW - Highway safety KW - Highway Safety Manual KW - Manuals KW - Multilane highways KW - One way streets KW - Pavement widening KW - Suburbs KW - Urban highways UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3180 UR - https://trid.trb.org/view/1335897 ER - TY - RPRT AN - 01560080 AU - Pindilli, Emily J AU - Glassman, Jonathan L AU - Freckleton, Derek R AU - Booz Allen Hamilton AU - Department of Transportation AU - Federal Highway Administration TI - Road Weather Connected Vehicle Applications: Benefit-Cost Analysis Interim Report PY - 2013/01/11/Interim Report SP - 78p AB - The Road Weather Management Program (RWMP) is currently engaged in a project to evaluate the potential benefits of road weather connected vehicle applications. Of particular interest are the potential improvements in safety, reductions in travel time, improved travel reliability, reductions to environmental impacts related to road treatment, and other possible benefits. The project includes the development of road weather connected vehicle applications concept of operations and benefit-cost analysis (BCA) of those applications. The concept of operations was completed and is documented in a companion report entitled “Concept of Operations for Road Weather Connected Vehicle Applications”. The BCA was conducted in two phases; Phase I focused on evaluating safety benefits and Phase II evaluates the additional benefits including mobility, reductions in environmental impacts, and reductions in operational costs. KW - Benefit cost analysis KW - Environmental impacts KW - Mobile communication systems KW - Mobility KW - Operational costs KW - Road Weather Management Program UR - http://ntl.bts.gov/lib/54000/54400/54480/Road_Weather_Connected_Vehicle_Applications_Benefit-508-v8.pdf UR - https://trid.trb.org/view/1344668 ER - TY - RPRT AN - 01551379 AU - Miller, Kevin AU - Bouattoura, Fariel AU - Seymour, Ed AU - Poe, Chris AU - Roberts, Ed AU - Olyai, Koorosh AU - Dallas Area Rapid Transit AU - Federal Highway Administration AU - Research and Innovative Technology Administration AU - Federal Transit Administration TI - Training Plan: Dallas Integrated Corridor Management (ICM) Demonstration Project PY - 2013/01/11/Final Report SP - 23p AB - The Dallas Area Rapid Transit (DART) is leading the US 75 Integrated Corridor Management (ICM) Demonstration Project for the Dallas region. Coordinated corridor operations and management is predicated on being able to share transportation information on highways, arterials, transit, weather, and incidents. The ICM system will utilize the existing Texas Department of Transportation (TxDOT) Center-to-Center standards based communication infrastructure, and will provide direct connections to agencies not on the Center-to-Center network, via a web-based interface known as SmartNET. The ICM system uses SmartNET as the main graphical user interfaces for the ICM Stakeholders to create, edit, and view events in the corridor and region, view current conditions of field devices and congestion on the roadway network, and coordinate responses to incidents within the corridor. This Training Plan covers the policy, process, and technology training requested by the users and maintainers of the system for the Dallas ICM project. KW - Communication systems KW - Dallas (Texas) KW - Graphical user interfaces KW - Information dissemination KW - Integrated corridor management KW - Software KW - Training KW - Transportation corridors UR - http://ntl.bts.gov/lib/54000/54100/54132/Dallas_ICM_Training_Plan_v3_3_Final.pdf UR - https://trid.trb.org/view/1340046 ER - TY - RPRT AN - 01472544 AU - Lin, Zhibin AU - Fakhairfar, Mostafa AU - Wu, Chenglin AU - Chen, Genda AU - Bevans, Wesley AU - Gunasekaran, Arun Vijay Kumar AU - Sedighsarvestani, Sahra AU - Center for Transportation Infrastructure and Safety AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Design, Construction and Load Testing of the Pat Daly Road Bridge in Washington County, MO, with Internal Glass Fiber Reinforced Polymers Reinforcement PY - 2013/01/10/Final Report SP - 210p AB - The overarching goal of this project is to deploy and assess an innovative corrosion-free bridge construction technology for long-term performance of new and existing bridges. The research objective of this project is to conduct a comprehensive study (instrumentation, construction, both laboratory and field evaluation) of a rapidly constructed and durable, three-span bridge with cast-in-place cladding steel reinforced concrete substructure and precast concrete decks/girders reinforced with glass fiber reinforced polymers (GFRP). The bridge has one conventional concrete-girder span, one conventional steel-girder span, and one innovative concrete box-girder span. The conventional concrete and steel girders were used to demonstrate the effective use of corrosion-free bridge decks in deck replacement projects and, as benchmarks, to demonstrate the pros and cons of the innovative concrete box girders. The bridge was instrumented with embedded strain gauges to monitor the strains at critical locations during load testing. The collected data will allow the understanding of load distribution in various GFRP bars of the innovative concrete box girders and bridge deck slabs. Specifically, a full-scale concrete box girder and a full-scale concrete slab with internal GFRP reinforcement were tested in the Highbay Structures Laboratory at Missouri University of Science and Technology to ensure that the test bridge components behaved as designed prior to the field construction. Furthermore, in-situ load tests of the completed bridge were conducted to demonstrate the load capacity and behavior of individual components and the bridge as a system. The field validated technology will have a longlasting value for future deck replacement projects of existing bridges and new constructions. It will provide a viable alternative to conventional bridge systems/materials for the improvement of our Nation’s deteriorating infrastructure. KW - Box girders KW - Bridge construction KW - Bridge decks KW - Bridge design KW - Concrete bridges KW - Glass fiber reinforced plastics KW - Load tests KW - Precast concrete KW - Strength of materials KW - Washington County (Missouri) UR - http://transportation.mst.edu/media/research/transportation/documents/R275%20Final%20Report.pdf UR - https://trid.trb.org/view/1243481 ER - TY - ABST AN - 01573313 TI - Full-Scale Shake Table Testing to Evaluate Seismic Performance of Reinforced Soil Walls AB - The objective of this project is to perform numerical studies and use the Large High Performance Outdoor Shake Table (LHPOST) to investigate the dynamic performance of one or two full-scale (7 m) reinforced soil retaining walls constructed using realistic materials and methods. Considering that these walls will be substantially taller than for any similar previous research (by a factor of 2), a key focus of the proposed research will be on the influence of wall height on overall system response (i.e., stability/deformation) and the distribution of dynamic tensile forces (i.e., seismic demand) in the soil reinforcement. Other focus areas will include dynamic earth pressure on facing elements, effects of dynamic loading on soil-reinforcement stress transfer mechanisms, and permanent deformations after dynamic loading. The tests will be conducted using a unique large soil confinement box (LSCB) that is currently under construction as part of a recently funded National Science Foundation (NSF) grant. The scale of these tests will permit wall construction using realistic soil types, compaction methods, and structural elements. The box will also have a unique design that permits different boundary conditions at the rear of the soil mass, including a water-filled bladder or geofoam layer. KW - Deformation KW - Dynamic loads KW - Earth pressure KW - Earth walls KW - Reinforced soils KW - Retaining walls KW - Seismicity KW - Shaking table tests KW - Stability (Mechanics) UR - http://www.pooledfund.org/Details/Study/511 UR - https://trid.trb.org/view/1366537 ER - TY - ABST AN - 01543456 TI - Legal Problems Arising out of Highway Programs. Topic 19-03. Effect of MUTCD on Tort Liability of Government Transportation Agencies AB - The most recent version of the Manual on Uniform Traffic Control Devices (MUTCD) was adopted by the United States Department of Transportation (USDOT) by final rulemaking on December 16, 2009, to be effective January 15, 2010. The final rulemaking (74 F.R 66729) also required that, within two years of the effective date, states adopt the MUTCD as their legal state standard for traffic control devices. The MUTCD has been administered by the Federal Highway Administration (FHWA) since 1971, and has been revised a number of times over the years, with the most recent previous edition being adopted in 2003. The 2009 revision made changes to some compliance dates, as well as language changes, that may impact on states possible tort liability. Research is needed to develop a Legal Digest Report informing practitioners about the current status of tort liability involving governmental transportation agencies arising from the application and development of the MUTCD. Research should encompass the basis for tort liability arising before and after adoption of the MUTCD. This would include issues relating to governmental immunity, such as mandatory versus permissive language, and the "planning/operational" test to determine governmental liability, which are considered and discussed in Legal Research Digest No. 38, "Risk Management for Transportation Programs Employing Written Guidelines as Design and Performance Standards." Issues that the research should address include: What is the effect of the MUTCD on the manner in which government tort liability has developed?; What effect did the MUTCD have on the analysis of duty, standard of care, immunity and other government defenses?; Research should take into account that while the MUTCD and related tort law were developing, federal, state and other governments adopted tort claims acts and laws that waived sovereign immunity; and Research should also consider the impact of peculiar state laws. It is expected that the research plan and detailed outline will clearly describe all the tort liability issues associated with adoption of the MUTCD and how this research will be implemented. Since its inception, the MUTCD has significantly changed in breadth, scope and impact on governmental entities. Research should, therefore, address the potential impact of the 2009 edition of the MUTCD on government tort liability, and address the particular changes to language or deadlines that may affect such liability. KW - Legal factors KW - Manual on Uniform Traffic Control Devices KW - Manuals KW - Standards KW - State laws KW - Tort liability KW - Traffic control devices UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3760 UR - https://trid.trb.org/view/1330912 ER - TY - ABST AN - 01543454 TI - Legal Problems Arising out of Highway Programs. Topic 19-01. Eminent Domain and Fair Market Value in a Depressed Real Estate Market AB - Since 2005, a myriad of social and economic circumstances, including, but not limited to diminished property values, foreclosures, loan values exceeding actual fair market values, natural disasters, and other casualties, have presented significant challenges in the acquisition of properties for transportation projects. Outstanding liens encumbering those properties often exceed the actual and current fair market values. According to the Wall Street Journal, in November, 2009, "the proportion of U.S. homeowners who owe more on their mortgage than the properties are worth has swelled to about 23%. Figures prepared by First American CoreLogic, a real estate information company in California, showed that at the end of the third quarter of 2011, 10.7 million, or 22.1% of all residential properties with a mortgage were in negative equity. In some areas of the United States, the proportion of homeowners with a mortgage who are in negative equity, referred to as "underwater" or "upside down" on their mortgages is greater than 40%. The fair market value rule in these circumstances works an involuntary hardship on property owners and lienholders, leaving a forced loss on one or more parties (i.e., the property owner, condemnor, and/or lienholder). How do condemning agencies and the courts resolve the problem of just compensation in light of declining property values caused by financial calamities beyond the parties' control? What statutory remedies exist? Have the courts created judicial exceptions to the fair market rule for just compensation? Finally, do depression-era precedents or other administrative policies provide any guide to condemning agencies and the courts to resolve this problem? Research is needed to answer some of these questions. KW - Depression (Business cycle) KW - Eminent domain KW - Equity (Finance) KW - Market value KW - Property values KW - Real property UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3758 UR - https://trid.trb.org/view/1330910 ER - TY - RPRT AN - 01594686 AU - Kociolek, Angela AU - Western Transportation Institute AU - Central Federal Lands Highway Division AU - Federal Highway Administration TI - Unpaved Road Chemical Treatments State of the Practice Survey PY - 2013/01//Final Report SP - 57p AB - This report documents survey results regarding the state of the practice of using chemical treatments on unpaved roads. It provides insights into road manager choices and challenges and is useful supplementary reading to the accompanying Unpaved Road Dust Management, A Successful Practitioner’s Handbook by Jones et al. (2013). Roughly 80% of the survey respondents used chemical treatments for six or more years. Ninety eight percent (98%) of those indicated it was to control (fugitive road) dust, in part, to comply with federal regulations, for human and livestock health, in response to public complaints, or as a courtesy to the public. Other top reasons were to reduce maintenance costs and extend grader maintenance intervals. The most common treatment method was spray-on surface application with the top three chemical treatments being magnesium chloride, calcium chloride, and lignin sulfonate, respectively. KW - Chemicals KW - Dust control KW - Highway maintenance KW - State of the practice KW - Surveys KW - Unpaved roads UR - http://flh.fhwa.dot.gov/innovation/td/materials/DustSurvey/documents/UnpavedRoadChemicalTreatmentsStateOfThePracticeSurvey.pdf UR - https://trid.trb.org/view/1401964 ER - TY - RPRT AN - 01587396 AU - Hallenbeck, Mark E AU - Le, Tom AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Congestion Survey PY - 2013/01//Research Report SP - 22p AB - The Washington State Department of Transportation (WSDOT) recently installed sensors on I-5 and SR 512 that greatly improved the amount and quality of traffic congestion data available in and around Tacoma and Olympia. This report examines the public’s use of WSDOT’s traveler information services providing that enhanced information to the public. It reports the results of an Internet survey that obtained the opinions of individuals who seek information on WSDOT’s traveler information website. The survey results indicated that respondents find considerable value in the traffic congestion information WSDOT provides and believe that the Department should continue to expend funding on roadway traveler information. The report also describes the range of mechanisms survey respondents used to obtain freeway congestion information and describes the ways that individuals put that information to use once they have obtained it. KW - Data collection KW - Olympia (Washington) KW - Public opinion KW - Surveys KW - Tacoma (Washington) KW - Traffic congestion KW - Traveler information and communication systems KW - Washington State Department of Transportation UR - http://www.wsdot.wa.gov/research/reports/fullreports/794.1.pdf UR - https://trid.trb.org/view/1395636 ER - TY - RPRT AN - 01580344 AU - Bhajandas, Amar AU - Mallela, Jagannath AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Rhode Island Demonstration Project: Replacement of Frenchtown Brook Bridge No. 435 PY - 2013/01//Final Report SP - 56p AB - As part of a national initiative sponsored by the Federal Highway Administration (FHWA) under the Highways for LIFE program, the Rhode Island Department of Transportation (RIDOT) was awarded a $620,000 grant to demonstrate the use of proven, innovative accelerated bridge construction technologies to deliver this $1.9 million project in substantially less time than conventional construction. This report details the replacement of the 57-year old Frenchtown Brook Bridge featuring prefabricated superstructure, substructure, and foundation systems. The new bridge was completely prefabricated offsite and installed in place—a first in Rhode Island. The accelerated construction approach and innovations in this project increased safety, enhanced quality, and allowed the contractor to replace the bridge during a 33-day road closure instead of the 6 months required under traditional construction methods. Use of prefabricated bridge systems and innovative materials increased the initial bridge construction cost compared to traditional construction by $47,000. However, a comprehensive economic analysis including user costs shows that the project saved road users about $2 million (or about 45 percent of the total project costs for conventional construction). The experience gained on this successful project will help RIDOT implement these innovations more routinely on future projects. Encouraged by the success of this project, RIDOT announced that it will evaluate all future bridge projects to determine if they can be built using accelerated bridge construction techniques. KW - Bridge construction KW - Bridge replacement KW - Cost effectiveness KW - Demonstration projects KW - Economic analysis KW - Highways for LIFE KW - Prefabricated bridges KW - Rhode Island KW - Technological innovations UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/RI_Frenchtown_Brook_Bridge_Final.pdf UR - https://trid.trb.org/view/1372996 ER - TY - RPRT AN - 01579615 AU - Altobello, Michael AU - Thurber, Michael AU - Lefler, Nancy AU - McGee, Hugh AU - Delucia, Barbara Hilger AU - Vanasse Hangen Brustlin, Incorporated AU - Data Nexus, Incorporated AU - Federal Highway Administration TI - Development of a Structure for a MIRE Management Information System PY - 2013/01//Final Report SP - 57p AB - Safety data are the key to making sound decisions on the design and operation of roadways. Integrating quality roadway and traffic data with crash data helps agencies make better decisions and more effective use of limited funds to improve safety. The Federal Highway Administration (FHWA) developed the Model Inventory of Roadway Elements (MIRE) as a listing and data dictionary of the roadway and traffic data elements critical to safety management. A critical step toward acceptance and implementation of MIRE is the conversion of MIRE, which is now a listing of variables, into a management information system (MIS). FHWA has undertaken the MIRE MIS project to assist States in developing and integrating the MIRE into an MIS structure that will provide greater utility in the management and use of MIRE data. This report provides an overview of the MIRE MIS effort which involved developing a conceptual structure of a MIRE MIS, developing a prototype based on the conceptual structure, testing the prototype using data from one Lead Agency Program State, and identifying the lessons learned and implications for further development and implementation. KW - Data collection KW - Data sharing KW - Highway safety KW - Implementation KW - Information systems KW - Model Inventory of Roadway Elements KW - Safety management UR - http://safety.fhwa.dot.gov/rsdp/downloads/mire_mis_finalstructurerpt022013.pdf UR - https://trid.trb.org/view/1371765 ER - TY - RPRT AN - 01546181 AU - Kipp, Wendy AU - Sanborn, Devon AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - An Evaluation of Brifen Wire Rope Safety Fence PY - 2013/01//Final Report SP - 18p AB - Three-strand cable barriers were first developed in the 1960s and found to have several desirable characteristics as compared to other roadside barriers such as guard rail. Brifen Wire Rope Safety Fence is a four strand woven wire rope intended to prevent vehicles from veering off a road. This experimental feature is manufactured by Brifen USA Inc. and adheres to National Cooperative Highway Research Program (NCHRP) 350 test level three. This designation implies that the product can withstand the impact of a vehicle traveling at 60 mph. The purpose of this investigation was to evaluate the woven rope system in comparison to a more widely used three wire rope cable barrier. Comparatively, the four stand woven wire rope is marketed to provide enhanced levels of safety while providing substantial reductions in installation, maintenance and repair costs. The Brifen system required an increased level of effort during initial installation when compared with a standard three-cable wire rope fence. The resulting system appeared to be stronger, with less deflection in the cable along its entire length. The initial installation encountered no difficulties, as observed by Construction, Operations or Research staff. Through site observations conducted by Materials and Research personnel it appears that the safety fence is performing considerably well, however the posts under torque is causing concern of how well the fence will continue to work when vehicles make contact with it. The excluder caps, post caps, and locator pegs should be replaced with a more durable material due to excessive cracking and breaking. This fence might not be an ideal choice for Vermont due to the inclement weather and the involved tasks of repairing the fence after accidents. Operations have claimed that the repair process is quite extensive. KW - Alternatives analysis KW - Barriers (Roads) KW - Durability KW - Evaluation KW - Field studies KW - Highway safety KW - Installation KW - Vermont KW - Wire rope UR - http://vtransplanning.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/2013%20-%2006%20An%20Evaluation%20of%20Brifen%20Wire%20Rope%20Safety%20Fence.pdf UR - https://trid.trb.org/view/1331985 ER - TY - RPRT AN - 01526271 AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - CAPTool User Guide: Using CAPTool to Implement the “Costing Asset Protection: An All-Hazards Guide for Transportation Agencies (CAPTA)” Methodology PY - 2013/01 SP - 93p AB - The Costing Asset Protection for Transportation Agencies (CAPTA) methodology is an approach that agencies can use to analyze threats and hazards relevant to critical multimodal transportation infrastructure assets. Transportation agencies are constantly faced with events like crashes, extreme weather, vandalism, and criminal activities. CAPTA gives agencies a capital planning and budgeting tool to use as a strategic point of departure for informing resource allocation decisions. The purpose of this guide is to help agencies: (1) become familiar with CAPTA Methodology; (2) learn how to use CAPTool to implement the CAPTA Methodology; (3) understand CAPTool results, and how to use those results in capital budget and decision making; and (4) acquire more detailed information about CAPTA and other analysis tools and planning methodologies that enhance asset safety and security. KW - Asset management KW - Budgeting KW - Capital investments KW - Decision support systems KW - Hazard mitigation KW - Multimodal transportation KW - Resource allocation KW - Safety and security KW - Spreadsheets KW - Transportation departments UR - http://ntl.bts.gov/lib/51000/51600/51601/captool_users_guide.pdf UR - https://trid.trb.org/view/1310514 ER - TY - RPRT AN - 01502071 AU - Capitol Region Council of Governments AU - Clough Harbour & Associates LLP AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Route 6 Hop River Corridor Transportation Study PY - 2013/01//Final Report SP - 241p AB - The Route 6 Hop River Corridor Transportation Study was undertaken by the Capitol Region Council of Governments (CRCOG) in cooperation with the towns of Bolton, Coventry, Andover and Columbia; the Windham Region Council of Governments; and the Connecticut Department of Transportation (CTDOT). The study and its recommendations were developed by a study team composed of CRCOG staff, members of the Regional Economic Development Council (REDC), and CRCOG’s technical consultant, Clough Harbour & Associates. The study corridor included approximately 11 miles of US Route 6 and 2 miles of Route 66 East located between Notch Road in Bolton and the Willimantic River at the Columbia-Windham town line. The study evaluated existing and future conditions in this corridor relative to vehicular and multimodal safety, mobility, and accessibility. The result of the study is a comprehensive set of recommendations and an implementation plan that will support the long-term viability of the corridor as a regional transportation link and economic growth opportunity. KW - Accessibility KW - Connecticut KW - Highway safety KW - Highways KW - Implementation KW - Mobility KW - Multimodal transportation KW - Recommendations KW - Transportation corridors KW - Transportation planning KW - Transportation safety UR - http://www.ct.gov/dot/lib/dot/documents/dpolicy/rt6hoprcorridor/route6_finalreport_january2013.pdf UR - https://trid.trb.org/view/1279466 ER - TY - RPRT AN - 01496727 AU - Wagner, Laura AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - Using Health Impact Assessments to Evaluate Bicycle and Pedestrian Plans PY - 2013/01 SP - 18p AB - Where we live, work, and play influences health, as well as how we travel to those places. Transportation agencies are responsible for ensuring safe access to travel options, including walking and bicycling, for people of all ages and abilities. For a number of reasons, including chronic disease rates and changing demographics, there is growing interest across the country to better explore the links between health and transportation. New approaches are emerging that can assist transportation agencies during the transportation planning process to make more informed decisions. One such approach involves the use of Health Impact Assessments (HIA), which can improve decision-making and protect and enhance health and health equity. KW - Assessments KW - Bicycle travel KW - Case studies KW - Decision making KW - Health KW - Impact studies KW - Pedestrian areas KW - Public health KW - Transportation planning UR - http://www.pedbikeinfo.org/cms/downloads/WhitePaper_HIA_PBIC.pdf UR - https://trid.trb.org/view/1264718 ER - TY - RPRT AN - 01493344 AU - Zhang, Zhanmin AU - Walton, C Michael AU - Machemehl, Randy B AU - Bhat, Chandra AU - Gao, Lu AU - Porras-Alvarado, Juan Diego AU - Stone, Cody AU - Teran, Adriana A AU - Peters, Diniece AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - An Integrated Approach to Managing the Finance, Maintenance, and Operation of Transportation Systems PY - 2013/01//Technical Report SP - 54p AB - With the continued increase of demand on Texas highways, the consumption rate of the roads will accelerate due to the constrained funding for maintenance. Highways represent a multi-billion dollar investment in the transportation system. Given the extent of the Texas highway network, ports, and the border it shares with Mexico, the state of the roads can affect the nation’s economy if they are not properly maintained. Yet various studies have indicated that insufficient revenue is available to pay for the maintenance and rehabilitation (M&R) work required to keep the overall condition of the state-maintained highway system at the current target condition level. Texas Department of Transportation (TxDOT) must develop new and innovative ways to ensure that highways fulfill their role in helping Texas maintain its economic competitiveness with a safe, reliable, and economical highway transportation system. To address these funding issues, this report proposes an integrated approach based on a tiered system of roadways in which the finance, maintenance, and operation of the system are considered simultaneously. KW - Case studies KW - Congestion pricing KW - Fees KW - Financing KW - Highways KW - Level of service KW - Maintenance KW - Managed lanes KW - Texas KW - Tolls KW - Transportation system management UR - http://library.ctr.utexas.edu/ctr-publications/6-0701-1.pdf UR - https://trid.trb.org/view/1261359 ER - TY - RPRT AN - 01493193 AU - Atalah, Alan AU - Brown, Sandria AU - Bowling Green State University AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Development of a Standard Specification for Horizontal Directional Drilling PY - 2013/01//Final Report SP - 52p AB - Horizontal Directional Drilling (HDD) has become one of the fastest-growing trenchless technology construction methods for the installation of underground pipelines and conduits. According to the board of directors of the Ohio Horizontal Directional Drilling Association (OHDDA), there are many HDD specifications employed in Ohio, and these specifications vary significantly in their content and requirements. Consequently, inferior products may have been installed, unnecessary risks may have been taken, and the competition among contractors may have been compromised. Therefore, a HDD specification that provides for high quality installations, allocates risks appropriately, and ensures correct design and installation of product pipes without damaging the roadway is needed. The proposed draft was based on comparison of more than 12 existing HDD specifications with the HDD Good Practice Guidelines and the collective input from professional partners representing the interest of the various entities involved in a typical HDD project. The research team along with the professional partners proposed draft specification for pressurized applications with pipe diameters in the range of 4 inches (10 cm) to 24 inches (60 cm). Installations outside this range of pipe sizes and gravity installations are beyond the scope of the specification. The implementation plan for the draft specification includes ODOT review to ensure it does not conflict with other ODOT specifications, ODOT evaluation of the proposed specification through use on an actual project, feedback from the larger interest groups across the state of Ohio, and update as needed. KW - Construction management KW - Drilling KW - Horizontal directional drilling KW - Ohio KW - Pipe laying KW - Public utilities KW - Quality control KW - Specifications KW - Trenchless technology KW - Underground structures UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2013/Construction/134628_FR.pdf UR - https://trid.trb.org/view/1260431 ER - TY - RPRT AN - 01486876 AU - Cross, Stephen A AU - Shitta, Helal AU - Workie, Alem AU - Inestroza, Martha Castellon AU - Oklahoma State University, Stillwater AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - QC/QA Testing Differences Between Hot Mix Asphalt (HMA) and Warm Mix Asphalt (WMA) PY - 2013/01//Final Report SP - 71p AB - WMA represents a group of technologies which allow a reduction in temperatures at which asphalt mixtures are produced and placed on the road. ODOT Materials Division has conducted preliminary inquiries into QC/QA testing for WMA. Some respondents indicate that WMA can be tested exactly the same as hot mix asphalt (HMA) with the same results. Other data show that lab-molded and other volumetric properties are significantly different for WMA. The objectives of this study were to develop testing protocols for WMA additives and foamed WMA for mix design and QC/QA procedures. Cold feed belt samples and plant produced samples of mix were obtained and mixed with WMA additives. Mixtures were tested for lab molded voids, maximum specific gravity, moisture sensitivity and resistance to permanent deformation. The effects of reheating the WMA samples on the above mix properties were also evaluated. Recommendations are made for mix design and QC/QA procedures for WMA technologies. KW - Asphalt mixtures KW - Asphalt tests KW - Hot mix asphalt KW - Mix design KW - Quality assurance KW - Rutting KW - Warm mix paving mixtures UR - https://trid.trb.org/view/1253081 ER - TY - SER AN - 01483667 JO - Traffic Volume Trends PB - Federal Highway Administration TI - Traffic Volume Trends, March 2013 PY - 2013/01 SP - 10p AB - Traffic Volume Trends is a monthly report based on hourly traffic count data. These data, collected at approximately 4,000 continuous traffic counting locations nationwide, are used to determine the percent change in traffic for the current month compared to the same month in the previous year. This percent change is applied to the travel for the same month of the previous year to obtain an estimate of travel for the current month. Travel on all roads and streets changed by -1.5% (-3.7 billion vehicle miles) for March 2013 as compared with March 2012. Travel for the month is estimated to be 248.8 billion vehicle miles. Cumulative Travel for 2013 changed by -0.8% (-5.6 billion vehicle miles). The Cumulative estimate for the year is 690.3 billion vehicle miles of travel. KW - Highway travel KW - Traffic counting KW - Traffic data KW - Traffic volume KW - Trend (Statistics) KW - Vehicle miles of travel UR - http://www.fhwa.dot.gov/policyinformation/travel_monitoring/13martvt/13martvt.pdf UR - https://trid.trb.org/view/1252399 ER - TY - SER AN - 01482789 JO - Traffic Volume Trends PB - Federal Highway Administration TI - Traffic Volume Trends, January 2013 PY - 2013/01 SP - 10p AB - Traffic Volume Trends is a monthly report based on hourly traffic count data. These data, collected at approximately 4,000 continuous traffic counting locations nationwide, are used to determine the percent change in traffic for the current month compared to the same month in the previous year. This percent change is applied to the travel for the same month of the previous year to obtain an estimate of travel for the current month. Travel on all roads and streets changed by +0.5% (1.2 billion vehicle miles) for January 2013 as compared with January 2012. Travel for the month is estimated to be 226.9 billion vehicle miles. Cumulative Travel for 2013 changed by +0.5% (1.2 billion vehicle miles). The Cumulative estimate for the year is 226.9 billion vehicle miles of travel. KW - Highway travel KW - Traffic counting KW - Traffic data KW - Traffic volume KW - Trend (Statistics) KW - Vehicle miles of travel UR - http://www.fhwa.dot.gov/policyinformation/travel_monitoring/13jantvt/13jantvt.pdf UR - https://trid.trb.org/view/1251325 ER - TY - RPRT AN - 01482769 AU - Tran, Nam H AU - Heitzman, Michael AU - Brown, E Ray AU - Watson, Donald AU - Withee, Jeffrey AU - National Center for Asphalt Technology AU - Federal Highway Administration TI - National Pooled‐Fund Workshop on Asphalt Mixture Performance Tester: Summary Report PY - 2013/01 SP - 25p AB - This report summarizes the presentations and round table discussions held at a national pooled-fund workshop on Asphalt Mixture Performance Tester (AMPT) implementation. The workshop was held on September 11-12, 2012 in Atlanta, Georgia. Participants discussed their experience with AMPT, equipment and test procedure strategies, and application of the test results. KW - Asphalt Mixture Performance Tester KW - Asphalt mixtures KW - Asphalt pavements KW - Implementation KW - Mix design KW - Test procedures KW - Workshops UR - http://www.ncat.us/files/reports/2013/rep13-01.pdf UR - https://trid.trb.org/view/1250362 ER - TY - RPRT AN - 01481521 AU - Mizuta, Arianne AU - Swindler, Kathleen AU - Jacobson, Les AU - Kuciemba, Steve AU - Parsons Brinckerhoff AU - Federal Highway Administration TI - Impacts of Technology Advancements on Transportation Management Center Operations PY - 2013/01//Final Report SP - 152p AB - This report provides guidance to TMCs and transportation management agencies on how to better position themselves operationally in anticipation of future technology changes and advancements. Eight top trends of TMC operations are identified, including those that come from both within and outside the transportation community. Individual strategies – 80 in total – are presented to assist TMC managers with addressing the trends. The strategy descriptions include successful practice examples and key references as applicable. Recognizing the potential difficulties in successfully implementing individual strategies, the report also presents tools for building a framework for the technology and mindset developments. KW - Best practices KW - Highway operations KW - Highway traffic control KW - Strategic planning KW - Technological innovations KW - Traffic control centers KW - Trend (Statistics) UR - http://www.ops.fhwa.dot.gov/publications/fhwahop13008/fhwahop13008.pdf UR - https://trid.trb.org/view/1246868 ER - TY - RPRT AN - 01480517 AU - Tabatabai, Habib AU - Titi, Hani AU - Lee, Chin-Wei AU - Qamhia, Issam AU - Fella, Guillermo Puerta AU - University of Wisconsin, Milwaukee AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Investigation of Testing Methods to Determine Long-Term Durability of Wisconsin Aggregates PY - 2013/01//Final Report SP - 104p AB - Approximately 10 to 11 million tons of aggregates are utilized in transportation infrastructure projects in Wisconsin annually. The quality of aggregates has a tremendous influence on the performance and durability of roadways and bridges. In this Phase II research study, detailed statistical analyses were performed on over 1,000 sets of historical aggregate test results and the experimental results from the Phase I study. Test results from other states were analyzed as well. Aggregate tests were performed on 12 known marginal or poor Wisconsin aggregates to specifically address test performance of such aggregates. Selected aggregates were scanned using X-ray computed tomography to assess the effects of freeze-thaw and sodium sulfate exposure on the internal void system. The results of multi-parameter logistic regression analyses show that the pass/fail outcomes of the Micro-Deval test can be predicted when LA abrasion, absorption, and sodium sulfate soundness test results are known. The unconfined freeze-thaw test outcomes cannot be predicted from results of other tests (not correlated). Therefore, the unconfined freeze-thaw test should be part of any test protocol as it measures an aggregate characteristic that cannot be obtained from other tests. The percentiles associated with any proposed acceptance threshold limits for various aggregate tests should be determined using the statistical data provided. KW - Abrasion tests KW - Aggregates KW - Freeze thaw durability KW - Micro-Deval KW - Regression analysis KW - Sodium sulfate KW - Statistical analysis KW - Test procedures KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP-project-0092-10-08-final-report.pdf UR - https://trid.trb.org/view/1249188 ER - TY - RPRT AN - 01478649 AU - Federal Highway Administration TI - Alkali-Aggregate Reactivity (AAR) Workshops for Engineers and Practitioners: Reference Manual PY - 2013/01 SP - 108p AB - Funding for the Federal Highway Administration (FHWA) Alkali-Silica Reactivity (ASR) Development and Deployment Program was provided under SAFETEA-LU. A related Conference Report provides additional guidance stating that “project and programs related to ASR should...assist states in inventorying existing structures for ASR.” Throughout the program, the FHWA has been leading a national effort to further the development and deployment of techniques which can prevent and mitigate ASR. In closing of the ASR Development and Deployment Program, workshops are being delivered to effectively transfer the deliverables of the Program and provide State Department of Transportation (DOT) engineers and practitioners with the information and tools necessary to address ASR in their states. This document serves as the Reference Guide for the FHWA workshops on Alkali-Aggregate Reactivity (AAR). Unexpected or premature concrete deterioration due to alkali-silica reactivity (ASR) is a widespread problem worldwide. Routine site inspections performed on a regular basis may permit identification of the problem; however, ASR in concrete cannot generally be diagnosed without detailed site investigations. Such investigations would include determination of the distribution and severity of the various defects affecting the concrete structure, as well as laboratory testing (petrography) of samples collected from the affected concrete structures. For critical structures such as large dams and fair to large size highway bridges, detailed investigations including a more extensive sampling program might be necessary to quantify the current condition of the concrete, and to evaluate the potential for future deterioration (prognosis). Such investigations can involve a detailed sampling program for further testing in the laboratory and in-situ monitoring of the progress of expansion/deterioration. The results of the above processes of investigation will then be analyzed to propose appropriate management actions to be taken for each of the particular applications. KW - Alkali aggregate reactions KW - Concrete structures KW - Dams KW - Deterioration KW - Expansion KW - Highway bridges KW - Manuals KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - State departments of transportation KW - Workshops UR - http://ntl.bts.gov/lib/46000/46900/46947/Alkali-aggregate_reactivity__AAR__workshops_for_engineers_and_practitioners.pdf UR - https://trid.trb.org/view/1247617 ER - TY - RPRT AN - 01478567 AU - Cleary, Douglas B AU - Rowan University AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Recycled Concrete Aggregate in Portland Cement Concrete PY - 2013/01//Final Report SP - 100p AB - Aggregates can be produced by crushing hydraulic cement concrete and are known as recycled concrete aggregates (RCA). This report provides results from a New Jersey Department of Transportation study to identify barriers to the use of RCA in new Portland cement concrete and to provide a recommendation as to whether this material should be permitted on Department of Transportation projects. The report includes a review of previous studies of RCA, a summary of the experiences of other transportation agencies with the material, and summary of the additional laboratory and field trials performed as a part of this study. A recommendation is made to allow RCA to be used in non-structural roadway applications. Recommended specifications are provided. KW - Concrete aggregates KW - Field tests KW - Laboratory tests KW - Literature reviews KW - New Jersey KW - Portland cement concrete KW - Recommendations KW - Recycled materials UR - http://ntl.bts.gov/lib/46000/46800/46892/Final_RCAReport.pdf UR - https://trid.trb.org/view/1247589 ER - TY - RPRT AN - 01478260 AU - Schneider, William H AU - Stakleff, Brandon AU - Maistros, Alex AU - University of Akron AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Examination of Factors Associated in Motorcycle Crashes in Work Zones PY - 2013/01//Final Report SP - 148p AB - This paper analyzes the factors associated with motorcycle crashes in work zones. This analysis was completed through the collection and inspection of three types of data: 1) practices used throughout the country on this topic; 2) crash reports and the construction documents pertaining to these crashes; and 3) a survey of the motorcycling community. The state of the practice was studied over the implementations in use throughout the United States. The crash related information was obtained through the Ohio Department of Transportation and the Ohio Department of Public Safety. The survey data were obtained through survey participants attending twenty-four events throughout the state of Ohio. These events were located in areas of concern identified through a hot spot analysis. The crash related information and the survey results were inspected and analyzed through the use of a mixed logit model. Recommendations for both rider and roadway based implementations are suggested from the analysis of the crash related documents and the surveys. KW - Countermeasures KW - Crash characteristics KW - Crash reports KW - High risk locations KW - Logits KW - Motorcycle crashes KW - Ohio KW - State of the practice KW - Surveys KW - United States KW - Work zones UR - http://worldcat.org/oclc/838600170/viewonline UR - https://trid.trb.org/view/1246591 ER - TY - RPRT AN - 01478248 AU - Williams, R Chris AU - Shaidur, R AU - Iowa State University, Ames AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Mechanistic-Empirical Pavement Design Guide Calibration for Pavement Rehabilitation PY - 2013/01//Final Report SP - 169p AB - The Oregon Department of Transportation (ODOT) is in the process of implementing the recently introduced AASHTO Mechanistic-Empirical Pavement Design Guide (MEPDG) for new pavement sections. The majority of pavement work conducted by ODOT involves rehabilitation of existing pavements. Hot mix asphalt (HMA) overlays are preferred for both flexible and rigid pavements. However, HMA overlays are susceptible to fatigue cracking (alligator and longitudinal cracking), rutting, and thermal cracking. This study conducted work to calibrate the design process for rehabilitation of existing pavement structures. Forty-four pavement sections throughout Oregon were included. A detailed comparison of predictive and measured distresses was made using MEPDG soft ware Darwin M-E (Version 1.1). It was found that Darwin M-E predictive distresses did not accurately reflect measured distresses, calling for a local calibration of performance prediction models. Darwin M-E over predicted total rutting compared to the measured total rutting and most of the rutting predicted by Darwin M-E occurs in the subgrade. For alligator (bottom-up) and thermal cracking, Darwin M-E underestimated the amount of cracking considerably as compared to in-field measurements. A high amount of variability between predicted and measured values was observed for longitudinal (top-down) cracking. The performance (punch-out) model was also assessed for continuously reinforced concrete pavement (CRCP) using Darwin M-E's default (nationally calibrated) coefficients. Four distress prediction models (rutting, alligator, longitudinal, and thermal cracking) of the HMA overlays were calibrated for Oregon conditions. It was found that the locally calibrated models for rutting, alligator, and longitudinal cracking provided better predictions with lower bias and standard error than the nationally (default) calibrated models. However, there was a high degree of variability between the predicted and measured distresses, especially for longitudinal and transverse cracking, even after the calibration. It is believed that there is a significant lack-of-fit modeling error for the occurrence of longitudinal cracks. The Darwin M-E calibrated models of rutting and alligator cracking can be implemented, however, it is recommended that additional sites be established and included in the future calibration efforts to improve the accuracy of the prediction models. KW - Calibration KW - Continuously reinforced concrete pavements KW - Cracking of concrete pavements KW - Hot mix asphalt KW - Mechanistic-Empirical Pavement Design Guide KW - Oregon KW - Overlays (Pavements) KW - Pavement design KW - Pavement distress KW - Rutting UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/spr718_mechempiricalpvmtdesign.pdf UR - https://trid.trb.org/view/1246872 ER - TY - RPRT AN - 01477126 AU - Wilmot, Chester G AU - Gudishala, Ravindra AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - Development of a Time-Dependent Hurricane Evacuation Model for the New Orleans Area PY - 2013/01//Final Report SP - 182p AB - Revealed preference is the traditional method to collect hurricane evacuation behavior data. However, revealed preference surveys, as they are currently administered, have the disadvantage that they are unable to collect time-sensitive and policy-sensitive data needed to test evacuation policies. Since time-sensitive and policy-sensitive data is necessary for effective evacuation demand modeling and no methods currently exist to collect such data, this study reports on the development and testing of a candidate procedure to address this need. The procedure involves using the stated choice approach to data collection adapted to collect dynamic information and enhance the realism of each scenario by presenting it in audio-visual form on a DVD. Nine hypothetical storms were presented in audio-visual form through a series of time-dependent scenarios to a random sample of respondents in the New Orleans metropolitan area. The new method was evaluated by collecting data using both new and traditional methods and comparing their cost and their ability to produce good evacuation models. In the new method, survey respondents watched animations of storm scenarios and stated how they believed they would behave in each time interval as t he storm approached, while in the traditional method they reported on their actual behavior during Hurricane Gustav, which made landfall near New Orleans in 2008. Results indicate that the new stated-choice method is easy to use and effective in collecting time-dependent and policy-sensitive data but costs 25 percent more than the traditional method. The new method appears to have the potential of evolving into a survey instrument that can be used by researchers and practitioners working in hurricane evacuation modeling. KW - Behavior KW - Data collection KW - Evacuation KW - Hurricane Gustav, 2008 KW - Hurricanes KW - New Orleans (Louisiana) KW - Revealed preferences KW - Stated choice UR - http://www.ltrc.lsu.edu/pdf/2013/fr_494.pdf UR - https://trid.trb.org/view/1246733 ER - TY - RPRT AN - 01476969 AU - Kappes, Lenci AU - Berry, Mike AU - Stephens, Jerry AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Performance of Steel Pipe Pile-to-Concrete Cap Connections Subject to Seismic or High Transverse Loading: Phase III Confirmation of Connection Performance PY - 2013/01//Final Report SP - 148p AB - The efficacy of a new procedure developed by the Montana Department of Transportation (MDT) to design concrete filled steel tube (CFT) pile to concrete pile cap connections was investigated in this project. A series of CFT piles embedded in a concrete pile cap is a desirable system to support small to mid-span bridges. Traditional methods for designing the connection between the CFT piles and pile cap often lead to congested and complex reinforcing schemes, and this complexity can limit the use of this support system. MDT has developed a simple design method for this connection utilizing a new reinforcing scheme that greatly simplifies the design and construction of this connection. The new reinforcing scheme includes U-shaped reinforcing bars that encircle the embedded CFT piles within the cap that counteract the moment related demands introduced by the embedded pile under lateral load events. The efficacy of the MDT design method implementing the new reinforcing scheme, which was developed from previous research and testing completed by Montana State University, is evaluated in this research. In particular, this report presents the details and results of tests on six half-size connections designed to exercise various design parameters in the MDT design guide. In these tests four primary limit states were observed: (1) formation of a plastic hinge in the concrete-filled steel tube, (2) crushing of the concrete surrounding the embedded pile, (3) yielding of the longitudinal reinforcement, and (4) splitting failure of the concrete cap. The MDT design methodology addresses all of these limit states fairly accurately. Some possible improvements to MDT’s methodology suggested by the test results are presented and discussed. KW - Bridge design KW - Bridge piers KW - Design methods KW - Load tests KW - Montana Department of Transportation KW - Pile caps KW - Piles (Supports) KW - Steel pipe KW - Structural connection KW - Ultimate load design UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/seismic/phaseiii/final_report_jan13.pdf UR - https://trid.trb.org/view/1246594 ER - TY - RPRT AN - 01476344 AU - Kockelman, Kara AU - Chen, T Donna AU - Larsen, Katie AU - Nichols, Brice AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - The Economics of Transportation Systems: A Reference for Practitioners PY - 2013/01 SP - 310p AB - This reference is designed to introduce transportation practitioners to the underlying economic realities of their profession. Ultimately, good engineering judgment, which is vital to defensible and optimal decision-making, relies in large part on good economic judgment. Chapters include: Costs and Benefits of Transportation; Pricing of Transportation Services; Regulation and Competition; Movement, Transportation, and Location; Investment and Financing; Project Evaluation; Economic Impact Analysis of Transportation Investments and Policies; Econometrics for Data Analysis; Data Sets; and Case Studies. KW - Benefit cost analysis KW - Case studies KW - Econometrics KW - Economic impacts KW - Economics KW - Financing KW - Manuals KW - Pricing KW - Regulation KW - Transportation UR - http://library.ctr.utexas.edu/ctr-publications/0-6628-P2.zip UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6628_P1.pdf UR - https://trid.trb.org/view/1244235 ER - TY - SER AN - 01476286 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Lodes, Michael AU - Benekohal, Rahim F AU - Federal Highway Administration AU - Illinois Department of Transportation TI - Safety Benefits of Implementing Adaptive Signal Control Technology: Survey Results PY - 2013/01 SP - 49p AB - The safety benefits and costs associated with implementing adaptive signal control technology (ASCT) were evaluated in this study. A user-friendly online survey was distributed to 62 agencies that had implemented ASCT in the United States. Twenty-two agencies responded to the survey, providing information about the system type, detection type, and cost of ASCT implementation. These agencies were from city governments (47%), state governments (29%), and county governments (24%). They represented both a wide range of ASCT implementation rates (from 1 to 700 intersections) and five of the most popular ASCT systems. There was a range of ASCT costs for different systems and detection types used with the system. The average cost per intersection to the agencies that responded was $38,223 when cost data from all agencies were included, but it was $28,725 when the cost data from agencies with the lowest and highest figures were excluded. Detailed volume and geometry data were provided by the respondents for six specific intersections. Crash data were provided for three of these six intersections. Each of the three intersections exhibited a crash reduction, but the sample size was too small for statistical testing. The observed ASCT cost per intersection per annual crash reduction was computed for the three intersections, and it ranged from $5,444 to $37,500. The scope of this study was very limited; thus, only very limited conclusions could be drawn. The limited data seem to indicate that there are safety benefits for implementing ASCT. It is recommended that a controlled experiment of ASCT implementation in Illinois be conducted to determine benefit–cost ratios and compute a crash modification factor (CMF). KW - Adaptive control KW - Benefit cost analysis KW - Costs KW - Crash rates KW - Highway safety KW - Surveys KW - Traffic signal control systems KW - United States UR - http://hdl.handle.net/2142/45786 UR - https://trid.trb.org/view/1245348 ER - TY - RPRT AN - 01475840 AU - Fulmer, Steven J AU - Kowalsky, Mervyn J AU - Nau, James M AU - Alaska University Transportation Center AU - North Carolina State University, Raleigh AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Seismic Performance of Steel Pipe Pile to Cap Beam Moment Resisting Connections PY - 2013/01//Final Report SP - 680p AB - This research, a joint effort between Alaska University Transportation Center and North Carolina State University, is a continuation of an ongoing project that investigated bridge and marine structure design practices, aiming to identify improved connection design approaches to produce the necessary ductility and energy absorbing capacities required for satisfactory designs in Alaska. Through earlier testing, researchers not only proved what methods were inadequate (such as the current practice of fillet-welding the cap beam to the pile as well as an alternative welding methods) but also confirmed that a new method of using a plastic hinge-relocating concept was more successful. This method utilized a round steel column capital in which the top portion welded to the cap beam is thicker than the bottom thinner portion welded to the pile. The approach successfully reduced the inelastic demands of the cap beam weld, and forced the inelastic action to occur in the pile itself. Current research includes optimizing the new design to improve displacement capacity and ductility in bridge and marine structure design, as well as investigating additional connection designs proposed by Alaska Department of Transportation & Public Facilities engineers. The research will result in a series of design recommendations consistent with the various levels of seismicity found within Alaska. The primary benefit will be the improved design and performance of steel bridges and marine structures containing similar connections. KW - Alaska KW - Ductility KW - Earthquake resistant design KW - Finite element method KW - Marine structures KW - Pile caps KW - Piles (Supports) KW - Steel bridges KW - Steel pipe KW - Structural connection KW - Structural tests UR - http://ine.uaf.edu/autc/files/2013/02/410001.Kowlasky.FINAL_.pdf UR - https://trid.trb.org/view/1244075 ER - TY - RPRT AN - 01475517 AU - Booth, Justin S AU - GoBike Buffalo AU - New York State Energy Research and Development Authority AU - Federal Highway Administration TI - Buffalo Complete Streets PY - 2013/01//Final Report SP - 35p AB - Buffalo, New York formally adopted a local Complete Streets ordinance in 2008; however, implementation has yet to become institutionalized. Buffalo’s Complete Streets Coalition, a multi-sector partnership was convened to implement a Summit and Neighborhood Outreach Campaign to educate citizens and policy-makers in order to re-orient transportation planning and programs to improve community quality of life, enhance environmental performance, and increase transportation and housing choices while lowering costs and supporting economic vitality. KW - Buffalo (New York) KW - Complete streets KW - Economic development KW - Environmental policy KW - Housing KW - Quality of life KW - Transportation planning UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-11-08_BuffaloComplete%20Streets_Final%20Report.pdf UR - https://trid.trb.org/view/1245473 ER - TY - RPRT AN - 01475486 AU - Kent, Joshua D AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Quantifying the Key Factors that Create Road Flooding PY - 2013/01//Final Report SP - 80p AB - Road flooding is a serious operational hazard in the low-lying areas of southern Louisiana. This hazard is especially acute for the region’s emergency evacuation routes, which must be accessible by coastal residents who plan evacuations ahead of an approaching hurricane. Numerous factors contribute to road flooding during a hurricane. These include road elevations, tidal ranges, winds, storm surge, and storm speed and direction. To enhance the situational awareness and mitigation of these inundation hazards for emergency and operational managers, a decision support tool was developed as a proof-of-concept for identifying the flood hazards of specific road segments vulnerable to hurricane flooding. Additional research was performed to analyze the risks of these hazards to civilian and military vehicles. Geographic information systems (GIS) software is used to estimate and display storm surge inundation over road surfaces that have flooded in the past. The data utilized for this project included road surface elevations (in feet, NAVD88) of previously flooded, state-maintained highways provided by the Louisiana Department of Transportation & Development (LADOTD), storm surge estimates (in feet, NAVD88) published by the National Weather Service (NWS), and the locations of tide and water gauges maintained by the U.S. Geological Survey (USGS) and the NWS. Attributes depicting worse case hurricane storm surge scenarios were subtracted from road elevations to estimate the water depth over a road surface. Inundation estimates and nearby gauge data were synthesized and accessible using a map interface. Finally, this report includes a summary of research that analyzed the flood risk associated with vehicle type. The analysis addresses the relationship between flood characteristics (e.g., flowing versus standing water and wind driven water) and the configuration of both civilian and military vehicles (e.g., size, weight, and ground clearance). KW - Decision support systems KW - Evacuation KW - Floods KW - Geographic information systems KW - Hurricanes KW - Louisiana KW - Storm surges KW - Tides UR - http://www.ltrc.lsu.edu/pdf/2013/fr_497.pdf UR - https://trid.trb.org/view/1244649 ER - TY - RPRT AN - 01475455 AU - Abu-Farsakh, Murad Y AU - Chen, Qiming AU - Haque, Md Nafiul AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Calibration of Resistance Factors for Drilled Shafts for the New FHWA Design Method PY - 2013/01//Final Report SP - 124p AB - The Load and Resistance Factor Design (LRFD) calibration of deep foundation in Louisiana was first completed for driven piles (LTRC Final Report 449) in May 2009 and then for drilled shafts using 1999 Federal Highway Administration (FHWA) design method (O’Neill and Reese method) (LTRC Final Report 470) in September 2010. As a continuing effort to implement the LRFD design methodology for deep foundations in Louisiana, this report will present the reliability-based analyses for the calibration of the resistance factor for LRFD design of axially loaded drilled shafts using Brown et al. method (2010 FHWA design method). Twenty-six drilled shaft tests collected from previous research (LTRC Final Report 449) and eight new drilled shaft tests were selected for statistical reliability analysis; the predictions of total, side, and tip resistance versus settlement behavior of drilled shafts were established from soil borings using both 1999 FHWA design method (Brown et al. method) and 2010 FHWA design method (O’Neill and Reese method). The measured drilled shaft axial nominal resistance was determined from either the Osterberg cell (O-cell) test or the conventional top-down static load test. For the 30 drilled shafts that were tested using O-cells, the tip and side resistances were deduced separately from test results. Statistical analyses were performed to compare the predicted total , tip, and side drilled shaft nominal axial resistance with the corresponding measured nominal resistance. Results of this showed that the 2010 FHWA design method overestimates the total drilled shaft resistance by an average of two percent, while the 1999 FHWA design method underestimates the total drilled shaft resistance by an average of 21 percent. The Monte Carlo simulation method was selected to perform the LRFD calibration of resistance factors of drilled shaft under strength I limit state. The total resistance factors obtained at different reliability index (β) were determined and compared with those available in literature. KW - Boreholes KW - Calibration KW - Design KW - Foundations KW - Load and resistance factor design KW - Louisiana KW - Piles (Supports) KW - Settlement (Structures) UR - http://www.ltrc.lsu.edu/pdf/2013/fr_495.pdf UR - https://trid.trb.org/view/1244650 ER - TY - RPRT AN - 01475267 AU - Anderson, Keith W AU - Uhlmeyer, Jeff S AU - Russell, Mark AU - Simonson, Chad AU - Littleton, Kevin AU - McKernan, Dan AU - Weston, Jim AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Polyester Polymer Concrete Overlay PY - 2013/01//Special Project Post-Construction Report SP - 73p AB - Polyester polymer concrete (PPC) was used in a trial application on a section of pavement that suffers from extensive studded tire wear. The purpose of the trial section is to determine if PPC is a possible repair strategy for this type of pavement damage. The PPC was applied in three methods; (1) as a 1 inch thick inlay of the entire lane that was diamond ground to remove all rutting from studded tire wear, (2) as an inlay of just the wheel paths that were diamond ground, and (3) as a feathered overlay of the existing pavement which had no diamond grinding to remove rutting. The test sections will be monitored for a minimum of five years to determine the performance of the PPC with particular emphasis on its ability to resist studded tire wear. KW - Overlays (Pavements) KW - Pavement maintenance KW - Polyester resins KW - Polymer concrete KW - Repairing KW - Ruts (Pavements) KW - Studded tires UR - http://www.wsdot.wa.gov/research/reports/fullreports/797.1.pdf UR - https://trid.trb.org/view/1245478 ER - TY - RPRT AN - 01475242 AU - Anderson, Keith W AU - Berends, Terry AU - Russell, Mark AU - Uhlmeyer, Jeff S AU - Weston, Jim AU - Simonson, Chad AU - Damatio, Chris AU - Trinh, Hien AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Pavement Edge Treatment PY - 2013/01//Experimental Feature Report; Post-Construction Report SP - 50p AB - Four projects were built over two construction seasons using special devices attached to the paving machine that produces a 30º slope on the outside pavement edge instead of the near vertical drop-off common with conventional paving equipment. This pavement edge treatment allows vehicles that leave the roadway a gentler slope to navigate when remounting the pavement. The projects used four types of devices; (1) the TransTech Shoulder Wedge MakerTM, (2) the Advant-EdgeTM, (3) the Carlson Safety Edge End Gate, and (4) a contractor built device. All of the devices were able to produce a finished pavement slope that was close to the 30º angle recommended by FHWA. The projects will be monitored for five years to measure the functional performance of the edge treatment and possible reductions in collisions caused by drivers trying to re-enter the roadway after losing control and running off the road. KW - Edge drop-offs KW - Pavement edge KW - Pavers KW - Paving KW - Road shoulders KW - Slopes UR - http://www.wsdot.wa.gov/research/reports/fullreports/798.1.pdf UR - http://ntl.bts.gov/lib/46000/46900/46963/798.1.pdf UR - https://trid.trb.org/view/1245477 ER - TY - SER AN - 01474172 JO - TechBrief PB - Federal Highway Administration AU - Graybeal, Ben TI - Material Characterization of Field-Cast Connection Grouts PY - 2013/01 SP - 6p AB - Prefabricated bridge element and system (PBES) construction concepts frequently rely on field-cast grouts to complete the connections between discrete precast concrete elements. A variety of grouts are available, each with unique performance attributes. The objective of this research is to evaluate the performance of a representative sample of grouts in terms of relevant material properties. This study both reports on the performance of eight specific grouts and provides general insight into the performance of five different types of grout. Although many of these grouts could be used in a post-tensioned connection system, the tests completed herein investigated the performance of the grouts in a non-post-tensioned condition. KW - Bridge members KW - Evaluation and assessment KW - Grout KW - Precast concrete KW - Properties of materials KW - Structural connection UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/bridge/13042/13042.pdf UR - https://trid.trb.org/view/1244627 ER - TY - RPRT AN - 01473858 AU - Weissmann, Angela Jannini AU - Weissmann, Jose AU - Kunisetty, Jaya Lakshmi AU - Warner, Jeffery AU - Park, Eun Sug AU - Sunkari, Srinivasa AU - Protopapas, Annie AU - Venglar, Steven AU - University of Texas, San Antonio AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Integrated Prioritization Method for Active and Passive Highway-Rail Crossings PY - 2013/01//Technical Report SP - 266p AB - This two-year research project developed a prioritization system for highway-rail at-grade crossings that addressed the following major concerns: (1) warrants to identify low-volume, passive crossings with risk factors; (2) a broader priority index that considers more variables than the original index; (3) warranting thresholds that remain valid with changes in data; and (4) a prioritization methodology capable of properly prioritizing the warranted passive crossings over high-volumes active crossings. The prioritization system combines a revised priority index based on a newly developed crash prediction equation, warrants for active warning devices at passive crossings, and a passive crossing prioritization index based on Utility Theory principles. The warranting threshold are defined in terms of cumulative percentiles rather than fixed numbers to ensure reliability as data changes. The warrants and prioritization indices were integrated into a systematic prioritization methodology capable of a generating priority list that assigns top priorities to crossings with risk factors in spite of low volumes. The deliverables will facilitate highway-rail crossing management in Texas and ensure proper consideration of low-volume crossings when applying funding mechanisms such as Section 130 funds. KW - Crash risk forecasting KW - Financing KW - Grade crossing protection systems KW - Passive crossings KW - Railroad grade crossings KW - Texas KW - Warrants (Traffic control devices) UR - http://tti.tamu.edu/documents/0-6642-1.pdf UR - https://trid.trb.org/view/1244237 ER - TY - RPRT AN - 01472591 AU - Zhu, Charles AU - Nigro, Nick AU - Center for Climate and Energy Solutions AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Plug-in Electric Vehicle Action Tool PY - 2013/01//Research Report SP - 60p AB - To share information and best practices on Plug-in Electric Vehicle (EV) deployment and define the role of state departments of transportation (DOTs), the Washington State Department of Transportation initiated a Federal Highways Administration transportation pooled fund study, TPF-5(250) on strategies and best practices to support PEV and charging infrastructure commercialization. Representatives from seven other state transportation departments (Arizona, California, Georgia, North Carolina, Ohio, Oregon, and Wisconsin), Federal Highways Administration, and various other local and states entities (Siskiyou County, Oregon Governor’s Office, City of Raleigh, and California Energy Commission) participated in two workshops in Berkeley, California and Raleigh, North Carolina in March and June 2012, respectively. The Plug-in Electric Vehicle Action Tool is the synthesis of the workshops as well as previous research conducted by the Center for Climate and Energy Solutions (C2ES). The purpose of the Action Tool is to help state DOTs determine their goals for PEV deployment and to chart out a path for reaching those goals. The Action Tool is also a resource for learning about PEVs and best practices from other state agencies. Although state DOTs are the primary audience, many of the suggested actions and resources in the tool are applicable to other public entities such as local governments and other state agencies. KW - Best practices KW - Electric vehicle charging KW - Electric vehicles KW - Plug-in hybrid vehicles KW - State departments of transportation KW - Workshops UR - http://www.wsdot.wa.gov/research/reports/fullreports/801.1.pdf UR - https://trid.trb.org/view/1243264 ER - TY - JOUR AN - 01470911 JO - Public Roads PB - Federal Highway Administration AU - Yang, C Y David AU - Shurbutt, Jim AU - Philips, Brian TI - Why Drivers Do What They Do PY - 2013/01 VL - 76 IS - 4 SP - pp 14-19 AB - This article describes the facilities and activities of the Federal Highway Administration's (FHWA) Human Factors Laboratory. The laboratory helps FHWA and its partners examine strategies for enhancing the operation and safety of the Nation's highways. The laboratory conducts research to further understanding of the needs and limitations of transportation users. The laboratory’s work can help engineers design roadways to minimize human errors and enhance the safety of the traveling public. Research on user characteristics can lead to improvements in roadway design, construction, and maintenance that will enable the transportation system to operate more efficiently and safely. One of the research tools employed at the Human Factors Laboratory is a state-of-the-art driving simulator that is used for a variety of behavioral studies. In partnership with the National Highway Traffic Safety Administration, the Human Factors Laboratory also recently upgraded its MiniSim, a part-task simulator. The MiniSim is useful for evaluating driver performance in simple environments to answer specific questions or to conduct preliminary research. Another tool in use at the Human Factors Laboratory is a field research vehicle outfitted with equipment to record GPS position, vehicle speed, and vehicle acceleration. The vehicle also is equipped with a state-of-the-art eye-tracking system. Another facility at the Human Factors Laboratory is known informally as the sign lab and consists of a 60-inch (152-cm) light-emitting diode/liquid crystal display high-definition television connected to a computer control center. The sign lab enables researchers to present traffic signs to participants in a controlled environment for determining the maximum distance at which participants can recognize and comprehend signs. The Human Factors Laboratory at FHWA has used its facilities and equipment to conduct research to improve the transportation industry's understanding of fundamental aspects of the ways drivers perceive, process, and respond to the roadway environment, with the ultimate goal of advancing safer roadway designs. The lab also evaluates specific roadway and highway design elements for their suitability for various kinds of drivers and other roadway users. KW - Drivers KW - Driving simulators KW - Human factors KW - Instrumented vehicles KW - Laboratories KW - Research KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/13janfeb/03.cfm UR - https://trid.trb.org/view/1239026 ER - TY - JOUR AN - 01470909 JO - Public Roads PB - Federal Highway Administration AU - Hecox, Doug TI - An Eight-Lane, Four-Bore Hole in One PY - 2013/01 VL - 76 IS - 4 SP - pp 10-13 AB - The California Department of Transportation (Caltrans) is expanding a main thoroughfare that carries State Route (S.R.) 24 through the hills between Alameda and Contra Costa Counties. The new tunnel bore will expand the existing Caldecott Tunnel from three bores to four and from six lanes to eight. The fourth bore is the first new open passage since the Caldecott Tunnel's third bore opened in 1964, and its rapid, innovative construction methods represent a new milestone in tunneling technology in the United States. The $402 million Caldecott Fourth Bore Project is a partnership among the Federal Highway Administration, Caltrans, the Metropolitan Transportation Commission, the Contra Costa Transportation Authority, and the Alameda County Transportation Commission. The project will relieve congestion and provide motorists with two dedicated tunnels and four lanes for each direction of traffic. The fourth bore will include numerous design improvements, such as cross-passages to act as safety exits and a waterproof lining. Large roadheaders were used to bore the 3,248-foot (990-meter)-long hole through the mountain. The roadheaders each have a long, extendable arm and a barrel-shaped, high-velocity rotating cutting head with hardened steel teeth that grind into the rock. These machines performed the jobs of hundreds of tunnel workers faster and more safely. To do the work as expeditiously as possible, tunneling occurred simultaneously from the Oakland and Orinda sides. The area's sedimentary geology challenged progress, but with the assistance of the roadheaders, workers could dig forward using a sequential excavation process in which the length of each excavated section was determined based on the surrounding geology. Once a section had been excavated, work crews applied shotcrete onto the freshly excavated walls and installed rock dowels around the perimeter of the excavation to provide support. Then they placed an arch-shaped steel lattice to retain the tunnel's shape and applied another coating of shotcrete before boring the next section. This sequential excavation enabled workers to advance anywhere from 3 to 13 feet per day, depending on the hardness of the rock. When the fourth bore is completed in late 2013, it, like the Caldecott Tunnel's first two bores, will rank among the Nation's premier examples of highway engineering. KW - Caldecott Tunnel KW - California KW - Case studies KW - Construction management KW - Tunneling KW - Tunneling machines KW - Vehicular tunnels UR - http://www.fhwa.dot.gov/publications/publicroads/13janfeb/02.cfm UR - https://trid.trb.org/view/1239025 ER - TY - JOUR AN - 01470904 JO - Public Roads PB - Federal Highway Administration AU - Jensen, Gary TI - America's Byways Pay Off in Authentic Experiences, But How About Dollars? PY - 2013/01 VL - 76 IS - 4 SP - pp 28-35 AB - America's Byways is an umbrella term for marketing the collection of distinct and diverse roads designated by the U.S. Secretary of Transportation as All-American Roads or National Scenic Byways. There are currently 150 America's Byways in 46 States. Many federal land management agencies, States and Indian tribes also designate routes as byways. In general, all of these routes are intended to create unique travel experiences and enhance local quality of life through preserving, protecting, interpreting, and promoting the intrinsic qualities of designated byways. However, these agencies often face the daunting task of proving the worth of these byways to elected leaders and citizens. A variety of tools and methodologies are available to States and communities looking for quantitative performance measures to analyze the financial impacts and economic benefits of byways in relation to other economic factors. These tools include the America's Byways Resource Center's Byways Economic Impact Tool, a spreadsheet-based program. Because this tool uses data available from existing sources, it offers a simple alternative to conducting costly field research to collect and assess data on the economic costs and benefits of byways. In 2012, the America's Byways Resource Center used its new economic impact tool to conduct a project to measure the economic impact of various byways. Case studies using the economic impact tool suggest that some byways can generate over $1 billion in total business sales, thousands of jobs and increases of over $100 million in earnings. Although the America's Byways Resource Center closed in June 2012, the National Association of Development Organizations has agreed to provide a long-term home for the economic impact tool. KW - America's Byways KW - Benefit cost analysis KW - Case studies KW - Economic analysis KW - Economic impacts KW - Scenic highways KW - Spreadsheets UR - http://www.fhwa.dot.gov/publications/publicroads/13janfeb/05.cfm UR - https://trid.trb.org/view/1239028 ER - TY - JOUR AN - 01470902 JO - Public Roads PB - Federal Highway Administration AU - Bartoy, Kevin M TI - From Milepost to Milestone: Innovative Mitigation PY - 2013/01 VL - 76 IS - 4 SP - pp 20-27 AB - Since the 1950s, the Alaskan Way Viaduct has served as a bypass for motorists traveling on State Route (S.R.) 99 through Seattle. A 2001 earthquake caused the viaduct to settle as much as 5.5 inches (12.7 cm) in some areas, which led transportation officials to plan an replacement for the aging structure. The chosen solution, a tunnel, would place the highway beneath the city, reopening the waterfront area for other uses, but bringing major construction activities to Seattle's Pioneer Square-Skid Road Historic District. Historic preservationists, community advocates, and business owners feared that having a major construction project on the edge of a nationally designated historic district would drive away tourists and customers visiting businesses in Seattle's first neighborhood. To mitigate potential adverse effects on the neighborhood, as part of a Section 106 memorandum of agreement, the Federal Highway Administration and the Washington State Department of Transportation committed to opening an information center in the heart of the neighborhood. According to the agreement, the goal of the center is to draw visitors to Pioneer Square during construction and educate them about the past, present, and future of the neighborhood, highlighting the area's unique historical and archaeological features as well as engineering aspects of the Alaskan Way Viaduct Replacement project. The center's name, Milepost 31, refers to the milepost on S.R. 99 where the tunnel will begin to travel under Pioneer Square and, thus, where the neighborhood's future meets its past. This article summarizes both the tunnel construction project and the development of the Milepost 31 information center. KW - Case studies KW - Construction projects KW - Historic sites KW - Museums KW - Public information programs KW - Seattle (Washington) KW - Tourism KW - Vehicular tunnels UR - http://www.fhwa.dot.gov/publications/publicroads/13janfeb/04.cfm UR - https://trid.trb.org/view/1239027 ER - TY - JOUR AN - 01470896 JO - Public Roads PB - Federal Highway Administration AU - Andersen, Carl TI - Linking Drivers and Roads PY - 2013/01 VL - 76 IS - 4 SP - pp 2-9 AB - With the advent of modern, instrumented vehicles and roadside electronics, the use of innovative techniques to assist motorists in making intelligent decisions based on real-time road conditions is now possible. Applications that use data from connected vehicles and roadside infrastructure offer the promise, not only of major improvements in highway safety and mobility, but also the reduction of the environmental impacts of highway travel. The United States Department of Transportation (USDOT) is working to establish the necessary platforms to support the development and growth of applications and data. The intent is to start with the development of a small suite of applications that ideally will spawn a broader range of ideas in the marketplace and facilitate a more robust and dynamic connected vehicle environment. For more than a decade, USDOT has worked toward a nationwide wireless system of connected vehicles and smart infrastructure. This article discusses the technology and potential benefits that could be obtained from the integration of infrastructure and vehicle data. Three safety applications that are being developed as part of the United States Department of Transportation’s vehicle-to-infrastructure (V2I) program are described in detail: red light violation warnings, curve speed warnings and STOP sign gap assistance. Some V2I mobility applications are also briefly summarized. In August 2012, USDOT launched a test of connected vehicle technology in a multimodal operating environment. Using approximately 3,000 cars, trucks, and buses (and some infrastructure) equipped with wireless communications devices, this model deployment is creating a highly concentrated environment of vehicles talking to each other and to infrastructure as a means to evaluate how the system works in the real world and to quantify the probable benefits of a connected vehicle environment. Ultimately, the data from USDOT's model deployment and State-run test sites will help the National Highway Traffic Safety Administration make a decision on the future of connected vehicle technology. This decision could lead to a revolutionary transformation of the Nation's transportation system. KW - Deployment KW - Field tests KW - Highway operations KW - Highway safety KW - Intelligent transportation systems KW - Technological innovations KW - U.S. Department of Transportation KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications KW - Wireless communication systems UR - http://www.fhwa.dot.gov/publications/publicroads/13janfeb/01.cfm UR - https://trid.trb.org/view/1239024 ER - TY - RPRT AN - 01470631 AU - Meeks, Corey AU - Folliard, Kevin AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - ConcreteWorks Implementation: Final Report PY - 2013/01//Final Report SP - 203p AB - Under TxDOT Project 0-4563, researchers at The University of Texas at Austin developed an innovative software package known as ConcreteWorks, which gives laboratory technicians, engineers, inspectors, and contractors a tool that combines concrete design, analysis, and performance prediction to improve and guide TxDOT to better designs. Although ConcreteWorks has been very well received at the national and international levels, it has not yet been implemented into standard TxDOT practice. Through a combination of training and implementation support, the goal of this project will be to spur the implementation of ConcreteWorks within TxDOT. KW - Admixtures KW - Concrete KW - Concrete tests KW - Implementation KW - Mix design KW - Performance measurement KW - Software UR - http://www.utexas.edu/research/ctr/pdf_reports/5_4563_01_1.pdf UR - https://trid.trb.org/view/1238484 ER - TY - RPRT AN - 01470625 AU - Schaefer, Vernon R AU - Maher, Ali AU - Hooks, John M AU - Foden, Andrew AU - Rutgers University, Piscataway AU - Federal Highway Administration TI - Summary Report on the FHWA LTBP Workshop to Identify Bridge Substructure Performance Issues: March 4–6, 2010, in Orlando, FL PY - 2013/01//Final Report SP - 90p AB - The Long-Term Bridge Performance (LTBP) program was created to identify, collect, and analyze research-quality data on the most critical aspects of bridge performance. To complete a thorough investigation of bridge performance issues, the Federal Highway Administration (FHWA) sponsored the “FHWA Workshop to Identify Bridge Substructure Performance Issues” in Orlando, FL, from March 4 to 6, 2010. The workshop included participants from FHWA, State transportation departments, academia, industry, and consultants. The workshop had three focal points: (1) identify bridge performance issues impacted by geotechnical factors, (2) identify data needs and data gaps related to the geotechnical performance issues, and (3) identify tools, technology development, and monitoring to address the data needs and data gaps. This report describes the results and recommendations of the workshop and presents them in the larger perspective of designing and implementing the LTBP program. KW - Bridge substructures KW - Bridges KW - Data quality KW - Geotechnical engineering KW - Needs assessment KW - Performance measurement UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/ltbp/11037/11037.pdf UR - http://ntl.bts.gov/lib/46000/46700/46783/11037.pdf UR - https://trid.trb.org/view/1238487 ER - TY - RPRT AN - 01470016 AU - Nazzal, Munir D AU - Qtaish, Lana Abu AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - The Use of Atomic Force Microscopy to Evaluate Warm Mix Asphalt PY - 2013/01//Final Report SP - 108p AB - The main objective of this study was to use the Atomic Force Microscopy (AFM) to examine the moisture susceptibility and healing characteristics of Warm Mix Asphalt (WMA) and compare it with those of conventional Hot Mix Asphalt (HMA). To this end, different AFM techniques such as the tapping mode imaging and force spectroscopy experiments were conducted on two types of asphalt binders produced using various WMA technologies as well as a conventional HMA. The considered WMA technologies included: Advera, Evotherm M1, Sasobit, and foamed WMA. Dynamic Shear Rheometer (DSR) tests were conducted on the evaluated binders, and AASHTO T283 test was performed on mixtures prepared using those binders. The results of the AFM imaging showed that while the Sasobit additive has reduced the dimensions of the so called ‘bee-like’ structures within the neat and polymer modified asphalt binders, the other WMA technologies did not have any significant effect on these structures. In addition, the Sasobit resulted in increasing the relative stiffness of dispersed domains containing the ‘bee-like’ structure in comparison with the flat asphalt matrix for both types of binders, which explained the higher shear modulus values obtained in the DSR test for binders with this WMA additive. The results of the AFM force spectroscopy experiments indicated that all WMA technologies resulted in increasing the nano-scale adhesive forces for both types of asphalt binders prior to moisture conditioning. Advera and foamed WMA had the highest improvement to these forces, while the Sasobit had the least. This might be the cause for the lower indirect tensile strength value that was obtained for the Sasobit mixtures in comparison to other WMA mixtures. The AFM results also showed that the adhesive forces were significantly reduced due to moisture conditioning of the control and WMA 64-22 binders. However, the control and Evotherm WMA binders exhibited the least reduction, while the Advera WMA binder had the highest decrease, which may have contributed to reducing the tensile strength ratio values of the Advera 64-22 mixture. The Sasobit and Advera was also found to reduce the nano-scale cohesive forces within the considered asphalt binders upon moisture conditioning, indicating that it might adversely affect the cohesive bonds within the asphalt binder. The results of the AFM force spectroscopy experiments also suggested that the AASHTO T283 test results primarily depend on the adhesive forces between the aggregate and the binder. The AFM healing experiments indicated that all WMA technologies except the Sasobit resulted in improving the micro-crack closure rate in both types of asphalt binders considered in this study. In addition, only the Sasobit resulted in significant decrease in the cohesive bonding energy; indicating that it might adversely affect the intrinsic healing of the considered asphalt binders. On the contrary, the other WMA technologies improved the –OH cohesive bonding energy and did not significantly influence the –COOH cohesive bonding energy for both asphalt binders. Finally, the results of this study indicated that the AFM is a viable device to study the moisture damage and healing phenomena in asphalt materials. KW - Asphalt mixtures KW - Atomic force microscopy KW - Bituminous binders KW - Healing (Materials) KW - Microscopy KW - Microstructure KW - Moisture content KW - Rheometers KW - Warm mix paving mixtures UR - http://worldcat.org/arcviewer/7/OHI/2013/01/24/H1359045909012/viewer/file1.pdf UR - http://ntl.bts.gov/lib/46000/46700/46768/134626_FR.pdf UR - https://trid.trb.org/view/1237882 ER - TY - RPRT AN - 01469963 AU - Federal Highway Administration TI - EAR Program Research Results PY - 2013/01 SP - 10p AB - The Exploratory Advanced Research (EAR) Program addresses the need for longer term, higher risk research with the potential for long-term improvements to transportation systems - improvements in planning, building, renewing, and operating safe, congestion-free, and environmentally sound transportation facilities. The EAR Program seeks to leverage advances in science and engineering that could lead to breakthroughs for critical current and emerging issues in highway transportation. The results of EAR Program funded projects may include new fundamental insights and how they can be applied in highway transportation; new research methods, models, or data that can accelerate applied research; or new system concepts or prototypes, including laboratory testing and possibly limited field testing. The program does not fund projects through commercialization or deployment. Rather, results must be taken up by the research community, with the support of other funding sources. Through six solicitations, the EAR Program has awarded 50 projects (37 of which are ongoing as of September 2012) involving both government and academic researchers. These projects represent the investment of $43 million in Federal Highway Administration funds and leverage $17 million in matching funds. Additional projects will be funded in 2013. The following pages contain summary descriptions of the results of several recently completed research investigations. KW - Exploratory Advanced Research Program KW - Government funding KW - Highways KW - Long range planning KW - Research projects UR - http://www.fhwa.dot.gov/advancedresearch/pubs/13032/13032.pdf UR - https://trid.trb.org/view/1236763 ER - TY - RPRT AN - 01622403 AU - Granato, Gregory E AU - U.S. Geological Survey AU - Federal Highway Administration TI - Stochastic Empirical Loading and Dilution Model (SELDM) Version 1.0.0 PY - 2013 SP - 124p AB - The Stochastic Empirical Loading and Dilution Model (SELDM) is designed to transform complex scientific data into meaningful information about the risk of adverse effects of runoff on receiving waters, the potential need for mitigation measures, and the potential effectiveness of such management measures for reducing these risks. The U.S. Geological Survey developed SELDM in cooperation with the Federal Highway Administration to help develop planning-level estimates of event mean concentrations, flows, and loads in stormwater from a site of interest and from an upstream basin. Planning-level estimates are defined as the results of analyses used to evaluate alternative management measures; planning-level estimates are recognized to include substantial uncertainties (commonly orders of magnitude). SELDM uses information about a highway site, the associated receiving-water basin, precipitation events, stormflow, water quality, and the performance of mitigation measures to produce a stochastic population of runoff-quality variables. SELDM provides input statistics for precipitation, prestorm flow, runoff coefficients, and concentrations of selected water-quality constituents from National datasets. Input statistics may be selected on the basis of the latitude, longitude, and physical characteristics of the site of interest and the upstream basin. The user also may derive and input statistics for each variable that are specific to a given site of interest or a given area. SELDM is a stochastic model because it uses Monte Carlo methods to produce the random combinations of input variable values needed to generate the stochastic population of values for each component variable. SELDM calculates the dilution of runoff in the receiving waters and the resulting downstream event mean concentrations and annual average lake concentrations. Results are ranked, and plotting positions are calculated, to indicate the level of risk of adverse effects caused by runoff concentrations, flows, and loads on receiving waters by storm and by year. Unlike deterministic hydrologic models, SELDM is not calibrated by changing values of input variables to match a historical record of values. Instead, input values for SELDM are based on site characteristics and representative statistics for each hydrologic variable. Thus, SELDM is an empirical model based on data and statistics rather than theoretical physiochemical equations. SELDM is a lumped parameter model because the highway site, the upstream basin, and the lake basin each are represented as a single homogeneous unit. Each of these source areas is represented by average basin properties, and results from SELDM are calculated as point estimates for the site of interest. Use of the lumped parameter approach facilitates rapid specification of model parameters to develop planning-level estimates with available data. The approach allows for parsimony in the required inputs to and outputs from the model and flexibility in the use of the model. For example, SELDM can be used to model runoff from various land covers or land uses by using the highway-site definition as long as representative water quality and impervious-fraction data are available. KW - Concentration (Chemistry) KW - Dilution KW - Environmental risk assessment KW - Highways KW - Monte Carlo method KW - Runoff KW - Stochastic processes KW - Water quality management UR - https://pubs.er.usgs.gov/publication/tm4C3 UR - https://trid.trb.org/view/1442032 ER - TY - RPRT AN - 01590523 AU - Federal Highway Administration TI - Highway Statistics 2013 PY - 2013 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. Data are used for assessing highway system performance under 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 - Infrastructure KW - International KW - Motor fuels KW - Performance KW - Revenues KW - Statistics KW - Tables (Data) KW - Trend (Statistics) KW - United States KW - Vehicle miles of travel KW - Vehicles UR - https://www.fhwa.dot.gov/policyinformation/statistics/2013/ UR - https://trid.trb.org/view/1394936 ER - TY - CONF AN - 01558284 AU - Chen, Xueping AU - Zhang, Zhengchun AU - Chen, Jiding AU - Zhan, Yong AU - Chen, Guangxin AU - Liu, Long AU - Shu, Dejun AU - Tu, Junzhou AU - North Carolina State University, Raleigh TI - Best Practices for the Shennongjia-Yichang Ecological Highway Upgrading Project in China PY - 2013 SP - 14p AB - The Shennongjia-Yichang Highway, located in the mountainous region northwest of Hubei province, is a demonstration eco-highway project in China. The highway connects Yichang City, where the famous Three Gorges Dam is located, and the Shennongjia Forest District, a world famous national nature reserve listed on the UNESC network of Man and the Biosphere Program. The highway runs along the Fragrant Creek in a narrow canyon. This paper reviews the best practices taken to mitigate the environmental impacts during the construction of the highway upgrading projects, in hopes of contributing to an understanding of the ongoing efforts of environmental conservation in China. The practices involve the measures adopted to optimize the route design to conserve nature and to enhance the coordination of the highway facilities with the environment, the innovative and integrated re-vegetation technologies for the roadside slopes, the landscape evaluation, and harmonization planning. Firstly, after a fierce debate on the probable tremendous environmental impact on nature resulting from a previous optional freeway scheme, the government finally decided to upgrade the road to a class II eco-highway. Secondly, horizontal and vertical alignment coupling of the line type were adjusted upon traffic and geological safety analyses, requisite land value assessments, and landscape protection and optimization to minimize the cut and fill. Thirdly, special techniques such as half-width bridges, viaducts and tunnels, curve line, and hanging groove over the river were widely used in sections through the canyon to minimize the environmental impact and facilitate ecological restoration. Furthermore, previous roadbeds that are not used in new roads were mostly utilized for rest areas, sightseeing areas, or other service facilities. Asphalt concrete from the previous road surface, cut trees and stones were recycled and reused. In addition, public participation on the road landscape evaluation and harmonization planning were achieved using a questionnaire survey and photo grading. Sightseeing areas, relief sculptures, and other facilities were set up to improve the convenience and comfort for the tourists. Plants for slope protection were selected based on experiments and assessment on species' adaptation ability. Re-vegetation techniques including external-soil spray seeding, planting in dug holes, vertically planted liana on net covering slope, ladder-like hollow brick greening and L-shaped concave greening beside a masonry retaining wall, and many other techniques were used to enhance the performance of the roadside re-vegetation. Multi-agencies, including the owner, local governments, design units, institutes, contractors, consultant units, and the public individuals played important roles during the construction. The construction of the Shennongjia-Yichang eco-highway marked a monumental progress in resource saving, and the harmonization of road and nature in China. The ideas and methods developed during the construction have been extended to similar regions. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Best practices KW - Conservation KW - Environmental impacts KW - Highway design KW - Modernization KW - Revegetation KW - Shennongjia-Yichang Highway (China) UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper403A_Chen_et_al.pdf UR - https://trid.trb.org/view/1347657 ER - TY - CONF AN - 01558283 AU - Hopwood, Jennifer L AU - North Carolina State University, Raleigh TI - Roadsides as Habitat for Pollinators: Management to Support Bees and Butterflies PY - 2013 SP - 18p AB - Pollination of flowering plants is an essential ecosystem service. It is estimated that 85% of flowering plants worldwide and 35% of global crop production rely on animals for pollination. Pollinators such as bees, flies, wasps, beetles, moths, and butterflies play multiple roles in food webs in addition to facilitating the reproduction of flowering plants. Fruits and seeds, the product of pollination, are an important part of the diet of many birds and mammals, and pollinators are a direct food source for other wildlife such as songbirds and even grizzly bears as well. However, research indicates that some managed and wild pollinators are in decline. Threats to pollinators affect not only pollinators themselves but also the stability of natural ecosystems and agricultural productivity. Roadsides are known to have value as habitat for plants, as well as birds, small mammals, amphibians, reptiles, ants and beetles. Roadsides can also be a refuge for pollinators, especially in landscapes substantially altered by urbanization or agriculture. Often the only semi-natural areas remaining in heavily altered landscapes, marginal habitats like roadsides can provide pollinators with places to forage for food and to nest. Pollinator habitat must include blooming flowers, which supply pollinators with protein-rich pollen and energy-providing nectar. Pollinators also require a place to nest or to lay their eggs. Butterflies and moths generally lay their eggs on or next to the host plant upon which their vegetation-eating caterpillars will feed. In contrast, bees create nests in which they leave food for their young. Many bee species dig subterranean nests in their preferred soil type, while other species nest above ground in plant stems or cavities in dead wood. Bumble bees nest within insulated cavities, under clumps of grass or in old rodent burrows. Studies demonstrate that roadsides planted with native plants support more butterflies and bees than do roadsides dominated by non-native grasses and flowers. With millions of acres of land in roadsides, managing roadsides with pollinators in mind could have a significant impact on pollinator conservation. New roadside plantings should include a diversity of native wildflowers with overlapping bloom times, to provide for pollinators throughout the growing season, including key host plants for butterflies. For example, monarch butterflies, renowned for their impressive long-distance seasonal migration, rely on milkweed species only as host plants. Monarch populations have been declining over the last fifteen years, and reduced numbers of milkweeds across the butterfly’s breeding range, particularly within agricultural fields, are likely contributing to their decline. Planting milkweeds along roadsides can restore monarch breeding habitat, including along migration routes. Roadsides can be of great benefit to pollinators. Best management practices include consideration of timing and frequency of mowing, spot spraying rather than broadcast use of herbicides, and surveys to identify existing roadside habitat that provides native plant resources for wildlife. Roadside managers can develop a management strategy that addresses safety concerns while also benefiting wildlife such as pollinators. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Best practices KW - Birds KW - Ecosystems KW - Grasses KW - Maintenance management KW - Roadside flora and fauna KW - Wildflowers KW - Wildlife UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper403C_Hopwood.pdf UR - https://trid.trb.org/view/1347661 ER - TY - CONF AN - 01558282 AU - Barrueto, Mirjam AU - Clevenger, Anthony P AU - Dorsey, Ben AU - Ford, Adam T AU - North Carolina State University, Raleigh TI - A Better Solution for Photo-Classification, Automatic Storage and Data Input of Camera Data From Wildlife Crossing Structures PY - 2013 SP - 11p AB - Infrared-operated cameras have been used in wildlife studies for over two decades. Since their inception the technology has changed considerably and they are now commonly seen as an inexpensive, efficient and non-invasive method of data collection. Camera use in ecological field studies is rapidly increasing worldwide to help address important species conservation and management objectives. However, given that digital cameras can automatically record large numbers of photographs, data management rather than data collection, has quickly become the rate-limiting step in field studies. For example, photos must be downloaded and interpreted before analyses can be conducted. All of this is time-consuming and takes away time from field research and data analysis, essentially requiring a part- or full-time technician to manage and process camera data. There have been few attempts to develop photo-classification database programs to aid in the process of interpretation and storage of photographs from digital cameras. Databases that exist have been designed primarily for biodiversity monitoring and occupancy analysis. Many studies monitoring wildlife use of road crossing structures have relied on cameras as a data collection tool. These studies face the same issues as other ecological studies regarding interpretation, data input and storage. Until now, the authors are unaware of any photo-classification program or software that assists researchers monitoring wildlife use of crossing structures to efficiently classify and manage the growing and demanding mass of photographs continuously collected in the field. The purpose of this presentation is to describe a semi-automated photo-classification system the authors have developed and refined through nearly a decade of monitoring crossing structures in Banff National Park, Alberta. The authors currently monitor year-round 40 crossing structures using 48 cameras. Bi-weekly checks result in on average over 300,000 photos annually to review, analyse, classify and input into their database. Their customized image processing and storage application uses Microsoft Access software, a widely available front-end database program. The application is designed so that once photographs are uploaded to crossing structure folders in a processing “cache” or folder, project personnel review the photographs, classify species, number and sex of individuals, direction of travel and any other information pertinent to the monitoring objective (behaviours, predator-prey interactions, small mammal presence, unique photos, etc.). The application allows for a quick and efficient classification of photographs, automatically inputs the classified data into a master database, and stores the photographs in an archived photograph folder. The system is user-friendly and citizen scientists, a critical resource for the project, can be trained to use it in a few hours. The application is designed in Access to be flexible to research needs and can readily be customized to field data and research objectives outside of crossing structure monitoring. The authors describe the photo-classification system and provide examples of how it has evolved during the last decade and how it is being used today. They will highlight how the Banff application is different from other image processing software available today, what the limitations are, and how others can customize it to meet the needs of other field-based ecological studies. Last, the authors discuss the integration of citizen scientists in photo-classification work and what the future needs are for improving the system. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Banff National Park KW - Classification KW - Data collection KW - Data storage KW - Digital cameras KW - Image processing KW - Monitoring KW - Photographs KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper402B_Barrueto_et_al.pdf UR - https://trid.trb.org/view/1347629 ER - TY - CONF AN - 01558281 AU - Ruediger, William (Bill) C AU - Jacobson, Sandra L AU - North Carolina State University, Raleigh TI - Multiple-Use Crossing Structures for Providing Wildlife Habitat Connectivity PY - 2013 SP - 14p AB - Despite increasingly constrained funding for wildlife crossings, there are still numerous opportunities to provide wildlife connectivity across highways. These opportunities are available in every state and location, including urban, rural and suburban areas, for existing highways as well as those undergoing major reconstruction. The authors outline options for better utilization of potential wildlife crossings for structures whose primary purpose is for pedestrians, bicycles, livestock, farm equipment, streams, rivers and secondary road crossings as well as recommended structure dimensions for species groups. Also, there is an on-going requirement to rebuild many aging highway bridges and there are thousands of existing structures that could be modified to improve wildlife habitat connectivity, reduce wildlife mortality and animal/vehicle collisions. The 201 inventory for bridge replacements is 66,749 structures nationally. The cost of providing habitat connectivity for structures designed for other purposes is usually a fraction of single-purpose wildlife crossings. In Oregon and Washington it is estimated that there are over 10,000 culverts on Federal land that need replacement for salmon and other aquatic species passage. Similar opportunities exist in most other states. Many of these projects can be accomplished on a cost-share basis with DOT’s, land management agencies, fish and wildlife agencies and civic groups. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Culverts KW - Habitat (Ecology) KW - Highway bridges KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper402C_Ruediger_Jacobson.pdf UR - https://trid.trb.org/view/1347655 ER - TY - CONF AN - 01558280 AU - Gade, Kristin J AU - North Carolina State University, Raleigh TI - Freeways as Corridors for Plant Dispersal: A Case Study from Central Arizona PY - 2013 SP - 19p AB - General ecological thought pertaining to plant biology, conservation, and urban areas has rested on two potentially contradictory underlying assumptions. The first is that non-native plants can spread easily from human developments to “pristine” areas. The second is that native plants cannot disperse through developed area. Both assume anthropogenic changes to ecosystems create conditions that favor non-native plants and hinder native species. However, it is just as likely that conditions in developed habitats will favor certain groups of plant species with similar functional traits, whether native or not. The function of corridors as conduit for plant movement has long been suggested, but the actual mechanisms at work in the process have only recently begun to be studied. Functional traits of species determine which are the most successful at each of the stages of invasion or range enlargement. The author studied the traits that allow both native and non-native plant species to disperse into freeway corridors, germinate, establish, reproduce, and then disperse along those corridors in Phoenix, Arizona. Sampling sites were selected along freeways throughout the Phoenix metro area, on both gravel-landscaped and non-landscaped road verges. Field methods included measurements of soil nitrogen content, seed bank sample collection and germination, vegetation surveys, and seed trapping. Some uncommon native species were found on the roadsides. More seeds were trapped at the gravel-landscaped sites, which also had greater average daily traffic loads than the non-landscaped sites. The seed bank study showed the opposite pattern, with higher numbers of seeds germinating in the samples from the non-landscaped sites. The majority of the seeds trapped in developed areas had adaptations for wind dispersal; the proportion was much smaller at the desert sites. Near the urbanized area there was little evidence of use of the freeway verges by birds or other animals. Currently, plants with weedy traits are the most likely to move along highways in the Arizona desert. The seed trapping data show that wind plays a large role in seed dispersal along the highways in developed areas. While both landscape design and maintenance choices play a large role in determining the initial roadside conditions and species assemblage, it appears that ongoing maintenance regimes and dry nitrogen deposition influence species composition and distribution along highways over the long term. This study adapted methods to gain insight into the functional traits of plants that are able to survive and potentially migrate along highways. Studying roadside plants using a functional trait approach will allow road ecologists to move toward assessing the ecological roles of design and maintenance practices. Eventually, it may be possible to manipulate design and maintenance processes to achieve goals in preventing or promoting migration of different groups of plants along roadways. This could result in benefits ranging from decreasing maintenance costs, to more effectively managing invasive species, and potentially to integrating larger ecological goals, such as promoting migration of species under changing climate conditions, into transportation system planning and maintenance. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Arizona KW - Invasive plants KW - Landscape maintenance KW - Native plants KW - Roadside flora KW - Surveys KW - Vegetation KW - Vegetation control UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper403B_Gade.pdf UR - https://trid.trb.org/view/1347660 ER - TY - CONF AN - 01558121 AU - Thorne, James H AU - Bjorkman, Jacquelyn S AU - Huber, Patrick R AU - O'Donoghue, Elizabeth AU - North Carolina State University, Raleigh TI - Cross-Testing Transferability of National Mitigation Planning Tools with California’s Regional Advance Mitigation Planning (RAMP) Framework on a New Pilot Region (450 miles of U.S. 101) and Development of Protocols for Wetlands and Wildlife Connectivity PY - 2013 SP - 15p AB - Regional Advance Mitigation Planning (RAMP) is a methodology that can incorporate regional planning principals and environmental considerations early in the development of transportation infrastructure and other construction plans and projects. The Strategic Highway Research Program (SHRP 2) is administered by the Transportation Research Board of the National Academies (TRB) to focus on applied research in safety, renewal, reliability and capacity. SHRP2 has identified the need to apply geospatial ecological screening tools and data at the planning phase of new highway projects in order to agree on priority areas for conservation. The goals of this particular SHRP2 project are twofold: 1) to test the transferability of a RAMP approach in a new region along U.S. Highway 101 (U.S. 101) in California, and 2) to use this study area and results to comparatively test a national impacts assessment tool currently under development. The objective of the comparison is to evaluate how results from a national-level tool compare with local and regional assessments, in order to optimize the performance of the national tool. The pilot area is a 450-mile stretch of U.S. 101 from Mendocino County to Santa Barbara County, encompassing three Caltrans districts. This paper focuses on District 4, the San Francisco Bay Area. The authors have completed the RAMP process for this section of U.S. 101, and species and habitat impact totals have been calculated. For the District 4 region, 310.26 acres of impacts were recorded for specific species, and 232 acres of general vegetation habitat and agricultural lands were impacted by a total of 36 planned transportation projects. Tricolored blackbird (Agelaius tricolor) and California red-legged frog (Rana draytonii) were the two species with habitat most heavily impacted in the study area. Farmland was also heavily impacted, with 212.3 acres impacted by projects planned in that area. National-level conservation planning tools are currently available, and provide useful ways for users to effectively collect and visualize data, identify environmental impacts and facilitate the environmental review process. However, they are relatively new, not always populated with data in all states, or not yet widely available. Under the SHRP2 program, an integrated, geospatial ecological screening tool is being developed that could incorporate existing and emerging tools and data sets and would have the ability to make use of the best data and technology available for any regional transportation planning project. The results from our pilot area study will be used to test the functioning and transferability of data of the new integrated tool. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Conservation KW - Environmental impacts KW - Habitat (Ecology) KW - Regional planning KW - San Francisco Bay Area KW - Wetlands KW - Wildlife UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper210B_Thorne_et_al.pdf UR - https://trid.trb.org/view/1347419 ER - TY - CONF AN - 01558120 AU - McAllister, Kelly AU - Reister, Mitchell AU - Bruno, Ron AU - Dillin, Lawrence AU - Volsen, David AU - Wisen, Matt AU - North Carolina State University, Raleigh TI - A Wildlife Barrier Fence North of Wenatchee, Washington: Learning Experiences Involving Rugged Country and Custom-Designed Wildlife Guards and Jumpouts PY - 2013 SP - 9p AB - A nine mile stretch of U.S. 97 Alternate Route (US 97A), north of Wenatchee, has a long history of high rates of collisions between vehicles and deer. In this area, the highway parallels the Columbia River. In 2002, bighorn sheep began frequenting the roadsides attracted, in part, by lush irrigated landscaping plants on properties bordering the highway and lining the Columbia River shoreline. Losses of deer and sheep to collisions concerned everyone, especially the Washington Department of Fish and Wildlife and the local Sportsmen’s Association. Annual deer carcass removals from this nine mile stretch of highway were typically 30-50 animals, with a high of 67 in 2003. Some years, as many as nine bighorn sheep were known killed here. Bighorn sheep were also known to create a driver distraction, with drivers slowing or stopping in hazardous locations, likely contributing to additional accidents. Although bighorn sheep do not comprise a significant portion of the wildlife mortalities on US 97A, their visibility, uniqueness, and relatively small numbers endear them to the public. Construction of a barrier fence was considered beneficial to both bighorn sheep and deer. Prior to making the decision to pursue funding and public support for constructing such a fence, the Washington Department of Fish and Wildlife determined that the animals did not need to cross the highway to get to water or other important resources in the narrow strip of land between the road and the river. Obtaining funding and permits and securing a route for the fence took years. However, a nine mile fence was eventually built, in two phases. Each phase came with its share of challenges that included excessively rocky, often steep terrain, oppositional landowners, quite a few intersecting side roads and the need to consider how to get animals out of the right-of-way once they found their way in. Contractors, engineers and biologists all had input into fence design and construction. The budget implications of designing the fence to contain bighorn sheep contributed to a cost increase on the order of 100% (or more) due largely to the ability of sheep to traverse very steep, rocky terrain. The total cost of the project was $2.8 million. It is now almost two years past completion of the last phase of fence construction. Fence ends and several wildlife guards and jumpouts have been monitored with motion-triggered cameras, with some interesting results. Reviews of carcass removal data show a 79% reduction in deer vehicle collision rates since construction was started. Collisions with bighorn sheep continued during fence construction but have ceased since the last section of fence was completed. For a more robust evaluation of fence performance, several more years of carcass removal data need to be collected and analyzed. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Crashes KW - Deer KW - Deer guards KW - Desert bighorn sheep KW - Fences KW - Wenatchee (Washington) KW - Wildlife UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper211A_McAllister_et_al.pdf UR - https://trid.trb.org/view/1347619 ER - TY - CONF AN - 01558119 AU - Sharma, Ramesh C AU - North Carolina State University, Raleigh TI - Mitigation of Impact of National Highway-58 on Indian Primate, Hanuman Langur (Presbitis Entellus) in Uttarakhand Himalayas PY - 2013 SP - 14p AB - Roads are amongst the most ubiquitous human infrastructure and their interaction with the natural habitat of wild animals is all pervasive. The environmental impacts of roads are numerous and include direct effects on the wild animal population, whose home ranges are split by roads and where individuals suffer mortality and death due to collisions with vehicles. Vehicle collisions with wild animals are a serious problem that justifies the widespread application of mitigation measures. National Highway-58 (538 km) traverses 373 km in Uttarakhand and caters to the need of a high volume of pilgrims to the world famous Indian shrines – Badrinath, Kedarnath and Hemkund Saheb. The study area has a length of 70 km of NH-58 from Rishikesh to Devprayag along the river Ganga. The highway is constructed and maintained by the Indian Army from Rishikesh to Mana. Large scale road widening activities have been in progress for the last five years on NH-58 in Uttarakhand. This highway has also a strategic importance, as it connects with Tibet and China. The Indian primate Hanuman Langur (Presbytis entellus) is large, black faced, grey bodied with long limbs and a tail longer than its head and body, and which is very common in the study area. This Indian primate is a sacred animal and treated as a Hanuman God in India. The entire study area with six sampling sites (S1-S6) was thoroughly surveyed for the period October 2009 to September 2011. Specific feeding and mating grounds, and crossing zones were visited frequently. Ecological responses including the mating behaviour, close watch during morning and evening, cause of conflicts, and spots of accidental deaths in vehicle accidents of Hanuman Langur were thoroughly investigated. A total population of Hanuman Langur was recorded as 546 in the study area in different groups of 10-12 individuals. The impact of NH-58 and its widening on Hanuman Langur resulted in the form of habitat fragmentation and modifications, restriction of movement, injury and mortality, soil erosion and hydrological alterations and environmental contamination. NH-58 has turned a natural habitat area into isolated small patches of habitats. Gaps between habitats prevented dispersal and recruitment of Hanuman Langur. The mean frequency of heavy vehicles (truck, bus, car, sumo, jeep, and trolley) was recorded as 414 vehicles per day on NH-58 during the two-year period of study. Maximum movement was recorded between 0600-0900 hours in the morning. Mean road kill of Hanuman Langur were recorded as 3 individuals per month. Killing was common at the sharp turns, slopes, near the water holes and small tracks which crossed the NH-58. A total of 72 animals (40-killed, 22-seriously injured, 10-sustained minor injuries) were met with vehicular accidents during the period of study. Male Hanuman Langur killed were significantly more than females. Maximum killings (15%) was recorded in May and minimum (2.1%) in January. It was 85% during the pilgrim season (May-October) in each year. Road kill disappeared within a few hours as a result of scavengers operating in the area. Appropriate mitigation measure for reducing the number of accidents and maintaining habitat connectivity has been suggested. These are an animal detection warning system, speed limit reduction (within 30 km.hr-1), automated speed detectors (interceptors), and the use of lighting reflectors during night for reducing collisions. Public education and awareness, fencing of numerous types, lengths and heights, placing culverts at frequent intervals, road bridges, underpasses, dry drainage use and designing of innovative vegetative overpasses connecting vegetation of both sides of the road at frequent intervals are very effective in mitigation. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Animal behavior KW - Crashes KW - Habitat (Ecology) KW - Highways KW - Overpasses KW - Primates KW - Uttarakhand (India) KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper401A_Sharma.pdf UR - https://trid.trb.org/view/1347624 ER - TY - CONF AN - 01558118 AU - Sanderson, Mike AU - North Carolina State University, Raleigh TI - Hurricane Recovery: The Challenge of Implementing an Ecologically Sensitive Solution to a Transportation Disaster on the North Carolina Outer Banks PY - 2013 SP - 11p AB - This paper discusses how the North Carolina Department of Transportation (NCDOT) responded to Hurricane Irene and the destruction of North Carolina Highway 12 (NC 12) on the Outer Banks. Hurricane Irene breached Hatteras Island, creating a new inlet which severed the highway on the Pea Island National Wildlife Refuge and ripped up a 164 foot (50 meter) section of asphalt on NC 12 north of Rodanthe. This event severed the sole land transportation route for thousands who work, live and play on the scenic Outer Banks. The only way on and off of the island was a ferry now dedicated to emergency services. A rapid response that met the needs of the people depending on that route while protecting the ecologically sensitive habitats and endangered species of the Wildife Refuge was developed. An important aspect of NCDOT’s disaster response model was the collaboration among agency partners responsible for the environmental permits and regulatory requirements needed. Continuing to learn from this model and developing a long-term solution to an area that is continuously exposed to strong storms and marine currents will be crucial if the area’s important economic, touristic and ecological value are to be maintained. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Disaster preparedness KW - Habitat (Ecology) KW - Hurricanes KW - Outer Banks (North Carolina) KW - Transportation corridors KW - Wildlife UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper210C_Sanderson.pdf UR - https://trid.trb.org/view/1347420 ER - TY - CONF AN - 01558117 AU - Cramer, Patricia AU - North Carolina State University, Raleigh TI - Design Recommendations from Five Years of Wildlife Crossing Research Across Utah PY - 2013 SP - 13p AB - A state-wide camera trap study of how wildlife used 35 bridges and culverts to move under and above roads provided data that can greatly assist in the design of future wildlife crossing structures and the retrofit of existing multiple-use structures to facilitate the passage of mule deer (Odocoileus hemionus), elk (Cervus canadensis), moose (Alces alces), and other wildlife. The objectives of the study were to: 1. Evaluate how successful different types of bridges and culverts were in passing mule deer, elk, and moose; and 2. Evaluate other wildlife species’ use of different types of structures to detect preferences in structure types and in relation to water conveyed in structures. Using 44 cameras over five years, 15 wildlife crossing structures, 20 multiple-use structures, and five pre-construction sites were monitored. Wildlife exclusion fencing (8 feet, 2.4 meters high) was present at all wildlife crossing structures for a minimum of one mile in each direction. There were a total of 20 culverts, 13 bridges, and two overpasses monitored along seven highways. Cameras were placed at culvert and bridge entrances to examine both animals that used the structures and those that approached and then repelled away. Camera traps produced over 2 million pictures over 40,000 plus camera days. All designated wildlife crossing bridges and culverts were used by mule deer, the target species of these structures. Individual mule deer were recorded moving successfully through these structures on over 31,000 occasions. Success rate at each structure was defined as the number of successful individual animal movements through divided by the total number of animals photographed at the entrances. Bridged wildlife crossings had a higher average success rates for mule deer (86.5%) compared to wildlife crossing culverts average success rate (74.3%). Statistical analyses found culvert length was the most important dimension relative to mule deer crossing success rates; the shorter the length, the greater the success rate. The width of the crossing was the second most important dimension, and the height was the least important. Elk were reluctant to use any structures, on just 73 occasions elk used structures. All but seven elk passages were by bull elk. All ages and both genders of moose used a corrugated steel culvert in northern Utah, but were seldom recorded at other structures. Carnivores successfully moved through culverts under bridges and over a wildlife crossing overpass throughout the state, but were not photographed in all structures. Meso-mammals were more often photographed in culverts. Recommendations for the design of future wildlife crossing structures include open bridges with spans that approach or exceed 100 feet (30.5m), culverts well under 200 feet (61m) long, structures in conjunction with streams and water features to help increase the diversity of species present, and the installation of wildlife exclusion fencing. Future research in specific areas with specific populations of different species is necessary to determine local and regional species’ preferences. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Animal behavior KW - Bridges KW - Cameras KW - Culverts KW - Design KW - Overpasses KW - Utah KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper402A_Cramer_Formatted.pdf UR - https://trid.trb.org/view/1347628 ER - TY - CONF AN - 01558116 AU - Payan, Esteban AU - Soto, Carolina AU - Diaz-Pulido, Angélica AU - Benitez, Angélica AU - Hernández, Andrés AU - North Carolina State University, Raleigh TI - Wildlife Road Crossing and Mortality: Lessons for Wildlife Friendly Road Design in Colombia PY - 2013 SP - 18p AB - A study on vertebrate road mortality and wildlife road crossing was undertaken to influence the design of the expansion of an inter-departmental road in Colombia. The study site is located in the Inter-Andean valley of the Magdalena river at sea level. The two lane highway is intended to be upgraded to a four lane motorway. Before work began a 178.8 km stretch was surveyed every two days to register road kills, live animals by the road, dimensions of crossing structures and landscape variables. Additionally six camera traps were located under six bridges that could operate as crossing structures for medium mammals. The authors report vertebrate kill rates, number of appropriate crossing structures for large and medium mammals, use of crossing structures by wildlife and vertebrate mortality per 10 km segment along of road. Vulnerability of species to vehicle collisions is discussed per species and biomass, dimensions of appropriate crossing are reported, influence of landscape on each road segment is considered and relative abundance indices of camera trapped species crossings are compared. A total of 2753.4 km were surveyed with 340 wild vertebrates (equivalent to an estimated 1,201 kg of biomass) killed by vehicle collisions from at least 32 species. Estimators suggest a potential impact of 37 species. Kill rates of wild vertebrates were around 45/ind/km/yr. Mammals were the most prevalent victims represented by the highest number of species fallen to traffic collisions, and the highest rates of individuals killed and associated biomass. Birds followed in number of species, but reptiles recorded higher number of individuals killed and biomass lost. Non-identified anurans had the lowest quantitative representation of the vertebrate guild. The most significantly impacted vertebrates where tamanduas, common opossum, crab-eating foxes and boas. Species vulnerability was not significantly associated to home range size, number of crossing structures, or rivers crossing the segments. Segment relative road kill rates ranged from 0.05-0.21 per km. The authors identify the need to create seven new underpasses, adapt 123 existing ones and propose the creation of wildlife friendly segments along the road. The segments are implemented through zoning, where at certain key stretches (identified by road crossing and road mortality) both sides of the road have human productive practices restricted, coincide with an ideal underpass and have forest at both edges of the road. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Colombia KW - Highway design KW - Mammals KW - Road kill KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper209D_Payan_et_al.pdf UR - https://trid.trb.org/view/1346304 ER - TY - CONF AN - 01558115 AU - Gray, Mary AU - North Carolina State University, Raleigh TI - Innovative Approach to the Recovery of the San Joaquin Kit Fox PY - 2013 SP - 16p AB - San Joaquin kit fox in Bakersfield, California have adapted to the urban environment where industrial and residential development have expanded and replaced native plant communities. Unlike elsewhere within their range, the kit fox in Bakersfield rely primarily on anthropogenic habitats in which natural ecological processes are nonexistent or substantially altered. Most kit fox dens in Bakersfield are earthen, but kit fox can also exploit a variety of anthropogenic structures for denning. Proposed roadway improvement projects in the city will result in temporary and permanent loss of habitats known to support the San Joaquin kit fox. To mitigate this loss, an artificial den strategy for kit fox was developed collaboratively by local, state, and federal agencies to provide long-term protection of artificial dens within the city limits in city-owned storm water ponds (i.e. storm-water drainage basins). U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Bakersfield (California) KW - Detention basins KW - Environmental protection KW - Foxes KW - Habitat (Ecology) KW - Maintenance practices UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper211D_Gray.pdf UR - https://trid.trb.org/view/1347622 ER - TY - CONF AN - 01558114 AU - Rashin, Edward B AU - Frye, Roy G AU - North Carolina State University, Raleigh TI - Implementation of an Effective Migratory Bird Nesting Protection Program for a 49-Mile, New Location Toll Road Construction Project in Central Texas: Nest Protection Measures and Results over Three Nesting Seasons PY - 2013 SP - 15p AB - A migratory bird nesting protection program was implemented during the pre-construction and construction phases of a 49-mile, new location toll road that was developed under a design-build arrangement for accelerated project delivery. This program, intended to achieve full compliance with provisions of the Federal Migratory Bird Treaty Act and the State of Texas Parks and Wildlife Code, both of which generally prohibit the take of migratory birds, active nests, or eggs, was implemented as one component of a comprehensive environmental protection program. In order to achieve the project’s goal of zero violations of environmental laws and regulations, the nest protection program needed to identify active nests that could potentially be impacted, and to implement best practices and protection measures to prevent impacts to potentially affected nests. The two-pronged approach used to identify migratory bird nesting sites included conducting systematic nesting surveys of specific habitats within large segments of the right-of-way prior to initial land clearing activities, followed by vigilance on the part of environmental compliance and construction personnel during parcel walk-throughs and ongoing construction monitoring activities. Pre-construction surveys were conducted by project biologists during spring and summer in areas where initial land clearing was scheduled. Search efforts focused on locating the most conspicuous nests, particularly those of raptors, colonial waterbirds, and swallows. For nesting sites discovered within active or imminent construction areas, nest protection practices were developed on a case-by-case basis, in consideration of nest location, bird species and habitat requirements, expected duration of nesting activity, and the location, type and duration of construction disturbance. Equipment and personnel exclusion areas or setback distances were determined based on direct observations of adult bird behavior indicating disturbance threshold distances or comfort zones. Results from operational practices and protection measures implemented over three nesting seasons (2004 to 2006) to protect 31 active nesting sites along a 15-mile segment of highway construction are examined to evaluate the level of success achieved and practices found to be effective. Vegetation clearing was conducted outside of the nesting season where practicable, thus reducing construction interactions; however, one phenomenon that became evident through monitoring is that certain ground-nesting birds are preferentially attracted to nesting sites created by ground disturbance from construction equipment. While pre-construction surveys did identify a number of nesting sites, detection of nests that required protection measures mostly resulted from the developer’s ongoing environmental monitoring program augmented by the vigilance of project personnel. Results of the operational nest protection program provide useful information on best practices and protection measures that are effective at facilitating successful nesting by migratory birds while minimizing negative effects on construction schedules. Construction exclusion zones or setback perimeters for active nests determined in consideration of both site-specific and bird-specific factors ranged from 6 feet (2 meters) to 300 feet (91 meters). Implementation of exclusion zones in conjunction with developer commitment, personnel training and an ongoing monitoring program was found to be effective at facilitating nesting success without burdensome or costly impacts on a major linear construction project. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Animal behavior KW - Animal migrations KW - Best practices KW - Birds KW - Environmental protection KW - Migratory Bird Treaty Act KW - Nesting KW - Texas UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper211C_Rashin_Frye.pdf UR - https://trid.trb.org/view/1347621 ER - TY - CONF AN - 01558113 AU - Howard, Brandon AU - Lips, Garett G AU - North Carolina State University, Raleigh TI - Identifying and Implementing a Refined Mitigation Approach for Transportation Projects in Coastal Habitats PY - 2013 SP - 13p AB - The Florida Department of Transportation (FDOT) identified mitigation needs for upcoming transportation projects that included seagrass beds, tidal freshwater, and mangrove wetlands that can be difficult to mitigate. By implementing mitigation projects up front, the federal permitting process is streamlined and money is saved due to reduced time lag and risk. The current practice is to design roadway plans, and submit a permit application that has a project specific mitigation plan. A refined approach is to consolidate the mitigation for several projects resulting in efficiencies and streamlining. This could be implemented as a statewide or nationwide programmatic approach to coastal mitigation. The presentation will discuss the refined method. FDOT analyzes their work program on a year-to-year basis to identify region specific mitigation needs and presence of unique coastal habitats. FDOT solicits input from stakeholders and federal and state resource agencies early to collaborate on a programmatic mitigation approach. A single mitigation project is identified to offset similar impacts within the watershed with buy in from stakeholders. FDOT proceeds with concept, programs money, identifies site specific functions and services to be restored, prepares plans, and submits a permit application for the mitigation project. This may occur one to five years before a permit application is submitted for the construction projects. FDOT identified mitigation needs for a suite of projects in Southeast Florida that includes new roads, new bridges, and roadway expansion. These projects span many ecotypes and watershed boundaries. For instance, FDOT identified five projects that included nine bridge replacements that could be mitigated with a single regional mitigation plan known as Snook Islands Phase II in Palm Beach County, Florida. In 2011, FDOT obtained an individual permit to construct the mitigation project. In the same year six bridges entered the construction phase, two of those bridges avoided all aquatic resource impacts, and four bridges required mitigation and utilized the functions provided by the authorized mitigation site. Of the remaining three bridges, one was permitted in the summer of 2012, and the two remaining are entering the permitting phase. The implications of taking this programmatic approach to mitigation are that upfront planning, dedication of resources and staff time to investigate alternatives will be needed. In the specific example above, the planning and permitting of the mitigation site took five years. The benefit was that permitting of the individual bridge projects took relatively little time due to the advanced mitigation. The FDOT’s ability to consolidate individual mitigation funds from multiple projects benefits the environment by having a contiguous aquatic ecosystem done in advance of the impacts. Surplus mitigation can be used for future projects. This regional approach has greater value for the habitat. This approach results in FDOT meeting schedules, reducing cost, benefitting the environment, achieving watershed restoration goals, and meeting criteria of the Section 404 (B)(1) Guidelines and Section 373.4137, Florida Statutes. This approach removes the uncertainty from mitigating hard to replace coastal functions and expedites project delivery by introducing a statewide programmatic approach. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Coastal zone management KW - Environmental streamlining KW - Florida Department of Transportation KW - Habitat (Ecology) KW - Permits KW - Watersheds UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper210A_Howard_Lips.pdf UR - https://trid.trb.org/view/1347416 ER - TY - CONF AN - 01558112 AU - Connolly-Newman, Hayley R AU - Huijser, Marcel P AU - Broberg, Len AU - Nelson, Cara R AU - Camel-Means, Whisper AU - North Carolina State University, Raleigh TI - Effect of Cover on Small Mammal Movements Through Wildlife Underpasses Along US Highway 93 North, Montana, USA PY - 2013 SP - 12p AB - Wildlife crossing structures allow wildlife to safely cross highways by physically separating wildlife and vehicles. Most wildlife underpasses and overpasses are intended to accommodate a wide variety of species. However, their actual suitability for individual species depends on their location (surrounding habitat) and structure type (e.g. underpass or overpass) and dimensions (height, width, length). For some taxa, the habitat immediately adjacent to, inside, or on top of a structure is critical as well. For instance, small mammals, reptiles, amphibians and many invertebrates tend to avoid open areas because they require cover (e.g., live vegetation, tree stumps, branches, or rocks) to reduce predation risk and because of the microhabitat it provides (e.g. temperature, moisture). The authors investigated the effect of cover on the abundance and movements of small mammals in ten large mammal underpasses (approximately 7 m wide, 4 m high) along U.S. Highway 93 North on the Flathead Indian Reservation, Montana. In January 2012 they placed cover (dead tree branches) inside and adjacent to five of the underpasses (“treatment”), while the other five underpasses served as control with no cover added. In fall 2012, the authors placed 30 small mammal live traps (Sherman) at each underpass site within three zones: inside the underpass (6 traps), on each side of the underpass in the right-of-way (6 traps on each side of the road), and beyond the right-of-way (6 on each side of the road). They conducted a capture-mark-recapture experiment for five consecutive nights using non-invasive and non-toxic markers (color codes on abdomen) and recorded the zone and side of the road for each animal captured. The number of individual small mammals (all species combined) was 42.9% higher inside underpasses with cover compared to underpasses without cover. Twice as many animals crossed the road at underpasses with cover compared to underpasses without cover. Finally, the number of individual animals that moved between the right-of-way (either side of the underpass) and the zone inside the structure was 2.8 times higher with cover compared to without cover. Results suggest wildlife managers can substantially increase underpass use by small mammals at no or minimal cost by placing cover inside the structures. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Animal behavior KW - Habitat (Ecology) KW - Mammals KW - Montana KW - Overpasses KW - Underpasses KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper401C_ConnollyNewman_et_al.pdf UR - https://trid.trb.org/view/1347627 ER - TY - CONF AN - 01557957 AU - Cleveland, Arthur G AU - Jackson, Jennifer G AU - North Carolina State University, Raleigh TI - Environmental Factors Influencing the Status and Management of Bats Under Georgia (USA) Bridges PY - 2013 SP - 9p AB - More than half of the bat species found in the United States are endangered or declining in numbers due to various factors, including the recent devastating effects of White-nose Syndrome. Another critical factor affecting bat populations has been the disappearance of satisfactory habitat for bats, including their natural roosts. As a consequence of natural roost loss, bridges and culverts are becoming increasingly important as roosting alternatives to bats. A preliminary study conducted by Bat Conservation International clearly illustrated that bridges and culverts used as roosts, particularly day roosts, must possess certain characteristics to attract bats, otherwise all bridges would support bat populations. The purpose of this study was to determine roost selection preferences of bats utilizing Georgia bridges, specifically identifying those structures being utilized as bat roosts as well as the characteristics that make a bridge a suitable roost site. During a period spanning August 2003 through April 2005, 540 randomly selected bridges located in 136 Georgia counties were surveyed. Within this sample, 55 bridges were identified as currently or previously occupied by roosting bats. Numerous bridge construction and surrounding habitat characteristics of roost and non-roost bridges were compared in an effort to identify bat roosting preferences. The data from this study suggest that bats prefer to roost in bridges primarily constructed of concrete materials with open crevices. Roost bridges were most frequently surrounded by woodland/riparian habitat, though some were also found surrounded by residential dwellings, commercial areas, open farms, and ranch lands. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Bats (Animals) KW - Bridge design KW - Environmental impacts KW - Georgia KW - Habitat (Ecology) KW - Highway bridges KW - Wildlife UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper207B_Cleveland_Jackson.pdf UR - https://trid.trb.org/view/1346181 ER - TY - CONF AN - 01557956 AU - Siepel, Nancy R AU - Perrine, John D AU - Schicker, Lisa K AU - Robertson, Morgan AU - North Carolina State University, Raleigh TI - Saving Lives and Training the Next Generation: State Route 101 Wildlife Corridor Safety Project PY - 2013 SP - 16p AB - State Route (SR) 101 north of San Luis Obispo, California is a major regional traffic corridor with peak weekday traffic volumes of approximately 4,000 vehicles per hour. State Route 101 also bisects a major wildlife corridor in and near the Los Padres National Forest in the central coast region of California. Animal-vehicle collisions (AVCs) with large mammals including mule deer (Odocoileus hemionus), black bear (Ursus americanus), mountain lion (Puma concolor), and feral pig (Sus scrofula) are a safety issue. Data provided by California Department of Fish and Wildlife indicates this section of highway may have a higher than normal AVC rate for black bear compared to other areas in the State. To develop solutions, Caltrans initiated an ongoing collaboration with California Polytechnic State University (Calpoly) in San Luis Obispo. Starting in 2009, students used automatic camera stations, trackplates and daily drive transects to document wildlife roadkills, roadside activity and use of existing underpasses for a wildlife connectivity study associated with a proposed median barrier project. Results from this study helped guide design decisions for a wildlife exclusion fence in a roadkill hotspot located in the same area. The project includes 2.5 miles of wildlife exclusion fence installed on both sides of SR 101, four jump-outs constructed at strategic locations to allow wildlife that become trapped along the roadway to escape from the highway corridor, and four electric mats installed as wildlife guards to discourage wildlife (bears in particular) from entering the highway corridor at unfenced roadways that intersect SR 101. The fencing project was funded through the Federal Highway Administration’s Transportation Enhancement Program in 2009 and was completed in April 2012. Currently, Calpoly students are monitoring the fence’s effectiveness at reducing roadkills while maintaining regional wildlife connectivity. Post-construction surveys began in summer 2012 and will continue for at least 12 months to allow for direct comparison with the 2009 pre-construction data. Students are conducting roadkill surveys to determine whether AVC rates have been reduced within the project area. Automatic camera stations have been deployed at the electric mats, jump-outs and undercrossings to quantify species-specific responses to these features. Initial results have documented the electric mats deterring bears from entering the road corridor, but suggest the design should be modified to better exclude deer. Results have also indicated that multiple species are using the undercrossings and deer are using the jump-outs. On-going monitoring and collaboration with partners has allowed Caltrans to integrate concerns about AVC rates and the preservation of wildlife habitat connectivity into the transportation planning process. The project received the Caltrans “Excellence in Transportation Award” in 2012 and the California Transportation Foundation 2013 Safety Project of the Year Award. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Fences KW - Habitat (Ecology) KW - Highway safety KW - Los Padres National Forest (California) KW - Road kill KW - United States Highway 101 KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper206C_Siepel_at_al.pdf UR - https://trid.trb.org/view/1346137 ER - TY - CONF AN - 01557955 AU - Bidolli, Brian T AU - Nielsen, Mark C AU - North Carolina State University, Raleigh TI - Ecology in Motion: Using Transportation Funds for Watershed Management PY - 2013 SP - 17p AB - The Pequonnock River watershed is a 29-mile drainage area covering portions of five communities in southwestern Connecticut. Its headwaters are in the Town of Monroe and it flows through Trumbull and the City of Bridgeport, before emptying into Long Island Sound. A portion of the river is diverted to public supply reservoirs and at the southern end it expands to become Bridgeport Harbor. Land uses are varied and diverse, ranging from undeveloped woodlands at its headwaters to intense developed, city-center uses and former heavy industrial lands. The Pequonnock River has been an important commercial waterway, serving the industries that located along its navigable reaches. These commercial activities fueled the construction of the Housatonic Railroad that essentially paralleled the river. Today, about 80% of the river does not meet minimum water quality standards for recreation and habitat for aquatic life. Impairment is due to elevated bacteria levels and the result of industrial land use and urbanization. A watershed management plan was prepared that promotes riparian restoration, sustainable land uses, habitat and wildlife protection, improved water quality and education and stewardship. Travel within the watershed is dominated by the State Route 25 Expressway and the non-limited access portion of the state highway. Severe congestion occurs within the corridor and few alternate modes are available. Portions of the historic Housatonic Railroad rail bed, abandoned in late 1930s, were lost for the Route 25 Expressway. However, remaining segments were converted into a shared-use trail. Today the trail extends from Downtown Bridgeport with connections to bus, rail and ferry services to suburban communities to the north. Work on the Pequonnock River watershed management plan occurred at the same time as the final design of sections of the Pequonnock River Trail. Coordination of these two projects became a critical task with the intent to use the construction of the trail as way to implement projects consistent with the watershed plan. The design engineer for the trail project worked closely with the consultant to the watershed management plan committee. The result of this collaboration was integration of objectives and identification of actions that implement recommendations of two planning efforts. Specifically, the trail project will remove non-native, invasive vegetation, restore and repair riparian buffers, use permeable material for the trail surface, install rain gardens for storm water control and install information signs to educate users about the river and its ecosystem. Construction and implementation of these actions is scheduled for spring 2013 and their effectiveness will be determined upon completion and over time. However, the trail project already highlights how transportation planners and engineers can partner with natural resource agencies on efforts to restore the water quality of the Pequonnock River. While transportation projects often place stresses on the natural environment, this project illustrates that an alternative transportation mode can achieve both mobility and ecological resiliency. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Environmental policy KW - Environmental protection KW - Financing KW - Habitat (Ecology) KW - Pequonnock River KW - Restoration ecology KW - Runoff KW - Stream restoration KW - Trails KW - Water quality management KW - Watersheds KW - Wildlife UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper202A_Bidolli_Nielson.pdf UR - https://trid.trb.org/view/1345841 ER - TY - CONF AN - 01557954 AU - Draycott, Paul AU - Carruthers, Brenda AU - Marton, April AU - Gilson, Josephine AU - Reinders, Harry AU - North Carolina State University, Raleigh TI - Standardization of the Design and Construction of Aquatic Compensation Measures PY - 2013 SP - 28p AB - For many years, the Ontario Ministry of Transportation has specified the protection and rehabilitation of, and compensation for impact to, the ecology of fish and aquatic habitat on a non-standard basis in construction contracts. Within the MTO’s five regions, excessive diversity of project-specific approaches and design was occurring. What the authors found is that the continuous use of project-specific operational constraints and item specific mitigation and compensation measures has resulted in a proliferation of inconsistent, unproven and often expensive methods. This has left the Ontario Ministry of Transportation as owner, the regulatory agencies as approvers, as well as design consultants and construction contractors, all with a significant level of uncertainty in terms of design effectiveness, constructability and construction costs, and the chance of success and reproducibility of the ecological measures being used. Furthermore, the Ontario Ministry of Transportation’s policy is to restrict the implementation of constructed aquatic ecological mitigation and compensation measures to land owned by the Ontario Ministry of Transportation, typically the highway right-of-way. This limitation places an increased importance on the proposed measures’ effectiveness and proper implementation. The Ontario Ministry of Transportation’s current practices, methods and designs were analyzed and a constructability review was performed to determine the potential to standardize fish and aquatic habitat design and construction specifications and the need to update the associated guidance to designers. This technical paper analyzes the effectiveness of the myriad of the Ontario Ministry of Transportation’s project-specific operational constraints and item specific mitigation and compensation measures and synthesizes these down to the critical few measures that can be implemented within the Ontario Ministry of Transportation’s land ownership and that provide the maximum benefit to the protection of aquatic ecosystems impacted by transportation infrastructure. The paper goes on to describe the process of standardization of design and construction protocols to ensure that those measures identified as standards can be implemented with certainty of effectiveness and cost. The authors also explore where the standardized construction specifications have the potential to add other value to ecosystem preservation in the transportation infrastructure. They found that standardizing construction design and methodologies for ecological measures provides a basis for general contractors to understand the construction methodologies and rationale behind them which is envisioned to develop new construction skills within the contracting industry and promote the industry as a partner in transportation ecology. The outcomes of this study produced a suite of Ontario Provincial Standard Specifications to provide for the protection and rehabilitation of fish and aquatic habitat for use in contract tender documentation and updated designer guidance and direction in the creation of contract design documentation. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Aquatic life KW - Conservation KW - Construction KW - Contract administration KW - Contracts KW - Design KW - Ecosystems KW - Fishes KW - Highway transportation KW - Ontario Ministry of Transportation KW - Standardization UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper107C_Draycott_et_al.pdf UR - https://trid.trb.org/view/1345733 ER - TY - CONF AN - 01557953 AU - Rosell, Carme AU - Fernández-Bou, Marc AU - Camps, Ferran AU - Boronat, Carles AU - Navas, Ferran AU - Martinez, Mercè AU - Sorolla, Antoni AU - North Carolina State University, Raleigh TI - Animal-Vehicle Collisions: A New Cooperative Strategy Is Needed to Reduce the Conflict PY - 2013 SP - 14p AB - Animal-vehicle collisions are a major issue for traffic safety. Despite the measures applied to reduce the conflict, the numbers of accidents involving wildlife are still increasing in many European countries. Wild ungulates (mainly roe deer and, in Mediterranean countries, wild boar) are often involved in accidents. The road and environment administrations of the regional government of Catalonia (northeastern Spain) are carrying out a project that includes i) data collection on accidents involving animals, ii) the identification by GIS analysis of spatial clusters of accidents caused by animals (Kernel density estimation), and iii) the design and application of measures to reduce accidents at road hotspots. In 2007, an analysis was carried out of data from 3,057 accidents involving ungulates registered in the period 2000-2006. The data have now been updated and 6,123 animal-vehicle collisions registered from 2007 to 2011 have been analyzed. The effectiveness of measures applied at several hotspots that were identified 5 years ago has also been evaluated. Some of the most effective measures to reduce the conflict have been the construction of wildlife passages combined with perimeter fences along main roads. However, these measures are frequently not applicable to secondary roads with low traffic intensities, where signs to raise awareness, speed limits or verge management have been introduced. Nevertheless, there has not been such a great reduction in the number of accidents involving wildlife on secondary roads. A strategy for the management and reduction of the risk of animal-vehicle collisions must focus on stakeholders as well as on measures applied to roads. Traffic police who register accident data could help to improve the collection procedures that are the basis for correct identification and prioritization of the most conflictive points. Environmental administrations dealing with big game species and hunters must also be involved, as the management of deer and wild boar populations can also help to reduce the conflict. Transport and environment authorities take part in the design of local measures to be applied at the most conflictive points. Last but not least, drivers are key stakeholders because their awareness and behavior is a strategic factor in avoiding collisions. A new collaborative approach is the basis for improving practices to mitigate the conflict in the network of secondary roads. Sharing knowledge can help to identify the most innovative solutions. In addition, communication campaigns can contribute to achieving driver cooperation. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Catalonia (Spain) KW - Crashes KW - Deer KW - High risk locations KW - Traffic mitigation KW - Traffic safety KW - Wildlife UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper206B_Rosell_at_al.pdf UR - https://trid.trb.org/view/1346136 ER - TY - CONF AN - 01557952 AU - Cramer, Tim AU - North Carolina State University, Raleigh TI - A Get-R-Done Approach for Construction and Maintenance Project Actions PY - 2013 SP - 15p AB - Transportation projects affect the environment. Most transportation projects require permits and approvals by regulatory agencies before construction. Obtaining these permits and approvals often takes considerably longer than the actual construction project. A partnership was developed between the Idaho Transportation Department and federal regulatory agencies to review the road maintenance and construction program in Idaho. From this review 25 routine maintenance and construction project actions were identified and evaluated for impacts to threatened and endangered plant, animals, and habitat listed under the Endangered Species Act. The result of the partnership was a Programmatic Biological Assessment (PBA) document. This document demonstrates how conservation measures can be applied to protect listed species while streamlining and expediting the construction approval process. The PBA will save extensive time and money for the state of Idaho. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Conservation KW - Construction projects KW - Endangered species KW - Endangered Species Act KW - Habitat (Ecology) KW - Highway maintenance KW - Idaho KW - Permits KW - Road construction UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper103A_Cramer.pdf UR - https://trid.trb.org/view/1344883 ER - TY - CONF AN - 01557951 AU - Broadwell, Ann L AU - North Carolina State University, Raleigh TI - Florida Department of Transportation District Four's Wetland Mitigation Portfolio: Investing Today for Tomorrow's Transportation Improvement Projects PY - 2013 SP - 6p AB - Approaches to wetland mitigation have progressed greatly, from being a roadside scrape down area planted with wetland vegetation to a private industry. These changes to wetland mitigation have been in response to the desire to accelerate project delivery and conduct business in a fiscally responsible manner. The Florida Department of Transportation’s (FDOT) Wetland Mitigation Program is a central component of FDOT's project delivery process. Compliance with laws and goals represents a chief component of the agency's state and federal responsibilities and is also a requirement for most state and federal permits and approvals. Late identification and understanding of the need for wetland mitigation can create unnecessary project delivery delays. With over 11 million acres of wetlands, the number of transportation improvement projects that require wetland mitigation has challenged FDOT to be creative in how to best provide mitigation. The State protects wetlands by regulating development in wetland areas, acquiring wetlands and land adjacent to wetlands, and requiring local governments to produce long-range plans for wetland protection. Because FDOT is able to cost effectively provide wetland mitigation, the agency is able to enhance its ability as a Department to meet both of the objectives it has as the State Transportation Agency – to deliver a safe and efficient transportation system while encouraging the economic growth and quality of life of the State's communities, citizens, and visitors. This conference is an opportunity to share this information with others in the industry. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Florida Department of Transportation KW - Long range planning KW - Regional planning KW - Restoration ecology KW - Stream restoration KW - Wetland conservation KW - Wetlands KW - Wetlands Mitigation Program UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper202B_Broadwell.pdf UR - https://trid.trb.org/view/1345844 ER - TY - CONF AN - 01557950 AU - Langton, Tom AU - Petrovan, Silviu AU - North Carolina State University, Raleigh TI - ENPARTS: A European Wide Initiative to Protect Herpetofauna From Transport Systems PY - 2013 SP - 11p AB - In Europe amphibians represent as much as 90% of road carcasses and several populations have recently become extinct due to unsustainable traffic mortality. Mitigation measures often suffer from badly designed or implemented solutions, exacerbated by insufficient monitoring or inadequate targets. In 2012 organisations from European countries including Denmark, France, Germany, Hungary, Lithuania, Netherlands, Poland, Portugal, Spain, Switzerland, UK have initiated the creation of a network that can bring together best scientific practice and advice named ENPARTS-European Network for the Protection of Amphibians and Roads from Transport Systems. It aims to “cooperate to carry out all possible measures to inform and to promote best practice in amphibian and reptile road ecology and conservation and to stimulate ways to minimise the negative impacts of transport systems on herpetofauna and their habitats in Europe.” The work includes promoting restoration and creation of new wetlands and clean freshwater areas. Initial positive and negative themes coming from meetings and workshops are summarised as are initial findings from a UK project developing camera methodology for monitoring small tunnel use by amphibians and other small animals. Future programmes of work including one based in eastern Europe are being planned and new participants and correspondents are welcomed. ENPARTS has an aim to establish a web-based presence as soon as resources allow this to become sustainable in the medium term. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Amphibians KW - Crashes KW - Environmental protection KW - Europe KW - Habitat (Ecology) KW - Road kill KW - Tunnels KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper105C_Langton_Petrovan.pdf UR - https://trid.trb.org/view/1345674 ER - TY - CONF AN - 01557949 AU - Nyberg, Roger G AU - Gupta, Narendra K AU - Yella, Siril AU - Dougherty, Mark AU - North Carolina State University, Raleigh TI - Monitoring Vegetation on Railway Embankments: Supporting Maintenance Decisions PY - 2013 SP - 18p AB - The national railway administrations in Scandinavia, Germany, and Austria mainly resort to manual inspections to control vegetation growth along railway embankments. Manually inspecting railways is slow and time consuming. A more worrying aspect concerns the fact that human observers are often unable to estimate the true cover of vegetation on railway embankments. Further human observers often tend to disagree with each other when more than one observer is engaged for inspection. Lack of proper techniques to identify the true cover of vegetation even result in the excess usage of herbicides; seriously harming the environment and threatening the ecology. Hence work in this study has investigated aspects relevant to human variation and agreement to be able to report better inspection routines. This was studied by mainly carrying out two separate yet relevant investigations. First, thirteen observers were separately asked to estimate the vegetation cover in nine images acquired (in nadir view) over the railway tracks. All such estimates were compared relatively and an analysis of variance resulted in a significant difference on the observers’ cover estimates (p<0.05). Bearing in difference between the observers, a second follow-up field-study on the railway tracks was initiated and properly investigated. Two railway segments (strata) representing different levels of vegetation were carefully selected. Five sample plots (each covering an area of one- by-one meter) were randomized from each stratum along the rails from the aforementioned segments and ten images were acquired in nadir view. Further three observers (with knowledge in the railway maintenance domain) were separately asked to estimate the plant cover by visually examining the plots. Again an analysis of variance resulted in a significant difference on the observers’ cover estimates (p<0.05) confirming the result from the first investigation. The differences in observations are compared against a computer vision algorithm which detects the "true" cover of vegetation in a given image. The true cover is defined as the amount of greenish pixels in each image as detected by the computer vision algorithm. Results achieved through comparison strongly indicate that inconsistency is prevalent among the estimates reported by the observers. Hence, an automated approach reporting the use of computer vision is suggested, thus transferring the manual inspections into objective monitored inspections. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Computer vision KW - Embankments KW - Inspection KW - Maintenance of way KW - Monitoring KW - Railroad tracks KW - Railroads KW - Vegetation control UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper103C_Nyberg_at_al.pdf UR - https://trid.trb.org/view/1344913 ER - TY - CONF AN - 01557948 AU - Stenlund, Dwayne AU - North Carolina State University, Raleigh TI - Implementing Environmental Commitments and Requirements into Drilled Shaft and Pile Test Program for Final Design and Program Delivery of the Controversial Minnesota/Wisconsin St. Croix River Bridge Project. Lessons Learned for Design Plan Delivery of Environmental Constructability PY - 2013 SP - 19p AB - The drilled shaft and pile test program was let for construction activities in May 2012 to collect soil bearing data for bridge pier location and ultimate design of a new river bridge crossing. This involved installing multiple sized metal shafts up to 140 feet below the surface elevation of the river in two locations. The scope of work was to expedite a 2013 project letting of a bridge within a scenic and wild designated river. All construction projects that disturb an acre or more of land, or is part of a common plan of development, must follow the Environmental Protection Agency (EPA) permitting process. The EPA can delegate the National Pollutant Discharge Elimination System (NPDES) permit to the individual state. In Minnesota, a Storm Water Pollution Prevention Plan (SWPPP) must be developed by the land or project owner and the contractor implements the plan. A significant design issue was how to incorporate various river work permits, storm water discharge permits and all the environmental commitments into bid documents and construction plans. The construction program utilized the SWPPP to incorporate all the environmental requirements of pollution controls on land and water, wildlife, decontamination, navigation, cultural and natural resources. The construction plan ultimately contained 11 sheets, only one of which was the SWPPP narrative, plus hundreds of typical contract specification pages. This paper describes the regulatory issues, environmental impacts prevention and construction process plan development for drilled shaft and pile test program within the St Croix River for completing engineering studies of foundation design. Implementation of the environmental commitments were developed using the NPDES Construction Storm water pollution prevention discharge permit framework that incorporates plan narratives, detail drawings for contractor installation of best management practices and rapid plan amending methods based on field conditions. Lessons learned in the drill and test shaft operations are being applied to the actual bridge construction plan for contractor implementation. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Best practices KW - Bridges KW - Drilled shafts KW - Environmental impacts KW - Environmental protection KW - Piles (Supports) KW - Regulatory constraints KW - St. Croix River UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper208A_Stenlund.pdf UR - https://trid.trb.org/view/1346194 ER - TY - CONF AN - 01557947 AU - Schmid, John J AU - North Carolina State University, Raleigh TI - Biodiversity Information for Decision-Makers: A Conservation Partnership in New York PY - 2013 SP - 14p AB - The New York Natural Heritage Program (NYNHP) tracks over 12,500 locations of rare and endangered species and significant natural communities in New York in a complex tabular and spatial database format. The New York State Department of Transportation (NYSDOT) is responsible for approximately 15,000 miles of highways in the state, of which about 8,300 miles intersect with NYNHP rare species and natural community locations. NYNHP has for years provided NYSDOT with Geographic Information Systems (GIS) digital spatial data of its precise locations. However, knowing these locations is of limited benefit if the data users don’t know exactly what kind of habitat is used by that species or how DOT activities could impact it. It had become apparent to both partners that many NYSDOT staff, including those making decisions that could potentially result in on-the-ground impacts to biodiversity, had little awareness of the NYNHP dataset, nor how to interpret and apply the data to their daily operations. To address this gap in understanding, NYSDOT funded a 5-year project entitled Biodiversity Information for Decision-Makers (BIDM). The overall objective of this project was to provide NYSDOT with powerful new conservation tools that would assist their staff in both project site-level planning and planning in a broader context. These new tools should help staff make better decisions about how to design and modify activities that might affect rare species and natural communities. This objective was achieved through three primary procedures: 1) Improved mapping of selected Heritage locations; 2) Modeling the landscape surrounding known Heritage locations (Important Areas); and 3) Creating online fact sheets of NYNHP’s listed species and communities (Conservation Guides). Over 400 Natural Heritage locations were screen-digitized to increase the precision of their spatial representation, and these locations were an essential input for the next procedure, Important Area modeling. Important Areas (IAs) are the areas around known observed locations that have conservation importance, and are modeled by enlarging or buffering the observation locations based on natural history requirements of a species, species guild, or natural community. For example, while a turtle might have only been observed in a specific wetland, the IA would also include upland habitat that the turtle needs for breeding and for dispersing between wetlands. Forty-seven (47) IA models (automated in Python script tools in ArcGIS) have been developed in New York State through this project. GIS datasets of Natural Heritage locations and of IAs, along with documentation and training in applying them, have been provided to NYSDOT staff having direct responsibility for potential ecological impacts on the ground. NYNHP has also posted on its public website online “Conservation Guides” for over 200 rare species and natural communities. These guides provide concise, easily accessible information about habitat, why the species and ecosystems are rare, threats to their viability, management considerations, and other information that NYSDOT planners and managers can use to make informed decisions regarding land use, natural resources, and transportation infrastructure. The guides offer insight that translates a catalogue of NYNHP locations into a conservation tool understandable to anyone. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Biodiversity KW - Conservation KW - Databases KW - Ecosystems KW - Endangered species KW - Geographic information systems KW - Habitat (Ecology) KW - New York (State) KW - New York State Department of Transportation UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper105B_Schmid.pdf UR - https://trid.trb.org/view/1345673 ER - TY - CONF AN - 01557946 AU - Freitas, Simone R AU - Sousa, Cláudia O M AU - Bueno, Cecilia AU - North Carolina State University, Raleigh TI - Effects of Landscape Characteristics on Roadkill of Mammals, Birds and Reptiles in a Highway Crossing the Atlantic Forest in Southeastern Brazil PY - 2013 SP - 11p AB - In North Hemisphere countries, collisions with large-sized mammals could cause serious accidents, including loss of human lives or substantial material damages for the driver. In contrast, in tropics, there is less large-sized wildlife hit by vehicles than small ones and thus the damages and human losses should be lower. However, the diversity of species killed by collisions with vehicles is higher in the tropics, and thus the conservation issues become more relevant than security ones, especially near protected areas. Herein the authors propose a community approach to identify priority sites to apply road kill mitigation measures. This work aims to evaluate the effects of adjacent landscape characteristics on vertebrate road kills. The study was done during three years in the BR-040 highway, from km 125.2 in Rio de Janeiro State to km 773.5 in Minas Gerais State, Southeastern Brazil. Along this 180.5 km stretch, BR-040 crosses two protected areas through the Brazilian Atlantic Forest mountains, whose main native vegetation cover is composed of tropical rain forest. This stretch of BR-040 is a 4-lane highway under management of a private company, called Concer. The Concer employees were trained by Dr. Cecilia Bueno, through her project, called “Wildlife Paths”, to record road kills 24h a day, resulting from a 50km/h speed on average. The landscape characteristics around each road kill were quantified (urban area, forest cover, herbaceous cover, crop fields) in three distances (1 km, 5 km and 10 km) to evaluate the effect of scale on models. The distance to the nearest river was also measured. Logistic regression models were designed using presence/absence of road kills as dependent variables and landscape characteristics as independent variables, which were selected by Akaike’s Information Criterion. Almost three hundred road kills were recorded during the three-year study on the BR-040 highway, representing to 1.50 road kills/km/year: 58% mammals, 33% birds and 9% reptiles. There were 72 species recorded, 40 species of birds, 24 of mammals and 8 of reptiles. River proximity and herbaceous vegetation cover were associated to most road killed vertebrate groups. For all species and for mammals, road kills were associated with river proximity, whereas for large and arboreal mammals, reptiles and owls, road kills were associated to higher herbaceous vegetation cover. Birds road kill did not show a clear relation to landscape characteristics. The association between river proximity and road kill of all species and of mammals indicates that rivers may be a preferential route for them. In a mountain, rivers are located in valleys and represent food and water sources, and also an easier way to move in forests. The relationship found between large and arboreal mammals, reptiles and owls with higher herbaceous vegetation cover could represent habitat for some groups and a matrix for others, but for both the highway crosses their habitat or their route in the matrix leading to road kill. Some mitigation measures were suggested and some already done, such as installation of signs, fences and underpasses. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Birds KW - Brazil KW - Crashes KW - Mammals KW - Reptiles KW - Road kill KW - Roadside flora and fauna KW - Vegetation UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper201D_Freitas_at_al.pdf UR - https://trid.trb.org/view/1345840 ER - TY - CONF AN - 01557945 AU - Dreier, Jeff AU - Bakeman, Mark AU - Carey, Marion AU - North Carolina State University, Raleigh TI - Better Biological Assessments for Transportation Projects: Training and Guidelines for Authors PY - 2013 SP - 12p AB - In today’s regulatory environment, efficient and detailed preparation of Endangered Species Act (ESA) Section 7 biological assessments (BAs) is critical to any state or local transportation agency and its project planning. The combination of federally funded or permitted transportation projects and the potential presence of federal-listed animals and plants and designated critical habitats typically results in the preparation of a BA. An incomplete or otherwise inadequate BA can result in project delays and increased costs. The Washington State Department of Transportation (WSDOT) and federal transportation and ESA regulatory agencies have come to agreement on how to conduct certain analyses associated with a BA. Since 2002, WSDOT has provided training, guidelines, and other resources to teach individuals how to complete these approved BA analytical procedures and protocols. The centerpiece of the training is the WSDOT Biological Assessment Preparation Advanced Training Manual, which provides a BA outline and specific instructions addressing each section of the BA. WSDOT provides an annual multi-day training course for consultants, and other state and federal agency staff that prepare or review BAs. Individuals are provided detailed training in the preparation of all sections of the BA, including complex transportation project issues associated with action area definitions, terrestrial/aquatic noise, stormwater impact assessments, and species effect determinations. Individuals are tested and those that pass the course are considered “trained and qualified” to prepare BAs for WSDOT. However, the skills acquired can be applied to the preparation of BAs for other transportation agencies and most non-transportation situations. Qualified preparers are required to attend requalification training every two years. WSDOT provides post-training support by posting relevant updates on dedicated internet and intranet sites. The internet site provides a current BA Preparation Advanced Training Manual, and information on recent listing actions, new monitoring requirements, and the emerging issues of noise and its effects on terrestrial and marine species. By standardizing basic BA preparation, authors understand agency expectations and are aware of the specific effects of transportation projects on species listed under the federal ESA. The training increases draft BA quality, facilitating the internal review process. WSDOT has trained BA authors from Washington, Oregon, California, Utah, Idaho, and Montana, and its dedicated internet site continues to provide relevant information for anyone involved in preparing a BA. Using a similar standardized approach and training, other state and local transportation agencies throughout the United States can tailor BA preparation to efficiently address existing and emerging endangered species issues within their jurisdictions. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Endangered species KW - Endangered Species Act KW - Evaluation and assessment KW - Guidelines KW - Manuals KW - Training KW - Transportation departments KW - Washington State Department of Transportation UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper107A_Dreier_et_al.pdf UR - https://trid.trb.org/view/1345732 ER - TY - CONF AN - 01557944 AU - Gates, Judy C AU - Hebson, Charles AU - Van Dusen, Deane AU - North Carolina State University, Raleigh TI - Large Scale Mitigation for Small Scale Projects: A Case Study PY - 2013 SP - 11p AB - Transitioning from site-specific to landscape-scale mitigation for transportation-related impacts has been broadly supported by resource and regulatory agencies as well as conservation entities in recent years. However, shifting to a landscape, or ecosystem, scale can be an imposing proposition after decades of project-by-project decision-making. This paradigm shift requires agency representatives to step outside of typical evaluation processes and mindsets, which entails time and individual fortitude. The Maine Department of Transportation (MaineDOT) has found that despite agency-level willingness, when faced with a landscape or ecosystem level mitigation proposal, reviewing agencies often cannot embrace the reality of mitigating on a large scale in advance of often undefined, site-specific impacts. MaineDOT’s experience with state-wide, single applicant mitigation banking provides a case study that exemplifies some of the challenges associated with trying to provide proactive mitigation on a broad scale for smaller scale capital and maintenance projects. Restoration of Sherman Marsh, a tidal salt marsh in Midcoast Maine, began with the failure of a dam under a MaineDOT bridge in 2005 following a severe rain event. Catastrophic dam failure created both risk and opportunity. Risk in that the bridge was now susceptible to scour from regular tidal flushing and opportunity for one of the largest salt marsh restorations on the East Coast. This presentation will walk through the decision-making on the restoration, from in-the-moment decision-making about whether to reconstruct the dam, to controversies faced with surrounding landowners about the conversion from fresh to salt water, to the negotiation with regulatory and resource agencies about adding this site to MaineDOT’s statewide federal mitigation bank. This dynamic and unfolding process illustrates the challenges faced and opportunities presented when a state DOT undertakes landscape-scale salt marsh restoration while considering both infrastructure and ecosystem functions. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Ecosystems KW - Environmental impacts KW - Highway bridges KW - Maine Department of Transportation KW - Marshes KW - Restoration ecology KW - Scour KW - Wetland conservation KW - Wetlands UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper103B_Gates_et_al.pdf UR - https://trid.trb.org/view/1344912 ER - TY - CONF AN - 01557943 AU - Gist, Jessica AU - Ogonowski, Mark AU - North Carolina State University, Raleigh TI - Using GIS Models to Conserve Habitat Connectivity for Wildlife: San Francisco Peaks – Mogollon Rim Linkage Design PY - 2013 SP - 20p AB - As western communities grow, roads, urbanization, railways, alternative energy facilities, and utility corridors create barriers that can isolate wildlife populations and disrupt critical ecological processes. Habitat fragmentation can be mitigated by conserving large wildland areas connected by wildlife linkages. GIS-based linkage models offer a useful complement to empirical approaches such as telemetry by identifying multispecies movement areas and can help guide siting of crossing structures and other mitigation actions. To maintain wildlife habitat connectivity in northern Arizona the Arizona Game and Fish Department (AGFD) in collaboration with Coconino County developed a linkage design for an area of high conservation priority. In 2008 and 2009 wthe authors convened a diverse group of stakeholders with backgrounds in planning, wildlife biology and management to identify important wildlife movement areas. Stakeholders prioritized grassland and forest habitats linking two large areas of USFS-administered lands between the cities of Flagstaff and Williams, Arizona. The authors used least-cost corridor modeling (described at www.corridordesign.org) to identify corridors that will maintain wildlife movement between the San Francisco Peaks and the Mogollon Rim across Interstate Highway 40. They identified 11 focal species known to inhabit both wildland blocks and obtained expert information on habitat use to build habitat suitability models in ArcGIS. The authors then generated least-cost corridors using the habitat suitability outputs. Utilizing field investigations and empirical data they validated and refined the corridor models, united them in a multiple species linkage design, and identified potential locations for mitigation and restoration actions. The linkage design includes three strands serving multiple focal species. These strands include lands under diverse ownership including public lands administered by the U.S. Forest Service and other agencies. Comparison of modeled focal species corridors with available location data including Arizona Game and Fish Department large mammal telemetry datasets provided a high degree of validation for the modeling approach and was used to refine the draft model to produce a final linkage design. The authors are exploring possible applications of their linkage design to regional connectivity conservation and mitigation efforts with government, agency, private, and non-governmental partners. The project yielded a linkage design serving diverse species of wildlife including some not easily studied or typically considered in highway connectivity projects. The results do not supplant but provide an important complement to empirical studies of wildlife movements, and have been integrated with AGFD’s ongoing collaboration with the Arizona Department of Transportation to improve wildlife connectivity along Interstate 40 and other major roadways. Integration of empirical data with GIS-based linkage designs provides a powerful way to mutually validate each approach and to extend connectivity planning beyond those species for which data are available. The authors recommend this synergistic approach to conserving connectivity for wildlife for other important wildlife movement areas which the Arizona Game and Fish Department is actively pursuing in other areas of the state. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Animal migrations KW - Arizona KW - Geographic information systems KW - Habitat (Ecology) KW - Telemetry KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper209A_Gist_Ogonowski.pdf UR - https://trid.trb.org/view/1346283 ER - TY - CONF AN - 01557942 AU - Sprague, Scott AU - Gagnon, Jeff AU - Boe, Sue AU - Loberger, Chad AU - Schweinsburg, Ray AU - North Carolina State University, Raleigh TI - An Evaluation of Pronghorn (Antilocapra Americana) Permeability Associated with Transportation Right-Of-Way Fence Characteristics in Northern Arizona PY - 2013 SP - 10p AB - Previous studies have documented that fenced roads can be substantial barriers to pronghorn movements. In order to evaluate the effects of fenced roads and specific fence characteristics on pronghorn connectivity, the authors outfitted 37 pronghorn with GPS collars between January 2007 and December 2008, generating 121,000 locations prior to right-of-way (ROW) fence treatments. Select sections of pasture fence within the target area were improved to meet pronghorn-friendly guideline specifications (3 barbed strands with a smooth raised bottom wire and “goat-bar” crossings). The ROW fence was removed from the 3.4-km portion of US 89 that passes through Wupatki National Monument, which is closed to livestock grazing. Another 0.5-km stretch of fence was moved away from the road. Large sections of fence remained untreated. The authors outfitted another 17 pronghorn with GPS collars between November 2008 and December 2010, generating an additional 58,500 locations to collect post-treatment movement data. To create a time-sensitive dataset of fence classes, fences within the study area were inventoried and classified according to characteristics (height, wire type, condition, etc.) and time/type of modifications. The authors tabulated pronghorn crossing rates and evaluated permeability by comparing ratios of crossing rates to availability for each fence class, including a no-fence control line. Temporal patterns of fence-crossing hotspots were evaluated with a focus on areas that underwent mitigation modifications during the study. Pronghorn were found to cross the no-fence control lines twice as often as actual fences, suggesting that the fences were indeed a barrier to pronghorn movements. There was a significantly higher proportion of crossings in fence sections with a bottom wire height of 16” or higher. There was an increase in crossings of the highway after ROW fencing was removed. There were significantly more crossings than expected at sections of set-back ROW fence that were 200m to 400m from the highway, lending empirical support to the hypothesis that staging areas between fences and low-traffic highways facilitate road crossings. These findings indicate that fences with at least 16” of clearance under the bottom wire, that are pulled back from the roadside, or that are removed altogether, where possible, could repair connectivity in the northern Arizona pronghorn meta-population over the short-term. The results of this study have led to a cooperative effort to implement these temporary mitigations in key areas. As traffic levels increase toward projected volumes, long-term solutions such as overpasses and/or raised viaduct underpasses must be implemented in order to maintain an intact landscape. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Animal migrations KW - Arizona KW - Fences KW - Habitat (Ecology) KW - Pronghorn antelope KW - Right of way (Land) KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper201C_Sprague_at_al_Formatted.pdf UR - https://trid.trb.org/view/1345790 ER - TY - CONF AN - 01557941 AU - Baxter-Gilbert, James AU - Lesbarrères, David AU - Litzgus, Jacqueline D AU - North Carolina State University, Raleigh TI - On the Road Again: Measuring the Effectiveness of Mitigation Structures for Reducing Reptile Road Mortality and Maintaining Population Connectivity PY - 2013 SP - 19p AB - Wildlife is negatively impacted by roads, and reptile populations are no different. Highway 69 connects southern and northern Ontario by running along the eastern Georgian Bay Coast, one of Canada’s richest areas of reptile biodiversity and a new 4-lane section has been designed to include mitigation structures intended to lessen the detrimental effects this major roadway poses to numerous Species-at-Risk (SAR) reptiles. The authors used a Before-After-Control-Impact-Paired (BACIP) study design to compare reptile abundance on the non-mitigated 2-lane highway (1 May to 5 June 2012) to that on the new, mitigated 4-lane highway (1 May to 5 June 2013). In both years of the study, a control site without any mitigation measures was also monitored. Radio telemetry, automated PIT-tag readers, and wildlife cameras were used to monitor reptile movements around road, and examine the use of population connectivity structures (e.g., ecopassages). Additionally, a willingness to utilize (WTU) experiment was conducted to assess turtle responses to the connectivity structures. The authors' preliminary findings show no difference in the abundance of turtles and snakes found on the highway between the non-mitigated and the mitigated highways, suggesting that the present design of reptile fencing was not effective. Although the ecopassages have been used by reptiles, the crossing rates the authors observed were much lower than those reported in the literature. The authors make several recommendations regarding improving the effectiveness and reliability of highway mitigation measures. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Before and after studies KW - Evaluation KW - Fences KW - Habitat (Ecology) KW - Highway safety KW - Ontario (Province) KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper104D_BaxterGilbert%20_et_al.pdf UR - https://trid.trb.org/view/1345556 ER - TY - CONF AN - 01557940 AU - Marinovich, Melissa AU - Stansberry, Brooke AU - Maiefski, Melissa AU - Jurgens, Jason A AU - North Carolina State University, Raleigh TI - Nebraska's "The Matrix Reloaded!": Joint Regulatory Compliance and Agency Collaboration for Streamlined Transportation Project Delivery and Effective Environmental Resource Protection PY - 2013 SP - 6p AB - After finalizing the Nebraska “Matrix” programmatic process in 2012, the “Matrix” would next undergo a new revolution, a “Matrix Reloaded” effort. Part of the “Matrix Reloaded” effort included a joint agency review to evaluate the effectiveness of the tools and implementation of the previous “Matrix” process. This was done through a random sample assessment of projects over a seven month time frame. These projects had been assessed under the current Programmatic Agreement (PA) and approved by Nebraska Department of Roads (NDOR) with no resource agency review. Based on this joint review, it was determined that the process was working as expected, and some additional tweaks were made to further improve efficiency and effectiveness. In addition to the “Matrix” process successfully being implemented, the agency team identified that procedures were still not in place for demonstrating compliance with other regulations such as the Migratory Bird Treaty Act (MBTA), the Bald and Golden Eagle Protection Act (BGEPA), Fish and Wildlife Coordination Act (FWCA) or the Section 404 of the Clean Water Act. Another active “Matrix Reloaded” effort now includes the development and action plan for completing Appendices that would address other biological considerations such as invasive species, contractor borrow, wetlands, migratory birds, wildlife connectivity, etc. These jointly developed compliance procedures will be amended to the existing agreement (PA) upon their completion. This work is a good example of how transportation and the resource agencies can work cooperatively in a collaborative manner to achieve conservation of natural resources. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Compliance KW - Conservation KW - Construction projects KW - Cooperation KW - Environmental protection KW - Natural resources KW - Nebraska Department of Roads KW - Project delivery UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper106C_Marinovich_et_al.pdf UR - https://trid.trb.org/view/1345729 ER - TY - CONF AN - 01557939 AU - Reddy, Sangeeta AU - North Carolina State University, Raleigh TI - Tennessee Department of Transportation (TDOT) Statewide Environmental Management System (SEMS) PY - 2013 SP - 10p AB - The objective of the Statewide Environmental Management System (SEMS) is to coordinate, develop, and implement a streamlined enhanced transportation management system resource that is transparent, seamless, accessible, timely, and supportive of Tennessee Department of Transportation (TDOT) and its partners’ transportation project delivery for the citizens of Tennessee. “SMART Delivery” is a TDOT’s approach to providing transportation services to the driving public in Tennessee through a streamlined, manageable, accountable, responsible and transparent (SMART) project delivery process. The basic principle of this new approach is simple: work smart and get it right the first time. This can be easier said than done, but it is possible. The department started paving the way in 2006 to accomplish SMART Delivery though various initiatives focused on improving performance without compromising environmental stewardship and while enhancing stakeholder involvement. SEMS is one of these initiatives envisioned to be a comprehensive group of processes that will streamline TDOT’s project delivery process by connecting the stakeholders in each phase of project development from Long Range Planning to Maintenance. SEMS will deploy a shared Geographic Information System (GIS) with analysis tools, a workflow/tracking application for the transportation decision‐making processes, and the organizational change management initiatives to facilitate the implementation of the new processes throughout TDOT and in partnership with the appropriate local, state and federal agencies. SEMS is envisioned to establish a collaborative approach and tools to facilitate an enhanced transportation decision-making process from project inception through delivery and maintenance. Specifically the benefits include the following: i) Provides a transparent project delivery process in a digital environment; ii) Facilitates decision making through wizard driven workflows; iii) Provides a mechanism configurable to user’s workflow to advance work products through the delivery process; iv) Supports collaboration both externally and internally and provides continuity between TDOT functional groups; v) Provides spatial analysis tools and facilitates data sharing through GIS Data Clearinghouse; vi) Adds efficiency through pre-population of data in “fill-able” forms; vii) Supports TDOT’s SMART Delivery initiatives and ties them together; and viii) Reduces paper based tracking with an electronic tracking system. Implementation of SEMS resulting in improved communication both internally and externally will lead to enhanced business processes focused on multiagency communication and collaboration in establishing realistic time frames and working cooperatively to adhere to those time frames. This will in turn ensure a better planning and coordination to more efficiently advance a safer and effective transportation program and strengthen stewardship and oversight. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Data sharing KW - Decision making KW - Environmental Management Systems (EMS) KW - Environmental policy KW - Environmental streamlining KW - Project delivery KW - Tennessee Department of Transportation UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper106A_Reddy.pdf UR - https://trid.trb.org/view/1345676 ER - TY - CONF AN - 01557938 AU - Roberts, Tom AU - Easley, Mark AU - Houck, Jason AU - Hernandez, Hannah AU - North Carolina State University, Raleigh TI - Reducing Habitat Fragmentation Related to the Widening of State Road 40 in the Ocala National Forest and State of Florida Public Lands PY - 2013 SP - 19p AB - The Florida Department of Transportation (FDOT) District Five was tasked with evaluating highway improvements that provided increased transportation capacity and safety along a segment of State Road 40 in Central Florida (SR 40). The evaluation addressed the needs of environmentally sensitive landscapes that serve as vital wildlife habitat and corridors in an increasingly fragmented region of Florida. Beginning in 1988 and continuing through the 1990s, FDOT began multiple Project Development and Environment (PD&E) studies of capacity improvements to SR 40. Each of these efforts was eventually halted due to concerns about the potential for significant environmental impacts. The study included portions of SR 40 from west of Silver Springs in Marion County to US 17 in Volusia County, a distance of approximately 40 miles. SR 40 links Interstate 75, through the center of the State, to Interstate 95 along Florida’s east coast. SR 40 traverses public lands owned and managed by the Florida Department of Environmental Protection (FDEP) Office of Greenways and Trails and State Parks, the Florida Division of Forestry, and the United States Forest Service (USFS). The Ocala National Forest lies at the center of this segment of SR 40 and is the centerpiece of over a half million acres of publicly managed conservation lands in North Central Florida. It is a central component of key conservation corridors designed to protect important wildlife species including the Florida scrub–jay, red-cockaded woodpecker, eastern indigo snake, sand skink, and Florida black bear. In 2001, FDOT proactively took a new approach to resolving longstanding concerns and initiated a Collaborative Feasibility Study. As a part of that study, FDOT, USFS, FDEP and the Florida Fish and Wildlife Conservation Commission (FFWCC) convened to form the State Road 40 Collaborative Task Force. This group of public and private stakeholders developed a series of “Guiding Principles”, which served as a beginning point for a PD&E study. During the PD&E Study, a Wildlife Crossing Committee consisting of public lands managers, non-governmental organizations, FDOT and other interested stakeholders was established. This committee worked together to identify locations and sizes of wildlife crossings along SR 40. The PD&E study culminated in the completion of an Environmental Assessment and a Finding of No Significant Impacts currently being reviewed by the Federal Highway Administration. In 2011, design phases for the first two segments of the SR 40 corridor were initiated. The design teams continued to meet with the Wildlife Crossing Committee that was formed during the PD&E study to gain stakeholder concurrence for the proposed wildlife connectivity enhancements that will be implemented within the project corridor. The session presenters will discuss the proposed improvements to SR 40, including the process and methods used to establish the location, size, interior and exterior features, fencing, and maintenance of wildlife crossings. In addition, the multiple ancillary benefits of the project, including significant improvement of motorist safety, improved management of public lands, establishment of the Florida Black Bear Scenic Byway, secondary economic benefits of reconnecting wildlife metapopulations, and land acquisition efforts will be detailed. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Animal migrations KW - Economic benefits KW - Fences KW - Florida KW - Highway safety KW - Ocala National Forest KW - Public land KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper205A_Roberts_at_al.pdf UR - https://trid.trb.org/view/1345944 ER - TY - CONF AN - 01557937 AU - McVoy, Gary AU - Gunasekera, Kumudu AU - Sousa, Lindsey R AU - Schaffner, Philip AU - North Carolina State University, Raleigh TI - An Analytical Framework for Sustainability Analysis of Transportation Investments Across the Triple Bottom Line Using a Common Metric PY - 2013 SP - 13p AB - Investments in a more sustainable future require consideration of a comprehensive range of inter-related objectives. Transportation investment decisions affect the entire Triple Bottom Line (TBL) of economy, environment and society. Lacking some common metric, choices among competing objectives remain subject to vagaries of opinion between stakeholders. Establishment of a unifying approach to sustainability assessment is of particular importance to those seeking systematic methods for the restoration of ecological services as they relate to the existing transportation system. Benefit- cost analysis (BCA) has proven to be an effective tool for arriving at clear, transparent analytically based decisions for the optimization of investments in mobility and safety. Using monetary terms, investment benefits can be adjusted for the time value of money. In this manner, user benefits and project costs over time can be expressed in terms of “present value” to facilitate decisions and discussion. A vast body of research is available on the optimization of monetary benefits. However, environmental and social effects as addressed in environmental assessments have typically not been monetized, and are typically not included in BCA fashion. Multi-criteria analysis (MCA) approaches have been used for some time to evaluate projects. In an MCA framework, the actual measurement of indicators need not be in monetary terms, but can be based on the quantitative analysis (through scoring, ranking and weighting) of a wide range of qualitative impact categories and criteria. This approach is currently being applied in a number of emerging sustainability metrics and rating systems, and has done much to encourage and highlight the use of “best practices.” This presentation will review MCA transportation sustainability rating tools and describe an extension of BCA for the quantification and optimization of transportation program and project benefits within a TBL construct and describe a current application of the approach as applied in Minnesota. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Benefit cost analysis KW - Construction projects KW - Minnesota KW - Multiple criteria decision making KW - Strategic planning KW - Sustainable development KW - Sustainable transportation UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper202C_McVoy_et_al.pdf UR - https://trid.trb.org/view/1345845 ER - TY - CONF AN - 01557936 AU - Lee, Tracy AU - Ament, Rob AU - Clevenger, Tony P AU - North Carolina State University, Raleigh TI - Trans-Canada Highway and Dead Man's Flats Underpass: Is Highway Mitigation Cost Effective? PY - 2013 SP - 17p AB - A study of a 39 kilometer section of the Trans-Canada Highway (TCH) directly east of Banff National Park in Alberta, Canada evaluated the best locations to mitigate the effect of the TCH on the local wildlife populations and provide for reductions in wildlife-vehicle collisions (WVCs). In addition, the study conducted cost-benefit analyses to show where investments in mitigation may provide a net savings to society. Lastly, the study evaluated the cost savings associated with the development of an underpass and fencing within the study area using 6 years of pre-and post-construction data. The total number of WVCs for the study section between 1998 and 2010 was 806 or an average of 62 WVCs per year. This amounts to an average cost-to-society of $640,922 per year due to motorist crashes with large wildlife, primarily ungulates. Results indicate there are ten sites where mitigation measures would address a combination of values: local and regional conservation needs, high WVC rates, land security (can’t be developed). Of the 10 mitigation emphasis sites (MES) that were identified, five had average annual costs exceeding $20,000 per year due to WVCs making each of these an excellent candidate for cost effective mitigation measures. An analysis of a wildlife underpass with fencing at a 3 km section of the TCH within the project area near Dead Man’s Flats showed that total WVCs dropped from an annual average of 11.8 pre-construction to an annual average of 2.5 WVCs post-mitigation construction. The wildlife crossings and fencing reduced the annual average cost by over 90%, from an average of $128,337 per year to a resulting $17,564 average per year. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Benefit cost analysis KW - Cost effectiveness KW - Costs KW - Crashes KW - Fences KW - Trans-Canada Highway KW - Underpasses KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper104B_Lee_et_al.pdf UR - https://trid.trb.org/view/1345554 ER - TY - CONF AN - 01557935 AU - Huber, Patrick R AU - Thorne, James H AU - Siepel, Nancy R AU - North Carolina State University, Raleigh TI - Convergence of Green- and Blueprints: Integrating Long Range Transportation Planning and Landscape Connectivity PY - 2013 SP - 17p AB - Over the past decade, scientists, managers, and policy makers have concluded that roads can have a major impact on landscape connectivity. A number of studies have been undertaken to assess wildlife connectivity needs at various scales and locations. While some of this work has resulted in management actions designed to enhance connectivity, there are few examples of connectivity needs being integrated into transportation planning in a comprehensive way. The authors present an example of a successful integration of connectivity and other conservation needs assessments (a “greenprint”) with long range transportation planning (a “blueprint”) in the Central Coast region by the California Department of Transportation (“Caltrans”). To identify a regional greenprint, the authors integrated the results of several extensive connectivity models, as well as other conservation planning datasets and biological data. To ensure that they had a large collection of relevant datasets as well as to create early project buy-in, the authors convened several stakeholder meetings in the region. Next they integrated the current Caltrans road network, local road networks, and planned road projects into a comprehensive transportation blueprint. The greenprint and blueprint were then overlaid and areas of overlap identified. These locations were categorized based on the types of components from both plans at that location (e.g. types of road project, areas of connectivity, and core conservation areas). This classification scheme will enable appropriate planning, management, and mitigation actions to be developed moving forward. Benefits of this approach include enabling Caltrans to better address all parts of the mitigation hierarchy from avoidance to compensation in order to better manage for ecological integrity and streamline project delivery. Further, the integrated datasets will allow interested stakeholders to engage Caltrans in a successful integrated planning process, leading to better, systematic, and regional conservation efforts. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Animal migrations KW - California KW - Conservation KW - Habitat (Ecology) KW - Long range planning KW - Needs assessment KW - Transportation planning KW - Wildlife UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper205B_Huber_at_al.pdf UR - https://trid.trb.org/view/1346108 ER - TY - CONF AN - 01557934 AU - Fernández Buces, Norma AU - Santa Cruz Padilla, Samuel A AU - Jiménez Arcos, Victor H AU - López Noriega, Sergio A AU - North Carolina State University, Raleigh TI - Road Construction in Wetlands, an Opportunity to Help Increase an Endangered Amphibian Population in Mexico: A Case Study on Lerma, Mexico PY - 2013 SP - 11p AB - Road construction affects animal populations due to habitat fragmentation and organism loss. Nevertheless, when compensation measures in the Environmental Impact Statement (EIS) include habitat restoration and reproduction programs, species can strongly benefit from a road project. Sometimes there are not enough economic resources to develop conservation programs for endangered species, and the opportunity to acquire such resources on behalf of a construction budget could be a useful way to get a win-win situation; such is the case of the Lerma – Tres Marias toll highway. Controversy was the main issue when this road was planned as it crossed near a protected wetland area the “Cienegas de Lerma”. These wetlands formerly were composed of three large lagoons with great biodiversity, but for the past 40 years they have been strongly reduced and severely affected by human activities and pollution, with fauna population reduction as a consequence. A general idea was that the new road could cause severe damage to the ecosystem and there was a strong social opposition to the project in its beginnings. The EIS proved this general concept to be wrong as the project had been designed to protect the wetland environment by developing the highway as a physical barrier between the growing urban area and the wetlands. Habitat restoration and endangered species recovery programs were included as compensation measures, among other different mitigation measures intended to protect the wetland environment. These measures led to the approval of the Lerma – Tres Marias project by the environmental authorities. Coordinated actions between the road contractor and the Mexican Ministry of Ecology (SEMARNAT) through the CONANP (Protected Areas National Commission) and the authors' company had to be taken. The EIS for the highway was the tool to enforce the development of such actions, one of which considered habitat restoration and population increase of the Lerma salamander, Ambystoma lermaense, an endangered species endemic to this ecosystem, whose population has been severely reduced for the past 30 years. On December 2011, 51 salamanders were handed to the authors by a field laboratory of the University of the State of Mexico to care and reproduce. An Environmental Management Unit (UMA) had to be created to comply with Mexican regulations and enable the authors to carry out the care and reproduction program required by the environmental resolution. Being an endemic to the system, little information on the biology of the species was known and conservation in captivity conditions had to be trial-error based. By April 2011, 34 organisms had survived and the mortality rate was significantly reduced, specimens started to grow and some of them matured to reproductive stages. On March 2012 nuptial tanks were established and as a result, since November 2012 more than 660 individuals are now in the UMA, waiting to be reintroduced into the wetlands and monitored as part of the second phase of this program for full compliance of the compensation measure. These are actions that will also need to be paid by the contractor from the highway construction budget. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Amphibians KW - Ecosystems KW - Endangered species KW - Environmental impacts KW - Habitat (Ecology) KW - Mexico KW - Road construction KW - Wetlands UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper208C_FernandezBuces_et_al.pdf UR - https://trid.trb.org/view/1346282 ER - TY - CONF AN - 01557933 AU - Sielecki, Leonard E AU - North Carolina State University, Raleigh TI - Communicating the Risk of Wildlife Hazards to New Drivers in the United States and Canada with State and Provincial Driver Manuals and Handbooks PY - 2013 SP - 21p AB - Wildlife are a significant natural hazard for drivers in the United States and Canada. Over the last century, as the road and highway systems of these two nations have expanded and encroached on wildlife habitats, and the number of drivers and motor vehicles has increased steadily, the incidence of wildlife-vehicle collisions has grown dramatically. Collisions involving large ungulates, such as deer, elk and moose, usually found in rural areas in both United States and Canada, are becoming increasingly common in urban and suburban areas as urbanization expands into wildlife areas. Large species of wildlife represent formidable hazards to drivers. Currently, more than a million wildlife-related motor vehicle collisions occur in the United States alone each year, resulting in over $1US billion in damage to vehicles, 29,000 human injuries, and 200 human fatalities. The ability of drivers to deal effectively with wildlife hazards is largely dependent on driving skills, knowledge, experience and awareness of the hazards. Consequently, new drivers are extremely vulnerable to the threat posed by the presence of wildlife on and near roads and highways. For decades, the driver manuals and handbooks published by US state and Canadian provincial authorities have historically been the primary formal source of educational materials for new drivers. A review of official driver manuals and handbooks published over the last 100 years examines the variation in information provided with respect to the fundamental characteristics of wildlife hazards and basic driving techniques necessary to reduce the likelihood and severity of wildlife collisions. The evolution of wildlife-related information in these publications is traced through the decades, and the presentation of critical safety issues, such as wildlife hazard awareness and wildlife collision avoidance or collision severity reduction manoeuvres is evaluated. Review results show some states and provinces have provided extensive material and guidance to new drivers on handling wildlife hazards encountered while driving, while other states and provinces have not. The lack of consistency in communicating information about wildlife hazards has left potentially millions of drivers throughout the United States and Canada with little formal knowledge about these hazards, or safe and effective approaches to handling them. Recommendations are made for improving state and provincial driver manuals and handbooks to protect both drivers and wildlife. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Canada KW - Crashes KW - Drivers KW - Handbooks KW - Manuals KW - Roadside hazards KW - United States KW - Wildlife UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper206D_Sielecki.pdf UR - https://trid.trb.org/view/1346180 ER - TY - CONF AN - 01557932 AU - Kennedy, Kathleen AU - North Carolina State University, Raleigh TI - Visionary Conservation Planning and Community Support Brings $45 Million in Assured Funding to Wildlife Linkage Infrastructure in Pima County, Arizona PY - 2013 SP - 20p AB - For the past fifteen years, regional conservation planning has been at the forefront of land use decisions in Pima County, Arizona. In 1998, Pima County adopted the groundbreaking Sonoran Desert Conservation Plan; part of this process involved identifying “Critical Landscape Connections,” or wildlife linkages, that were particularly threatened by barriers such as highways and development. Then, in 2006, Pima County voters approved the Regional Transportation Authority (RTA) Plan, which is funded by a 20-year ½-cent sales tax and includes $45 million of dedicated monies for wildlife linkage projects. Since 2006, the RTA Wildlife Linkages Working Group, comprised of members representing all the local jurisdictions and two non-governmental organizations, has begun distributing this $45 million to an array of research projects, planning efforts, and the construction of wildlife crossings along major regional roadways. Research projects have included an investigation of appropriate fencing methods specific to wildlife in the Sonoran Desert and roadkill surveys conducted as a precursor to the siting of wildlife crossings. The Arizona Game and Fish Department also completed a detailed assessment of Pima County’s wildlife linkages in 2012. This document and associated maps will help local land-use planners identify specific wildlife linkage challenges and opportunities on local transportation projects. Thus far, the bulk of the money allocated has been to the construction of wildlife crossings along local roads and highways. These projects reflect a variety of scales, from the addition of small pipe culverts to the first wildlife overpass ever built in the Sonoran Desert. $11 million was allocated for one underpass and one overpass and associated fencing along State Route 77, the largest project funded to date. These crossings will be built by the Arizona Department of Transportation, starting in late 2013, as part of their larger project to widen a section of State Route 77 from four to six lanes. Two underpasses are currently under construction along State Route 86 on the Tohono O’odham Nation, with plans for an additional wildlife overpass approved for the future. A series of wildlife underpasses were approved for two local roadways, Tangerine Road and Silverbell Road, and will be phased into these projects when the roads are widened in coming years. Other smaller projects have rounded out the portfolio of innovative projects funded by the Working Group. Due to the adoption of the Sonoran Desert Conservation Plan and the creation of the RTA, regional and widespread support now exists for projects that address the re-connection of Sonoran Desert wildlife linkages in transportation projects. Along the way, many challenges have been overcome with local landowners and agencies. Local non-profit organizations have been essential in executing both community outreach efforts and behind-the-scenes negotiations and bridge-building that has proven crucial to the success of these projects. Despite many challenges, local planners, transportation engineers, conservationists, and the larger community are moving forward with the first plan – and an assured local funding mechanism – that addresses wildlife linkage conservation on a regional scale in the Sonoran Desert. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Conservation KW - Environmental policy KW - Financing KW - Land use planning KW - Overpasses KW - Pima County (Arizona) KW - Underpasses KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper204B_Kennedy.pdf UR - https://trid.trb.org/view/1345934 ER - TY - CONF AN - 01557931 AU - Huijser, Marcel P AU - Abra, Fernanda Delborgo AU - Duffield, John W AU - North Carolina State University, Raleigh TI - Cost Justification and an Example of Cost-Benefit Analyses of Mitigation Measures Aimed at Reducing Collisions with Capybara in São Paulo State, Brazil PY - 2013 SP - 16p AB - The authors analyzed capybara (Hydrochoerus hydrochaeris) carcass data for a highway in São Paulo State, Brazil. Capybara are frequently reported as road-kill and, because of their size and weight, they can cause substantial vehicle damage and are a serious threat to human safety. However, in addition to human safety, wildlife conservation concerns can also trigger the implementation of mitigation measures. For this paper the authors investigated a potential third argument for the implementation of mitigation measures: economics. They calculated vehicle repair costs associated with capybara-vehicle collisions based on interviews with personnel from car repair shops. In addition, the authors reviewed the effectiveness of wildlife fencing in combination with wildlife crossing structures in reducing collisions with large mammals. They then estimated the costs for four mitigation measures (fencing with and without three types of culverts). These data were used to conduct cost-benefit analyses over a 75-year period using a discount rate of 3 % to identify the threshold values (in 2012 R$) above which the four individual mitigation measures start generating benefits in excess of costs. Next the authors calculated the costs associated with capybara-vehicle collisions along a two lane highways in São Paulo State, Brazil. This calculation was spatially explicit and illustrated that the costs associated with capybara-vehicle collisions on specific locations along the highway exceed the threshold values for the four mitigation measures. The authors believe the cost-benefit model presented in this paper can be a valuable decision support tool to help select locations and implement mitigation measures that improve human safety, are likely to benefit nature conservation, and are economically justified even when based on very conservative cost-benefit analyses. The authors do stress though that the threshold values presented in this paper are based on a series of assumptions and estimates and that they should be taken as indicative values rather than exact values. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Benefit cost analysis KW - Crashes KW - Culverts KW - Economic factors KW - Fences KW - Highway safety KW - São Paulo State (Brazil) KW - Underpasses KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper104C_Huijser_et_al.pdf UR - https://trid.trb.org/view/1345555 ER - TY - CONF AN - 01557930 AU - Achiron-Frumkin, Tamar AU - North Carolina State University, Raleigh TI - Wildlife Passages and Land Use: Coordination Required PY - 2013 SP - 13p AB - Section 18 of Cross-Israel Highway (road no. 6) runs through a sensitive landscape of open countryside, mainly agricultural, with several small streams, most of which are dry more than half of the year. A careful planning process led to the construction of 4 long bridges and 2 ecoducts (one tunnel and one cut & cover). The author used a BACI monitoring scheme to assess the function of the ecoducts, with the Mountain Gazelle (Gazella gazella) selected as the main target species. Pre-construction monitoring phase was held during 2004-2005 and post-construction monitoring phase (1st stage) was held during 2010-2011. In both phases several observation methods and track beds were used. In the post-construction phase wildlife cameras were used. The main attention was given to the 150m long cut & cover ecoduct. Human use of the area surrounding the road was also recorded. A variety of species used this ecoduct, some more frequently, and some rarely. Gazelles were recorded a few times. Gazelle usage of the area surrounding the ecoduct seems to have changed before and after construction and operation: in the latter, their main activity was in a more restricted area and the observed group size decreased. Fewer animals from other species were observed in transects in the post-construction phase than before. Human activity in the area is varied. Several conflicts between human activities and conservation/ connectivity requirements were already noted at the pre-construction phase. Since then, land use in the area surrounding the road has slightly changed, with an increase in cattle and sheep grazing and in agricultural fencing of plots (small orchards and cattle grazing plots), not necessarily related to the road construction. These changes are likely to restrict the ability of the gazelles and of other wildlife to move through the landscape and make full use of the connectivity opportunities incorporated in the road. Though some improvements to the design of the ecoduct itself are recommended, a coordinated effort of several authorities regarding connectivity and land use is required to help improve the current situation. Such a coordinated effort is beyond the road managers' capabilities and is a major challenge. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Coordination KW - Cross Israel Highway KW - Habitat (Ecology) KW - Land use KW - Monitoring KW - Tunnels KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper209B-AchironFrumkin.pdf UR - https://trid.trb.org/view/1346295 ER - TY - CONF AN - 01557929 AU - Diamond, Tanya AU - Waetjen, David AU - Lacher, Iara AU - Harrold, Kathryn AU - Shilling, Fraser M AU - North Carolina State University, Raleigh TI - Prioritizing Mitigation for Interstates Using Wildlife Movement Information PY - 2013 SP - 17p AB - Many California interstates provide commuter traffic and goods movement among regions and cities through wild, protected areas. Collisions between wildlife and vehicles occur frequently, which has prompted Caltrans to seek assistance in assessing the nature, extent, and solutions to potential conflict between traffic and animals. The objectives of the study were to understand how wildlife were currently using available under-crossing structures, how wildlife in general and mule deer (Odocoileus hemionus) in particular interact with the highway and adjacent habitat, and to develop mitigation for risk reduction. Three types of wildlife observation data along 2 interstates were used to characterize wildlife movement: wildlife-vehicle collisions (WVC), images from wildlife camera traps at highway under-crossings, and deer movement patterns using GPS-collars. WVC occurrences were from Caltrans’ monitoring of carcass retrieval and disposal by Maintenance crews and opportunistic observations of carcasses by participants in the California Roadkill Observation System (http://wildlife crossing.net/california). Statistically-significant WVC hotspots were modeled using the Getis-Ord Gi* statistic, with Moran’s I being used to estimate distance bands. Beginning in July, 2011, camera traps captured still and video images at 4 street underpasses, 1 bicycle over-crossing, 5 railroad under-crossings, 6 culverts, and 10 wildlife trails adjacent to crossing structures. Species diversity and the relationship between wildlife passage and human use of structures were calculated. Twenty four female deer were tracked using GPS collars between December, 2011 and January, 2013. There was a strong negative relationship between the presence of humans hiking, driving, walking dogs, or riding bikes and the use of existing crossing structures by wildlife. In addition, there was very low species diversity observed using crossings at either interstate. Only 9 native mammal species were observed to use crossing structures at either interstate, which was not a function of camera sensitivity as they could detect movement of small lizards. Collared deer often approached and moved back and forth near the interstate. Only 5 of the 24 collared deer passed back and forth under the highway, all using the same crossing structure, a large vegetated underpass with a minor road. Mitigating WVC consists of where to act and what actions to take to reduce risk to drivers and animals. Managing conflict between vehicles and wildlife along interstates is likely to require identifying priority areas, fencing to keep deer and other animals from accessing the road surface, construction of new underpasses or enhancement of existing structures, and re-management of existing underpasses to reduce human use. Future research should focus on responses of wildlife to reduced human passage at underpasses, the different management required in developed vs. undeveloped areas, and methods to increase species diversity at crossing structures. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Animal behavior KW - Animal migrations KW - California KW - Traffic mitigation KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper206A_Shilling_at_al_Formatted.pdf UR - https://trid.trb.org/view/1346109 ER - TY - CONF AN - 01557928 AU - Fielding, Karl A AU - Cederoth, Margaret L AU - Porter, Bryan K AU - North Carolina State University, Raleigh TI - Measuring What Matters: Sustainability and Environmental Compliance for California's High-Speed Rail Program PY - 2013 SP - 18p AB - The California High-Speed Rail Authority (Authority), in conjunction with the Federal Railroad Administration (FRA), is responsible for planning, designing, building and operation of the first high-speed rail (HSR) system in the nation. California high-speed rail will connect the mega-regions of the state, contribute to economic development and a cleaner environment, create jobs and preserve agricultural and protected lands. By 2029, the system will run from San Francisco to the Los Angeles basin in under three hours at speeds capable of over 200 miles per hour. The system will eventually extend to Sacramento and San Diego, totaling 800 miles with up to 24 stations. Some of the project challenges include its size, engineering complexity and cost; the need to obtain environmental permits assuming the use of design/build contractors; and an ambitious construction schedule. The project is also an expression of the forward-thinking environmental sustainability for which California is legendary. The HSR project is one of the first times FRA has implemented Council on Environmental Quality (CEQ) guidance on environmental mitigation and monitoring. Published in January 2011, the guidance requires that federal agencies issuing National Environmental Policy Act (NEPA) documents monitor how mitigation commitments are implemented and their effectiveness. These requirements are similar to California requirements under the California Environmental Quality Act (CEQA). With completion of their first joint EIR/EIS for the Merced to Fresno High-Speed Rail Project, the Authority and FRA were presented with the challenge of developing a system to manage its compliance data in a way that would ensure compliance was effectively documented and reported to permitting agencies. To address this challenge, the Authority and FRA are creating an environmental compliance system that coordinates, tracks, and reports on Authority and contractor permitting and environmental compliance activities prior to, during, and following project construction. The Environmental Mitigation Management and Assessment system, referred to as EMMA, will track and report on the Authority’s progress in fulfilling its sustainability commitments. Extensive research was done to assess how other projects and agencies have handled similar compliance management challenges. This paper documents the scope of the challenge, how other entities have addressed similar challenges, what best practices are, what recommendation was ultimately adopted by the Authority, and how effective the recommendation has been in managing the HSR system’s compliance data. In addition to compliance data, the Authority has committed to integrate environmental sustainability in project design, construction and operation. Significant effort has been required to translate a range of sustainability features into quantifiable performance standards. This paper also demonstrates how EMMA will be utilized to track and report on sustainability metrics for the HSR system. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Best practices KW - California KW - Compliance KW - Environmental impacts KW - Environmental monitoring KW - High speed rail KW - Sustainable development KW - Sustainable transportation UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper104A_Fielding_et_al.pdf UR - https://trid.trb.org/view/1344921 ER - TY - CONF AN - 01557927 AU - Phoebus, Betsi AU - Yedlin, Rebecca AU - North Carolina State University, Raleigh TI - TIGER by the Tail: The Interstate-15 Bridge No. 6 Environmental Assessment PY - 2013 SP - 11p AB - This paper presents a case study in streamlining the National Environmental Policy Act (NEPA) process for a project with multiple environmental resource issues and four primary agency partners. By exploring a complex infrastructure project committed to an extremely compressed schedule, this paper illustrates a project in the general topic area of Regulatory Coordination and Compliance that embodies the special interest topic of Shifting to High Gear. Through streamlined coordination and delivery processes, the four agencies executed an Environmental Assessment (EA) for a complex project in less than 8 months (typical timeframe 18 months to 2 years). In June 2012, the Arizona Department of Transportation (ADOT) received a federal Transportation Investment Generating Economic Recovery (TIGER) IV grant award to rehabilitate Virgin River Bridge No. 6 (Bridge No. 6) on Interstate 15 (I-15) in a remote corner of northwest Arizona. Bridge No. 6 is located in the Virgin River Gorge, a scenic wonder designated as a “Nationally and Exceptionally Significant Feature of the Federal Interstate Highway System”. The bridge is also located within an easement from the Bureau of Land Management (BLM), flanked by congressionally designated wilderness, surrounded by designated critical habitat for three federally protected species, and crosses the Virgin River-listed on the Nationwide Rivers Inventory and one of the few perennial rivers in Arizona. As part of the requirements to obtain the TIGER funding, ADOT must complete the environmental document by May 31, 2013. The project, as was originally conceived, was anticipated to have minimal impacts in the Virgin River and its associated floodplain, and a Categorical Exclusion was suggested as the appropriate level of environmental documentation. However, additional evaluation of the structural condition of the bridge revealed the need to widen and strengthen the pier foundations. During early coordination with U.S. Fish and Wildlife Service (USFWS), BLM, and National Park Service (NPS) in summer 2012, it was determined that potential impacts to biological resources and the Virgin River would be considered adverse, even with appropriate mitigation measures. Therefore, in October 2012, the Federal Highway Administration and ADOT decided to move forward with an EA for this project, triggering the need for an extremely compressed schedule to determine by May 31, 2013 if a Finding of No Significant Impact is warranted for this project. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Compliance KW - Coordination KW - Environmental impact analysis KW - Environmental streamlining KW - Federal aid KW - Highway bridges KW - Interstate 15 KW - Rehabilitation (Maintenance) UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper203A_Phoebus_Yedlin.pdf UR - https://trid.trb.org/view/1345847 ER - TY - CONF AN - 01557926 AU - Bliss-Ketchum, Leslie AU - Cramer, Patricia AU - Gregory, Sara AU - Jacobson, Sandra AU - Trask, Mindy AU - Wray, Simon AU - North Carolina State University, Raleigh TI - Exemplary Environmental Initiative Award Winner: Lava Butte U.S. 97 Wildlife Crossings in Bend, Oregon PY - 2013 SP - 14p AB - New management approaches, including inter-agency collaboration, have been emerging to address multifaceted environmental challenges including mitigation of the ecological effects of roads. The Lava Butte US 97 wildlife crossings project in central Oregon is an example of collaborative cross-agency planning efforts and unique applied solutions to habitat connectivity and animal-vehicle collisions. The planning process incorporated several Eco-Logical concepts: early interagency coordination with an emphasis on meeting interagency mission objectives; an interagency mitigation design team that met regularly to plan, discuss and solve project issues; collaborative and creative funding using several sources; and an agreement to monitor effectiveness of the project despite a lack of immediately available funds. Each agency involved committed to furthering its portion of the objectives with specific actions: managing land adjacent to the crossing structures to enhance effectiveness of the structures (USDA Forest Service); monitoring and maintaining fencing (ODFW); and promoting public awareness of the project at Lava Lands Visitor Center (all) with funding for the structures creatively obtained by ODOT. The Lava Butte project relied on both the Oregon Wildlife Movement Strategy and GPS research on mule deer migration (funded by ODOT and conducted by ODFW) to inform the need for crossing structures in the vicinity. The primary objectives for the crossing structures and other features are to reduce animal-vehicle collisions, restore the mule deer migration pathway, and provide habitat connectivity for all species to cross US Highway 97 successfully. The 4 mile project area includes two large bridge wildlife crossing structures. One is a dedicated wildlife crossing and the other is a combined wildlife and vehicle crossing at Crawford Road, a seasonally closed access road to the Lava Lands Visitor Center. The Crawford Road crossing provides a unique opportunity to assess wildlife use of a structure with temporal separation of people and wildlife. Both crossing structures were enhanced with strategically placed habitat structure and native vegetation to facilitate connectivity of plants and invertebrates as well as small and large animals. Additional project features include exclusionary fencing, four escape ramp structures, bat crevices incorporated into the undercrossing bridge structure, and ElectroBraidTM mats at vehicle access areas. Fencing was designed to deter both large and small animals. Soil was retained and amended within crossing structures to improve passive water retention. Native plants were salvaged pre-construction and stored in the Forest Service nursery then replanted. National Forest System lands on either side of the wildlife crossing structures will be managed for long term enhancement of underpass effectiveness. Interagency collaboration incorporating the Eco-Logical framework on this project is yielding encouraging results at this early stage. Monitoring began in summer of 2012 and documented mule deer, badger, coyote, and ground squirrel using the two crossing structures. The efforts of multiple agency partners working together and implementing best practices features resulted in the selection of the Lava Butte project as an Exemplary Ecosystem Initiative Projects winner by the Federal Highway Administration for 2012 and highlights Lava Butte as an example project. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Bend (Oregon) KW - Crashes KW - Ecosystems KW - Habitat (Ecology) KW - Underpasses KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper209C_BlissKetchum_et_al.pdf UR - https://trid.trb.org/view/1346303 ER - TY - CONF AN - 01557925 AU - Vogel, Burkhard AU - Mölich, Thomas AU - North Carolina State University, Raleigh TI - Best Practices for Implementing Biotope Networks in Highly Fragment Landscapes: The Safety Net for the European Wildcat PY - 2013 SP - 16p AB - The fragmentation of landscapes belongs to the major causes for the ongoing loss of biodiversity worldwide. Remaining habitats have become isolated patches within intensively used cultural landscapes for many species. One of those species is the European wildcat Felis silvestris silvestris SCHR. The original range of the European wildcat once covered forests allover central and southern Europe. Today, wildcat distribution is heavily scattered due to former human persecution and habitat fragmentation in Europe and especially in Germany. To counteract this process, the environmental NGO BUND (Friends of the Earth Germany) initiated a comprehensive project on biotope networking called “The Safety Net for the European Wildcat” in 2004. The ambitious aim of the project is to establish a continuous forest network of 20,000 kilometers length. Scientific basis of the project is the wildcat routing map. It was calculated by combining the outcomes of a comprehensive habitat model with a cost-distance-analysis in order to identify optimal connection routes between forests occupied by wildcats and suitable wildcat habitats. Result of this procedure is a map which shows potential migration corridors between all relevant forests throughout Germany. Although the wildcat is the target species of the initiative, many other species benefit, thereby improving the health of entire forest ecosystems. The implementation of this corridor implicates a high potential for conflicts with land-use owners due to the high competition for land by further infrastructural development, agriculture and nature conservation. In order to raise public awareness and gain support for biotope networking the BUND ran an accompanying publicity campaign from 2010 to 2012. Stakeholder dialogues and public relations were major parts of the campaign, which was funded by the EU (LIFE+). The case example of the first corridor implemented in the framework of the wildcat project shows how potential conflicts can be dissolved: This corridor was planted in 2007 in order to reconnect the Hainich National Park, which is inhabited by a stable wildcat population, with the Thuringian Forest, where wildcats are still rare. Intensively used agricultural land and a highway are major barriers for wildlife migration between the two forests. When this highway was relocated the chance arose to implement a wildcat corridor in the area. As a result of a long-lasting, but successful process of dialogue between authorities, local farmers and the BUND compensational measures were bundled within an area suitable for a wildcat corridor. Already in 2012 the first wildcats were proven to use the corridor. Two other corridors in Rhineland-Palatinate and Lower Saxony followed. With funding from the German federal administration BUND will implement six new wildcat corridors within the next two years in order to push forward the establishment of a functional network of forests. Furthermore, an open database with wildcat DNA samples from ten monitoring regions throughout Germany will be established. Since the reconnection of European forests is a truly international task, BUND has a strong interest in initiating international collaborations for biotope networking for the long term. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Animal migrations KW - Best practices KW - Biodiversity KW - Forests KW - Germany KW - Transportation corridors KW - Wildlife UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper105D_Vogel_Molich.pdf UR - https://trid.trb.org/view/1345675 ER - TY - CONF AN - 01557924 AU - Dodd, Norris L AU - Williams, Todd G AU - White, Justin AU - North Carolina State University, Raleigh TI - A Decade of Proactive Progress in Resolving Arizona Highway-Wildlife Conflicts PY - 2013 SP - 23p AB - Arizona first captured the road ecology community’s attention in 2002 when the first 2 State Route (SR) 260 wildlife underpasses were completed. Arizona’s efforts to resolve conflicts between wildlife and highways and to promote connectivity have since expanded dramatically in both scope and scale, yet the Arizona Department of Transportation (ADOT) and its partners face new challenges. This paper provides an overview of these efforts and addresses emerging issues that will challenge road ecologists and transportation managers in sustaining this progress. The phased reconstruction of SR 260 with 11 wildlife underpasses is nearly complete; its high-profile status was eclipsed by the US Highway 93 (US 93) reconstruction project with 3 wildlife overpasses targeting desert bighorn sheep (Ovis canadensis) connectivity. Reconstruction along SR 68 also addressed bighorn permeability with 3 underpasses and fencing. All 3 of these comprehensive “big projects” were planned to address landscape-scale connectivity. However, with major construction funding dwindling, retrofitting highways during smaller widening projects to address wildlife needs will likely increase in importance over the next decade. Retrofitting that utilizes existing structures suitable to accommodate wildlife passage and address wildlife-vehicle collision (WVC) “hotspots” when integrated with fencing holds considerable potential. Such an approach has been pursued on 2 highways in Arizona along with innovative and cost-effective designs, applications and products. With existing suitable structures not present or adequately spaced, new “drop-in” structures (e.g., precast arch underpasses, overpasses) on widening projects is currently being pursued on 2 highways: the state’s first 2 “drop-in” underpasses along SR 86 with the Tohono O’odham Nation, and on SR 77 with an overpass, underpass, and fencing linking them to 3 existing large bridges. These projects are funded by the Pima County Regional Transportation Authority, a model for sustainable funding that commits $45 million over 20 years to wildlife connectivity. ADOT has funded 20 separate research projects since 2002, including intensive research along 5 highways to monitor and enhance project effectiveness. Intensive research projects were funded along 10 highways to develop data-driven strategies to address WVC and permeability for future reconstruction planning and design. This research has contributed to the understanding of road ecology relationships, fostered development of new technologies, and increased agency and public awareness. Since completing the landmark 2006 Arizona’s Wildlife Linkages Assessment identifying 152 linkages statewide, 4 refined county-level linkage assessments and 21 individual linkage modeling assessments have been completed. These assessments are being integrated into ADOT’s transportation improvement plans, and planning is ongoing to guide and streamline evaluation and implementation of strategies to promote connectivity. In 2003, the state was found negligent in the Booth v. State of Arizona case after a motorist hit a dead elk (Cervus elaphus) along I-40, raising concerns regarding liability associated with WVC and ADOT’s role in preventing them; this decision was upheld on appeal. In 2012, the state mounted a successful defense to similar claims by a motorcyclist that hit a dead elk along SR 260 in the Sayer v. State of Arizona case; this affirmative outcome reflected ADOT’s comprehensive commitments to reducing WVC and promoting connectivity since 2003. With the growing number of projects integrating measures to address WVC and connectivity, ADOT developed a database and protocol to complete an inventory and condition assessment of all statewide wildlife “assets” employing its GIS-based Features Inventory System. This information is being used to develop short- and long-range programs to fund and maintain functionality of its growing asset inventory. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Arizona KW - Crashes KW - Financing KW - Overpasses KW - Reconstruction KW - Traffic mitigation KW - Underpasses KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper204A_Dodd_et_al.pdf UR - https://trid.trb.org/view/1345933 ER - TY - CONF AN - 01557923 AU - Siemers, Jeremy L AU - Wilson, Kenneth R AU - Baruch-Mordo, Sharon AU - North Carolina State University, Raleigh TI - Wildlife Fencing Escape Ramp Monitoring: Preliminary Results for Mule Deer in Southwest Colorado PY - 2013 SP - 11p AB - Animal-vehicle collisions have negative impacts to human safety and wildlife populations and are therefore a topic of great concern to transportation and wildlife managers. Beyond risks of injury or death, animal-vehicle collisions can result in high economic costs from property damage and loss of wildlife recreation opportunities. A key mitigation measure includes use of wildlife fencing. However, fencing can also create a physical barrier that traps wildlife in right-of-way areas near the road and it blocks wildlife linkages across the landscape; thus it has the potential to increase animal-vehicle collisions and hinder wildlife movement. To allow escape for wildlife, earthen ramps are often constructed from inside of the right-of-way with a gradual slope to the height of the wildlife fence, which creates a sharp drop outside the fence allowing wildlife to jump to safety. The authors provide preliminary results for a monitoring effort that will eventually have 2 years of data. From August 2012 – April 2013, they monitored 11 escape ramps embedded within a 5-mile stretch of wildlife fencing along Highway 550, north of Ridgway, Colorado. The authors focused on quantifying successful escape ramp usage by mule deer as a function of escape ramp design using motion-activated infra-red video cameras. Ramp characteristics important in determining escape success included jump height, slope, and whether a horizontal bar was present. Ramp visits had strong seasonality with greatest use in fall and early spring. The authors also report on the use of these ramps by other wildlife species. In addition to a better understanding of the seasonality in ramp use over the remainder of the study, the authors plan to assess whether road or landscape characteristics help explain ramp use. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Colorado KW - Deer KW - Fences KW - Monitoring KW - Ramps KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper201B_Siemers_at_al.pdf UR - https://trid.trb.org/view/1345788 ER - TY - CONF AN - 01557922 AU - Johnson, Brian L AU - Hildreth, Aaron M AU - Hygnstrom, Scott E AU - VerCauteren, Kurt C AU - North Carolina State University, Raleigh TI - Creating Resilient Wildlife Undercrossings With Interlocking Pavement Blocks PY - 2013 SP - 16p AB - From 2005-2011, Nebraska rebuilt Interstate 80 between the cities of Lincoln and Omaha by dividing the corridor into 8 projects to replace the existing 4-lane interstate with 6 lanes. Mahoney Interchange to Ruff Road is a 4-mi (6.4 km) segment that crosses the Platte River with 4 sets of reconstructed bridges. The mainline I-80 bridges within the entire corridor were redesigned to increase the span of the existing channels and the channel slopes were modified to provide a larger undercrossing for wildlife with a better field of view. A concern was raised about scouring of the wildlife undercrossing with water off the overhead bridges. Typical design includes rock riprap (solid rock with a maximum diameter of 2 feet) installed under the drip line of the bridge. Wildlife biologists believe large diameter riprap would preclude deer and other wildlife from using the undercrossings. The authors decided to use interlocking pavement blocks (IPBs) that would be resistant to erosion, allow local grasses to proliferate, and facilitate wildlife use. They monitored deer and other wildlife use of the undercrossings with motion-activated infra-red cameras. The IPBs were effective over the 5 year evaluation in maintaining erosion protection to the wildlife undercrossings and allowing vegetative growth to occur during occasions of high water and a year of severe drought. The authors recorded 11,901 deer and 15 additional species of wildlife using the undercrossings. By implementing the effective use of low-cost undercrossing improvements with IPBs, transportation designers can promote ecological services such as habitat connectivity and vegetative growth while reducing long-term maintenance costs. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Blocks KW - Bridges KW - Erosion control KW - Interlocking pavement KW - Scour KW - Underpasses KW - Vegetation KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper201A_Johnson_et_al.pdf UR - https://trid.trb.org/view/1345734 ER - TY - CONF AN - 01557921 AU - Cotton, Benjamin AU - North Carolina State University, Raleigh TI - At the Crossroads of Ecology, Economics, and Society: Measuring Sustainability in Transportation PY - 2013 SP - 17p AB - INVEST is a tool developed by the Federal Highway Administration to help transportation agencies learn about, implement, and evaluate best practices in highway sustainability. In the autumn of 2012, FHWA launched Version 1.0 of INVEST after a significant pilot testing process. This paper highlights the outcomes of the pilot test and describes some of the features – many of which were developed as a direct result of pilot test feedback – that have been incorporated into INVEST 1.0. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Best practices KW - Economic development KW - Environmental monitoring KW - Environmental policy KW - Highways KW - Infrastructure Voluntary Evaluation Sustainability Tool (INVEST) KW - Land use KW - Maintenance KW - Operations KW - Sustainable development KW - Sustainable transportation UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper202D_Cotton.pdf UR - https://trid.trb.org/view/1345846 ER - TY - CONF AN - 01557920 AU - Smith, Holly J AU - Stevenson, Justin S AU - North Carolina State University, Raleigh TI - The Thermal Environment of a Concrete Bridge and Its Influence on Roost Site Selection By Bats (Mammalia chiroptera) PY - 2013 SP - 13p AB - Globally, bat populations are declining; and roost availability and abundance are limiting factors. As the quantity and quality of natural roost sites dwindle, man made infrastructures (e.g., bridges, buildings, mines) become increasingly important. Numerous studies document the propensity of bats to exploit man made bridges. However, few studies examine the thermal properties of those bridge microhabitats functioning as suitable roosts. Identifying the preferences and thermodynamics of bridge roosts broadens the definition of suitable roosting habitat for microchiropteran species; which increases the ability to provide alternate roosts, determine management options, and enable more effective conservation planning. From 12 May 2012 to 31 March 13 2013, the authors monitored the temperature and humidity of 259 roost structures (external expansion joints between spans, internal expansion joints above piers, metal drainage pipes) in a cast-in-place concrete bridge in north central New Mexico. They classified each structure type as occupied or unoccupied (usable), or unusable, relative to bat presence or absence. Statistical analyses were used to elucidate differences in temperature and humidity variables between structure types and ambient conditions, and relationships, if any, between roost measurements and use classifications. External ambient temperature and relative humidity fluctuated throughout the study period; by comparison, bridge roosts exhibited minimal variation. External and internal roosts (expansion joints) had the most and least variation, respectively. Internal roosts are spatially buffered from climatic extremes; whereas, external roosts are directly exposed to ambient temperatures and moisture and therefore, closely mimic trends of ambient conditions. Mean nighttime temperatures (22:00 - 06:00 h) of concrete structures were warmer than ambient conditions; whereas, daytime temperatures (07:00 - 21:00 h) within roosts were approximately 2-3 °C cooler. Across the study, the range of occupied roost temperatures was 5.1 °C in the non-reproductive time of year, to > 40 °C during parturition and lactation. The study confirms that concrete bridge roosts proffer thermal characteristics reminiscent of natural roosts (i.e., stable temperatures and humidity, protection from climatic extremes) with the additional benefit of relative permanence, protection from predators, and proximity to optimal foraging areas. The results support the contention that small heterothermic bats occupy relatively wide temperature ranges, and are opportunistic with reference to roost structures and conditions. Additionally, the findings indicate that, for maternity colonies; thermal stability, rather than high temperatures, operates as the controlling factor influencing roost selection. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Animal behavior KW - Bats (Animals) KW - Concrete bridges KW - Environmental impacts KW - Habitat (Ecology) KW - Humidity KW - Temperature UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper207D_Smith_%20Stevenson.pdf UR - https://trid.trb.org/view/1346193 ER - TY - CONF AN - 01557919 AU - Singer, Paige AU - Singer, David AU - Kozinski, Peter AU - North Carolina State University, Raleigh TI - Building Bridges: An Innovative Public-Private Partnership to Reconnect the Rockies PY - 2013 SP - 13p AB - Colorado’s Interstate 70 (I-70) Mountain Corridor (the Corridor), spans approximately 144 miles from Denver to Glenwood Springs and currently presents a significant obstacle to wildlife movement in the heart of the Rocky Mountains. Average annual daily traffic counts along the Corridor range from 14,000 to 73,000, well above the threshold at which the highway becomes a near complete barrier for a multitude of wildlife species. Travel demand in the corridor is projected to rise in the coming years, and unless appropriate mitigation measures are instituted to provide wildlife passage along the Corridor, the barrier effect of this roadway will be compounded. The Colorado Department of Transportation (CDOT) has long been investigating opportunities to restore connectivity for wildlife as part of a larger planning process to relieve congestion along the Corridor. In 2006, CDOT received congressional funding directing them to look into the feasibility of building a vegetated wildlife overpass on West Vail Pass, located about midway through the Corridor. Based on the initial data gathered by CDOT, the proposed site was used for the ARC International Wildlife Crossing Infrastructure Design Competition in 2010. This competition challenged landscape architects, engineers, and ecologists from around the world to devise a more ecologically sensitive, cost-effective, and beautiful wildlife bridge. Using the momentum from the ARC competition, Rocky Mountain Wild, CDOT and others, in an innovative partnership, are collaborating to locate, design, engineer, fund and build the I-70 Wild Byway, Colorado’s first wildlife overpass over I-70. This project is the first step in advancing a vision of a fully reconnected I-70 Mountain Corridor. Some form of wildlife mitigation will be required as a part of the I-70 Mountain Corridor improvement projects. However, without a collaborative partnership intent on building a more costly, but more effective wildlife bridge, it is likely that less expensive, smaller scale mitigation projects will result. These smaller scale projects may not sufficiently serve the full spectrum of wildlife species that are known to cross I-70 in the Vail Pass area. Therefore, the authors have formed a public-private partnership supported by interested agencies, organizations and individuals across the region to promote the construction of the I-70 Wild Byway. Building this first overpass with a combination of public and private funding may provide the needed incentive to build, monitor and evaluate additional wildlife crossing structures on I-70 and across the state. Private funding aids innovative project delivery and can streamline project development, design and construction. With sufficient private funding, the I-70 Wild Byway could be considered an early action mitigation measure for future improvements along the Corridor. It is the intention of all partners working on this project that this overpass will eventually be just one of many crossing structures built both over and under I-70 to begin reestablishing a system of connectivity for wildlife on the move across the state and along the I-70 Mountain Corridor. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Financing KW - Highway corridors KW - Interstate 70 KW - Overpasses KW - Public private partnerships KW - Rocky Mountains KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper203B_Singer_at_al_Formatted.pdf UR - https://trid.trb.org/view/1345848 ER - TY - CONF AN - 01557918 AU - Budinger, Charles AU - Brown, Antony AU - North Carolina State University, Raleigh TI - Ecologically Regenerative Development Around a Proposed State Highway Corridor PY - 2013 SP - 8p AB - Natural resource management is becoming a critical aspect of new, expanding cities and towns in the 21st century. Natural resource planning for large-tract development provides the local jurisdiction with high quality lifestyle opportunities for their citizens and visitors. That high quality lifestyle includes leaving viewscapes intact; using inter-modal transportation options to maintain air quality; collecting rain water for riparian preservation; diverting stormwater to drywells for subsurface water storage; preserving and maintaining native grass and tree species to prevent erosion and reduce fire hazard; and enhancing wildlife habitat in and around human habitation. Planning communities around resource management allows for economic development to advance in a manner that does not deplete resources such as water, soil and air. From a natural resource perspective, one approach is to preserve natural resources, to plan communities around sensitive species of flora and fauna and to preserve riparian areas. Like the proverbial canary in the coal mine, maintenance of suitable habitat for sensitive and prized species of animals and plants are visible indicators of society's habitat health. Depletion of sensitive species implies that there are stressors in the environment that can or will affect the human habitat in ways that cannot yet be perceived. But with proper planning the adverse impacts to the habitat can be prevented. Highway corridors can now provide opportunities with local governments to study the environment and develop a baseline of impacts that will allow for the sustainability of the natural habitat. That vision involves a community partnership between local jurisdictions (led by a metropolitan planning agency), state and federal agencies, and the landowners in the area. This vision proposes ways to regenerate those eco-systems affected by highway corridors and the impacts associated with urban growth surrounding them. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Development KW - Ecosystems KW - Environmental protection KW - Highway corridors KW - Highway planning KW - Land use planning KW - Prescott (Arizona) KW - Strategic planning UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper105A_Budinger_et_al.pdf UR - https://trid.trb.org/view/1345557 ER - TY - CONF AN - 01555734 AU - Gagnon, Jeffrey W AU - Loberger, Chad D AU - Sprague, Scott C AU - Priest, Mike AU - Ogren, Kari AU - Boe, Susan AU - Kombe, Estomih AU - Schweinsburg, Raymond E AU - North Carolina State University, Raleigh TI - Evaluation of Desert Bighorn Sheep Overpasses Along US Highway 93 in Arizona, USA PY - 2013 SP - 18p AB - More than 20 years ago planning began for the improvement and realignment of US Highway 93 (US 93) near Hoover Dam on the Arizona-Nevada border. In those early planning stages Arizona Game and Fish Department (AGFD) and other stakeholders expressed concern for existence of the Black Mountain desert bighorn sheep (Ovis canadensis nelson) herd, the largest contiguous population remaining in the southwest. The impending realignment, widening and increased traffic would block sheep from food, water, mates and lambing grounds and restrict genetic interchange, threatening the herd’s existence. Further, sheep-vehicle collisions would increase, reducing both motorist and sheep safety. On September 11, 2001, commercial truck traffic across Hoover Dam was stopped because of terrorism concerns, and Federal Highway Administration (FHWA) and Arizona Department of Transportation (ADOT) began the upgrade of the first 2 miles (3 km) of US 93 to bypass the dam. Concurrently, final planning for the adjacent 15 miles (24 km) was expedited to ensure its completion by the time the Hoover Dam Bypass opened. Construction for both sections included complete realignment near Hoover Dam and upgrading the 17 miles (27 km) to a four-lane divided highway. To address concerns for the local sheep population, a Technical Advisory Committee (TAC) was formed. Also concurrently, an evaluation of three wildlife underpasses built for desert bighorn sheep along State Route (SR) 68 showed minimal use by desert bighorn sheep and pointed to the need for better designs. In the absence of data, overpasses seemed likely the best option for this species. Given this sparse information, combined with results from monitoring wildlife crossings on SR 260 for other species, the TAC understood the importance of proper placement and design for successful wildlife crossings. Therefore, in 2004, AGFD/ADOT/FHWA initiated a study along US 93 to identify exactly where sheep crossed Hwy 93. Ultimately, GPS movement data revealed three locations to construct desert bighorn sheep overpasses. With their completion in fall of 2010, these overpasses linked by fencing to four bridges and numerous culverts reestablished wildlife connectivity across Hwy 93. Following overpass construction, AGFD, funded through ADOT Research Center, began evaluation of the overpasses. The objectives of this study were to evaluate; 1) wildlife use of overpasses, bridges, culverts and escape ramps, 2) post-construction sheep-vehicle collision rates, and 3) highway permeability for sheep. To meet these objectives we used video surveillance and still camera systems to assess wildlife movement and behavior associated with the overpasses, culverts, escape ramps and cattle guards. The authors also continue to collect wildlife-vehicle collision data to compare with pre-construction levels. Additionally, they placed GPS collars on sheep to evaluate overpass and funnel-fencing use. On February 1, 2011, the authors recorded the first crossings of a wildlife overpass by desert bighorn sheep. Sheep continue to use the three overpasses and the authors recorded more than 1000 crossings. Sheep-vehicle collisions are below pre-construction levels. The authors will provide detailed results of wildlife crossing use and sheep-vehicle collisions from the first two years of the US 93 evaluation. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Bridges KW - Crashes KW - Culverts KW - Desert bighorn sheep KW - Evaluation KW - Fences KW - Overpasses KW - United States Highway 93 KW - Vehicles KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper101C_Gagnon_et_al.pdf UR - https://trid.trb.org/view/1344881 ER - TY - CONF AN - 01555733 AU - Clevenger, Anthony P AU - Dorsey, Ben AU - Barrueto, Mirjam AU - Ford, Adam T AU - North Carolina State University, Raleigh TI - Activity Patterns of Wildlife at Crossing Structures as Measure of Adaptability and Performance PY - 2013 SP - 10p AB - Wildlife in mountainous regions are affected by naturally and non-naturally fragmented habitats. Non-natural habitat fragmentation is caused by human development and activities, which tend to be concentrated in biologically rich and easily accessible valley bottom habitats. Human activity can strongly influence wildlife behavior and activity patterns and can differentially alter large mammal distributions. Typically, national parks and other protected areas were created and are currently managed for preservation of natural heritage and conservation of biodiversity. However, recreation, tourism and human infrastructure within parks and protected areas may have demographic and genetic consequences on wildlife populations and alter wildlife behavior. The effects of transportation infrastructure on wildlife are well known. In addition to road-related mortality and habitat fragmentation, transportation infrastructure can also influence habitat selection and behavior. In response to the mortality and habitat fragmentation effects of roads wildlife managers have employed mitigation measures such as fencing and wildlife crossing structures. However, for these measures to be effective wildlife have to find them and eventually use them in a biologically significant way (e.g., they must maintain or improve levels of fitness). However, sensory disturbance from traffic noise may affect movements and habitat use of sensitive species in areas near or in transportation corridors. Wildlife behaviour may be used as an indicator of how well crossing structures restore movements and connect habitats. The authors argue that, if wildlife crossing structures are fully functional, then wildlife activity patterns at crossing structures should reflect baseline activity parameters in areas characterized by little or no human disturbance (i.e., away from transportation infrastructure). The purpose of this presentation is to describe diel (24-hour) activity patterns of a range of large mammal species at crossing structures as a measure of adaptation and performance, and contrast these patterns to baseline conditions. Specifically, the authors are interested in determining whether wildlife activity at crossing structures is different from control areas without effects of transportation corridors. The authors analyze a long-term dataset on large mammal activity patterns obtained from infrared-operated digital cameras (camera traps) at 40 wildlife crossing structures (n=48 cameras deployed) along the Trans-Canada Highway (TCH) between 2005 and 2012. These data were compared with data obtained from camera traps (n=42) located in the backcountry of Banff National Park. The mean distance of backcountry cameras from TCH was 29.2 km (SD=11.7, min=9.3km, max=49.6km). The results will provide an understanding of the activity patterns of wildlife at crossing structures as a measure of adaptation and performance evaluation. This is the first attempt the authors are aware of to utilize camera trap metadata at wildlife crossing structures other than for passage detections. The results should assist transportation and land managers with mitigation evaluations and help devise sound attenuation strategies to enhance wildlife use of crossing structures. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Activity patterns KW - Adaptation (Psychology) KW - Animal behavior KW - Performance measurement KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper101B_Clevenger_et_al.pdf UR - https://trid.trb.org/view/1344875 ER - TY - CONF AN - 01555732 AU - van der Grift, Edgar A AU - Schippers, Peter AU - North Carolina State University, Raleigh TI - Wildlife Crossing Structures: Can We Predict Effects on Population Persistence? PY - 2013 SP - 8p AB - Wildlife crossing structures are important means to mitigate road impacts. While empirical studies that examine population-level effects of crossing structures are rare, monitoring the use of crossing structures has become a routine in many countries. The authors' objective is to explore whether empirical data on crossing structure use can be used to assess to what extent the impacts of roads on population persistence have been mitigated. The authors investigate whether general guidelines can be developed on how many crossings should take place per year to maintain viable populations and what this implies for the number and type of crossing structures. The authors analyzed population survival probabilities for three species of different size classes with the model METAPOP in a simple landscape: two suitable habitat patches that are separated by a road over which a wildlife overpass has been constructed. They varied (1) the maximum size (carrying capacity) of the subpopulations on either side of the road, and (2) the percentage of mixing, i.e. the percentage of the total number of animals in the population that take part in the exchange across the road. The authors ran analyses for three model species that represent a small, medium-sized and large mammal species. As indicator for population performance, the authors used the percentage of time that one of the habitat patches – hereafter referred to as the target area – was occupied by a population. The simulations showed for all model species that mixing, i.e. the exchange of animals across the overpass, has a positive effect on population persistence if small to medium-sized target areas are linked with medium-sized to large source areas. Only small effects of mixing occur when the target area is large, as the population in the target area will be large enough to survive on its own. Furthermore, small effects of mixing occur when the source area is small, as the population in such areas will be too small to significantly affect population persistence. Although models can never be a full substitute of empirical studies into road mitigation effectiveness, they provide a quick scan of possible bottlenecks and indicative predictions whether preset population-level objectives are being met. The model simulations, together with data on crossing frequencies acquired in field surveys, help to assess what types of wildlife crossing structure, and how many, are needed in any particular situation to facilitate the necessary wildlife movements. Although model simulations do not exactly reflect reality due to model assumptions and the rather simple model landscape chosen, they do provide a first indication whether road mitigation measures are, in terms of improving population persistence, on the right track or not. Consequently, guidelines derived from these simulations will allow for better decision making and planning of future crossing structures. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Animal behavior KW - Animal migrations KW - Overpasses KW - Population forecasting KW - Simulation KW - Survival KW - Traffic mitigation KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper101A_VanderGrift_et_al.pdf UR - https://trid.trb.org/view/1344834 ER - TY - CONF AN - 01555731 AU - Scott, Charlie AU - North Carolina State University, Raleigh TI - Hawaii Statewide Sustainable Landscape Master Plan and Roadside Design Guide PY - 2013 SP - 20p AB - Concurrent with ongoing initiatives to take a contextual or “Context Sensitive Solutions” (CSS) approach to highway design and construction, there is an increasing emphasis on engaging a broad set of issues related to environmental and social sustainability in developing and improving highways. The Hawaii Statewide Highways Sustainable Landscape Master Plan and associated Roadside Design Guide represent a concerted effort to make the state of Hawaii’s roadways and roadside landscapes more sustainable and contextual. The Master Plan and Design Guide are an expression of traditional Hawaiian values of Pono (resource protection and replenishment), Kuleana (shared responsibility), and Lokahi (human well-being). The documents are intended to make highways, and those who plan and design them, more respectful of the sensitive landscapes and local culture of the Islands. The Master Plan and Design Guide—which augments extant literature on “sustainable best practices” in the planning, construction, and maintenance of roads—fosters a systems-thinking and cultural landscape approach to every highway improvement project. The Master Plan and Design Guide address how roadways and roadsides affect the larger landscape, local ecosystems, and social setting. Basically, the documents promote sustainable elements and treatments that will integrate streets, roads and highways with their various settings while eliminating or lessening a roadway’s negative environmental effects. Recommendations and guidelines are provided for a broad suite of issues and considerations including water quality and resources, wildlife movement and habitat, vegetation, multi-modal travel, land use and access, aesthetics, tourism and recreation, maintenance, and local economic activity. Because each highway is in a different landscape setting with a different set of issues, the Master Plan relies on a watershed spatial framework to subdivide the Hawaiian Islands into distinct cultural landscapes for better comprehension of local contexts and natural ecosystems. This watershed framework meshes with the ancient Hawaiians’ system of using large watersheds (Moku) and smaller watersheds (Ahupua’a) for land management and political purposes. From this enhanced understanding of setting or context, the plan redefines highways throughout the entire state according to their setting. Thus a two-lane “rural arterial” is more accurately defined as a Sea-cliff Scenic Byway, Coastal Farmland Road, or Shoreline Residential Drive, with important distinctions as to highway improvements and roadside treatments for these different highway types. The Master Plan and Design Guide integrate landscape-level, sustainable considerations and guidance into the Hawaii Department of Transportation’s (HDOT) project design and delivery process by applying sustainable recommendations to specific locations and conditions. Faced with limited resources, lengthy permitting requirements, and multiple steps in project delivery, HDOT simply cannot implement a full-blown CSS process for every project nor conduct the research on sustainable best practices for every design decision and situation. With performance metrics, the Hawaii Statewide Highways Sustainable Landscape Master Plan and Roadside Design Guide constitute a reliable source of sustainable and contextual solutions to the dozens of highway projects that HDOT and its consultants undertake every year. As such, the documents provide a practical framework for other DOT’s and highway planning professionals who are pursuing sustainable and contextual approaches for developing and improving highways. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Context sensitive design KW - Hawaii KW - Highway design KW - Highway planning KW - Land use planning KW - Landscape design KW - Master plans KW - Roadside KW - Sustainable development UR - http://www.icoet.net/ICOET_2013/documents/papers/ICOET2013_Paper102B_Scott.pdf UR - https://trid.trb.org/view/1344882 ER - TY - CONF AN - 01555687 AU - North Carolina State University, Raleigh TI - Proceedings of the 2013 International Conference on Ecology and Transportation (ICOET 2013) PY - 2013 SP - v.p. AB - The International Conference on Ecology and Transportation (ICOET) is the foremost multi-disciplinary, inter-agency supported conference addressing the broad range of ecological issues related to transportation systems. Experts in transportation development, related scientific study, policy issues, and administrative processes gather at ICOET to share the most current research information, quality applications, and best practices that can enhance both the project development process and the ecological sustainability of transportation systems. This year's theme was Canyons, Crossroads, Connections: Meeting Today's Transportation Ecology Challenges with Innovative Science & Sustainable Solutions. Presented papers were organized into 26 Sessions: Panel Session 100: Random Acts or Global Agenda? A Strategic Discussion on Research for Ecology and Transportation; Session 101: Does It Work? Effectiveness of Wildlife Crossing Structures; Session 102: Taking the High Road to Sustainability; Session 103: Getting It Done: Construction, Maintenance, and Small-Scale Projects; Session 104: Is it Worth It? Measuring Benefits, Costs, and Effectiveness; Session 105: Landscape Perspective for Ecological Decisions; Session 106: Partnerships for Success; Session 107: Tips, Tools, and Training: Doing It Better and Smarter; Session 201: Under and Over: Getting Wildlife Across the Road; Session 202: It All Adds Up: Considering Investment for the Future; Session 203: Working Together for a Common Good; Session 204: Resolution of Wildlife-Highway Conflicts in Arizona: Challenges, Solutions, Partnerships, and Politics; Session 205: Planning to Stay Connected; Session 206: Addressing Wildlife-Vehicle Collisions and Driver Safety; Session 207: Habitat Protection and Management Solutions for Bats; Session 208: From the Ground Up: Ecological Solutions for Planning, Design, & Construction; Session 209: Wildlife Crossings: Global Issues, Local Solutions; Session 210: Challenges in Mitigation; Session 211: Wildlife Accommodations: Adding and Removing Barriers to Protect Habit; Session 212: Landscape and Legacy: Integrated Strategies for Resource Protection, Transportation and Stewardship at Grand Canyon National Park; Panel Session 300: Highway Wilding - Documentary Film Screening and Discussion; Session 401: Wildlife Connections: Big or Small, It All Matters; Session 402: Designing Crossings for Wildlife and Automobiles; Session 403: Integrating Ecology in Planning and Design; Panel Session 404: Lanes, Landscape and Life: Integrated Transportation Planning for Eco-Conscious Highways. U1 - 2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game and Fish DepartmentUSDA Forest ServiceNorth Carolina State University, RaleighScottsdale,Arizona,United States StartDate:20130623 EndDate:20130627 Sponsors:Federal Highway Administration, Arizona Department of Transportation, Arizona Game and Fish Department, USDA Forest Service, North Carolina State University, Raleigh KW - Best practices KW - Biodiversity KW - Bridges KW - Crashes KW - Culverts KW - Deer KW - Ecology KW - Ecosystems KW - Embankments KW - Environmental policy KW - Environmental protection KW - Habitat (Ecology) KW - Highway design KW - Highway maintenance KW - Highway safety KW - Landscape design KW - Overpasses KW - Parks KW - Restoration ecology KW - Road construction KW - Road kill KW - Roadside fauna KW - Roadside flora KW - Roadside improvement KW - Sustainable development KW - Sustainable transportation KW - Transportation planning KW - Wetlands KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2013/proceedings.asp UR - https://trid.trb.org/view/1344536 ER - TY - RPRT AN - 01535722 AU - Jones, Wesley AU - Farnam, Yaghoob AU - Imbrock, Paul AU - Spiro, Jeffrey AU - Villani, Chiara AU - Golias, Mike AU - Olek, Jan AU - Weiss, W Jason AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - An Overview of Joint Deterioration in Concrete Pavement: Mechanisms, Solution Properties and Sealers PY - 2013 SP - 69p AB - Concrete pavements represent a large portion of the transportation infrastructure. While the vast majority of concrete pavements provide excellent long-term performance, a portion of these pavements have recently shown premature joint deterioration. Substantial interest has developed in understanding why premature joint deterioration is being observed in jointed portland cement concrete pavements (PCCP). While some have attributed this damage to insufficient air void systems, poor mixture design, or chemical reaction between the salt and the paste, it is the hypothesis of this work that a component of this damage can be attributed to fluid absorption at the joints. This report begins by discussing the importance of the level of concrete saturation on freeze-thaw damage. Second, this report describes the influence of deicing salt solutions on drying and wetting of concrete. Third, the report describes some observations from field studies. Fourth, the report discusses soy methyl esters polystyrene blends (SME-PS) as a potential method to extend the service life of concrete pavements by limiting the ingress of salt solutions. The report also discusses field application of the SME-PS blends for field investigation. Finally, the report discusses the development of a test to assess chloride solution ingress during temperature cycling. The aim of this work is to provide background on some aspects that can lead to joint deterioration and to provide the pavement community alternatives on how sealers and deicers may be able to be used more efficiently to reduce joint damage. KW - Absorption KW - Concrete pavements KW - Deicing chemicals KW - Deterioration KW - Field studies KW - Freeze thaw durability KW - Pavement distress KW - Pavement joints KW - Polystyrene KW - Portland cement concrete KW - Sealing compounds UR - http://dx.doi.org/10.5703/1288284315339 UR - http://ntl.bts.gov/lib/52000/52400/52459/An_Overview_of_Joint_Deterioration_in_Concrete_Pavement-_Mechanis.pdf UR - https://trid.trb.org/view/1317896 ER - TY - RPRT AN - 01526291 AU - Federal Highway Administration TI - National Household Travel Survey Compendium of Uses: June 2011 - December 2012 PY - 2013 SP - 225p AB - This compendium contains various uses and applications of the National Household Travel Survey (NHTS) data used in transportation planning and research from June 2011 to the December 2012. 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, Publication Date, abstract, Subject Areas, and availability. KW - National Household Travel Survey KW - Research reports KW - Travel surveys UR - http://nhts.ornl.gov/2009/pub/Compendium3.pdf UR - https://trid.trb.org/view/1307344 ER - TY - RPRT AN - 01526250 AU - Federal Highway Administration TI - Guide for Heat-Straightening of Damaged Steel Bridge Members PY - 2013 SP - 77p AB - Damage caused by overload, vehicle impact, handling, earthquake, or fire is a perennial problem associated with steel bridge structures. For almost half a century, heat-straightening techniques have been applied to bends and distortions in order to restore the original shape of steel elements. A few craftsmen, who have years of experience with heat straightening, perform the technique in the field with varying degrees of success. Some of these experts have mastered heat straightening, but the process is still considered more of an art than a science. The ability to repair damaged structural steel members in place, often without the need for temporary shoring, has generated interest in heat straightening from the engineering profession. However, engineers have had to rely primarily on their own judgment and the advice of experienced technicians in applying heat-straightening techniques. Two key questions have often been raised: Do heat-straightening procedures exist which do not compromise the structural integrity of the steel? And if so, how can such repairs be engineered to ensure adequate safety of the repaired structure, both during and after repair? The primary goal of this guide is to answer these two questions. This guide is intended for a general audience ranging from heat-straightening practitioner, to contractor, to inspector, and to bridge engineer. KW - Bridge members KW - Heat straightening KW - Maintenance practices KW - Repairing KW - Steel bridges KW - Structural analysis UR - http://www.fhwa.dot.gov/bridge/steel/heat_guide.pdf UR - https://trid.trb.org/view/1308581 ER - TY - RPRT AN - 01523805 AU - Federal Highway Administration TI - Work Zone ITS Peer Exchange Summary Report, Bettendorf, Iowa, May 21 – 22, 2013 PY - 2013 SP - 23p AB - A peer exchange on work zone intelligent transportation systems (WZ ITS) was held in May 2013 through the Federal Highway Administration’s (FHWA) Work Zone Peer-to-Peer (P2P) Program. Attendees had varying levels of experience with WZ ITS deployments and included representatives from State Departments of Transportation (Illinois DOT, Iowa DOT, Kansas DOT, Michigan DOT, Minnesota DOT, Missouri DOT, North Carolina DOT, Ohio DOT), Texas A&M Transportation Institute (TTI), FHWA, the Enterprise Pooled Fund, Road-Tech, and the American Traffic Safety Services Association (ATTSA) ITS Council. This report summarizes the key information shared during discussions at the peer exchange and is intended to accompany the presentations. The appendices contain the agenda for the peer exchange workshop and details on the presentations and discussions. KW - Intelligent transportation systems KW - Peer exchange KW - State departments of transportation KW - Work zones UR - http://www.ops.fhwa.dot.gov/Wz/p2p/itswkshop052113/summary/summary.pdf UR - https://trid.trb.org/view/1307259 ER - TY - RPRT AN - 01520484 AU - McCullouch, Bob AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Total Liquid Routes and Anti-Icing Liquids PY - 2013///Final Report SP - 39p AB - Indiana Department of Transportation (INDOT) has successfully used salt brine in anti-icing efforts as a way to deliver preventative treatment before an event (e.g. bridge deck frost) occurs. In 2011 INDOT wanted to investigate the use of salt brine in de-icing operations. This study executed a comparative analysis of brine routes and salt routes during two winter seasons (2011-2012 and 2012-2013). The first winter season there were twenty-one study routes and the second winter season forty-one routes. Both winter seasons would be classified as 'mild' and most winter events would be characterized with low levels of precipitation. The 2012-2013 winter was a month longer with two major events occurring in March. Another study item designed and fabricated a combination winter vehicle and analyzed its performance. Data collected during these two winter seasons and the following data analysis revealed that liquid routes are more cost effective than granular routes under most weather conditions and pavement temperature ranges. Other recommendations are included in the report findings. KW - Alternatives analysis KW - Anti-icing KW - Brines KW - Deicing KW - Deicing chemicals KW - Indiana KW - Recommendations KW - Winter maintenance UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=3036&context=jtrp UR - http://dx.doi.org/10.5703/1288284315222 UR - https://trid.trb.org/view/1302764 ER - TY - RPRT AN - 01518932 AU - Pisano, Paul A AU - Goodwin, Lynette C AU - Stern, Andrew D AU - Federal Highway Administration AU - Mitretek Systems TI - U.S. Road Weather Management Program - Sensor Siting and Weather Information Integration Projects PY - 2013 SP - 8p AB - This paper reports on two key projects of the United States Federal Highway Administration (FHWA) Road Weather Management Program. The program partnered with the Aurora Program, and the Snow and Ice Cooperative Program of the American Association of State Highway and Transportation Officials (AASHTO) to create Road Weather Information System (RWIS) Environmental Sensor Station (ESS) Siting Guidelines. The guidelines provide a set of recommendations to support the uniform siting of sensor stations that collect road and weather condition observations. The FHWA also sponsored a study on the Integration of Emergency and Weather Elements into Transportation Management Centers (TMCs). The study documented how weather information and systems are being integrated into transportation operations. The investigators found that by providing accurate and timely road weather information, effectively integrating weather and traffic information, and providing automated alerts and decision support, TMC operators are able to better manage traffic, dispatch maintenance forces, and address weather-related emergencies. These projects illustrate how the collection of road weather observations and the use of these observations to produce road weather information can be used to improve roadway operations. KW - Data collection KW - Decision support systems KW - Information dissemination KW - Integrated systems KW - Road weather information systems KW - Road Weather Management Program KW - Sensors KW - Traffic control centers KW - Weather conditions UR - http://www.ops.fhwa.dot.gov/weather/resources/publications/sirwec06/sirwec06sitandtmcint.pdf UR - https://trid.trb.org/view/1302178 ER - TY - RPRT AN - 01514240 AU - United States Federal Highway Administration TI - A limited access roadway connecting the proposed SR 21/SR 23 Interchange in Clay County, eastward across the St. Johns River to I-95 in St. Johns County, Clay and St. Johns Counties , Florida : administrative action, final environmental impact statement PY - 2013///1 online resource. KW - Environmental impact statements UR - https://trid.trb.org/view/1298565 ER - TY - RPRT AN - 01514080 AU - United States Federal Highway Administration TI - Interstate 69, SIU 15, US Highway 171 to Interstate Highway 20 : final environmental impact statement PY - 2013///13 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1298405 ER - TY - RPRT AN - 01513935 AU - United States Federal Highway Administration TI - I-69 Evansville to Indianapolis, Indiana project, section 5, Bloomington to Martinsville, Indiana : tier 2, final environmental impact statement PY - 2013///23 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1298259 ER - TY - RPRT AN - 01513669 AU - United States Federal Highway Administration TI - Pyramid Way and McCarran Boulevard intersection improvement project : draft environmental impact statement and Section 4(F) evaluation, FHWA project no. CM-0191(063), NDOT project no. 73299 PY - 2013///13 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1297993 ER - TY - RPRT AN - 01512461 AU - United States Federal Highway Administration TI - Cleveland Opportunity Corridor Project CUY - Opportunity Corridor, PID 77333 City of Cleveland, Cuyahoga County, Ohio : draft environmental impact statement PY - 2013///48 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1296785 ER - TY - RPRT AN - 01512459 AU - United States Federal Highway Administration TI - SR 167 Puyallup to SR 509, SR 167 Puyallup River bridge replacement : draft supplemental EIS PY - 2013///1 online resource. KW - Environmental impact statements UR - https://trid.trb.org/view/1296783 ER - TY - RPRT AN - 01511850 AU - United States Federal Highway Administration TI - Virginia Avenue Tunnel reconstruction : draft environmental impact statement & Section 4(f) evaluation, Washington, DC PY - 2013///16 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1296174 ER - TY - RPRT AN - 01511832 AU - United States Federal Highway Administration TI - The Interstate 405 improvement project between State Route 73 and Interstate 605 : supplemental draft environmental impact report/ environmental impact statement PY - 2013///1 online resource. KW - Environmental impact statements UR - https://trid.trb.org/view/1296156 ER - TY - RPRT AN - 01511558 AU - United States Federal Highway Administration TI - Monroe Connector/Bypass from near I-485 at US 74 to US 74 between the towns of Wingate and Marshville, Mecklenburg and Union Counties : administrative action, draft supplemental final environmental impact statement PY - 2013///4 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1295882 ER - TY - RPRT AN - 01511556 AU - United States Federal Highway Administration TI - Administrative action, draft environmental impact statement : SR 997/SW 177th/Krome Avenue South from SW 296th street (Avocado Drive) to SW 136th street (Howard drive), Miami-Dade County, Florida PY - 2013///4 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1295880 ER - TY - RPRT AN - 01510646 AU - United States Federal Highway Administration TI - Lindale Reliever Route, US 69/Loop 49 North Lindale Reliever Route, Smith County, Texas : draft environmental impact statement (DEIS) PY - 2013///5 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1294970 ER - TY - RPRT AN - 01510638 AU - United States Federal Highway Administration TI - Final environmental impact statement and section 4(f) evaluation for Interstate 25 improvements through Pueblo, Pueblo County, Colorado PY - 2013///24 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1294962 ER - TY - RPRT AN - 01510037 AU - United States Federal Highway Administration TI - Wisconsin State Highway 23, Fond du Lac to Plymouth, Fond du Lac and Sheboygan Counties, Wisconsin : limited scope supplemental draft environmental impact statement and Section 4(f) evaluation PY - 2013///2 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1294361 ER - TY - RPRT AN - 01510024 AU - United States Federal Highway Administration TI - Grade separate, widen, and realign State Route 58 (SR-58) from PM 22.2 to 31.1, through the community of Hinkley, in San Bernardino County : final environmental impact report/environmental impact statement PY - 2013///4 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1294348 ER - TY - RPRT AN - 01509982 AU - United States Federal Highway Administration TI - South County Connector, St. Louis County, Missouri : draft environmental impact statement PY - 2013///2 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1294306 ER - TY - RPRT AN - 01509715 AU - United States Federal Highway Administration TI - Administrative action : final environmental impact statement/section 4(f) evaluation PY - 2013///32 online resource. KW - Environmental impact statements UR - https://trid.trb.org/view/1294039 ER - TY - RPRT AN - 01509110 AU - United States Federal Highway Administration TI - Gravina access project, Ketchikan, Alaska, Ketchikan Gateway Borough : draft supplemental impact statement PY - 2013///2 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1293434 ER - TY - RPRT AN - 01508828 AU - United States Federal Highway Administration TI - Interstate 64 Peninsula Study from Interstate 95 in the city of Richmond to Interstate 664 in the city of Hampton, Virginia : final environment impact statement PY - 2013///4 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1293152 ER - TY - RPRT AN - 01508827 AU - United States Federal Highway Administration TI - New York Gateway Connections Improvement Project to the US Peace Bridge Plaza, P.I.N. 5760.80, City of Buffalo, Erie County, New York : draft environmental impact statement PY - 2013///16 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1293151 ER - TY - RPRT AN - 01508824 AU - United States Federal Highway Administration TI - Construction of improvements to maintain or improve the existing and future traffic operations on existing I-5 freeway in San Diego County from La Jolla Village Drive in San Diego to Harbor Drive in Oceanside/Camp Pendleton : final environmental impact report/environmental impact statement and section 40(f) evaluation PY - 2013///10 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1293148 ER - TY - RPRT AN - 01508200 AU - United States Federal Highway Administration TI - Realign State Route 79, from south of Domenigoni Parkway to Gilman Springs Road (postmile R15.78 to postmile R33.80) : draft environmental impact report/environmental impact statement PY - 2013///2 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1292524 ER - TY - RPRT AN - 01507875 AU - United States Federal Highway Administration TI - U.S. 301 (State Road 200), CR 227 to CR 233, Bradford County, Florida : administrative action, final environmental impact statement PY - 2013///1 online resource. KW - Environmental impact statements UR - https://trid.trb.org/view/1292199 ER - TY - RPRT AN - 01507503 AU - United States Federal Highway Administration TI - US 113 North/South Study, from south of the intersection of US 113 and Avenue of Honor to south of the MD State Line, Sussex County, Delaware : Millsboro-South Area draft environmental impact statement (DEIS) PY - 2013///9 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1291827 ER - TY - RPRT AN - 01507248 AU - United States Federal Highway Administration TI - Interstate 90 Snoqualmie Pass East, Kittitas County, Washington : avalanche structures final supplemental environmental impact statement and record of decision PY - 2013///3 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1291572 ER - TY - RPRT AN - 01507232 AU - United States Federal Highway Administration TI - OR 62, I-5 to Dutton Road (Medford), Jackson County, Oregon : final environmental impact statement and record of decision PY - 2013///15 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1291556 ER - TY - RPRT AN - 01507007 AU - United States Federal Highway Administration TI - Illiana Corridor, tier one, Will and Kankakee counties, Illinois, and Lake County, Indiana : environmental impact statement PY - 2013///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/1291331 ER - TY - RPRT AN - 01505928 AU - Glover, Charles J AU - Arambula, Edith AU - Estakhri, Cindy AU - Lytton, Robert AU - Liu, Guanlan AU - Rose, Avery A AU - Tong, Yunwei AU - Gu, Fan AU - Ling, Meng AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluate Binder and Mixture Aging for Warm Mix Asphalt PY - 2013///Project Summary SP - 2p AB - Researchers used a wide range of methods, both new and new to asphalt materials, for assessing warm mix binder, mixture properties, and field performance. Laboratory work included characterizing asphalt oxidation kinetics, binder absorption (with estimates of precision) as a function of time and temperature, and measurements of mixture fatigue/durability, all for several common warm mix technologies. Researchers developed guidelines for specifications, suitable for unmodified and modified binders, which incorporate binder oxidative aging and its impact on warm mix asphalt (WMA) pavement durability. The research team also measured binder absorption in field loose mix materials and characterization of field warm mix specimens for both mixture rheology and recovered binder oxidation and rheological hardening. Two field projects employed the use of multiple WMA technologies. KW - Absorption KW - Aging (Materials) KW - Bituminous binders KW - Durability KW - Field tests KW - Laboratory tests KW - Oxidation KW - Specifications KW - Warm mix paving mixtures UR - https://trid.trb.org/view/1285860 ER - TY - RPRT AN - 01505714 AU - Federal Highway Administration TI - EAR Program Research Results: Updated through 2013 PY - 2013 SP - 28p AB - The Exploratory Advanced Research (EAR) Program addresses the need for longer term, higher risk research with the potential for long-term improvements to transportation systems—improvements in planning, building, renewing, and operating safe, congestion-free, and environmentally sound transportation facilities. The EAR Program seeks to leverage advances in science and engineering that could lead to breakthroughs for critical current and emerging issues in highway transportation—where there is a community of experts from different disciplines who likely have the talent and interest in researching solutions and who likely would not do so without EAR Program funding. Through seven solicitations, the EAR Program has awarded 59 projects (36 of which are ongoing as of September 2013) involving both government and academic researchers. These projects represent the investment of $50 million in Federal Highway Administration funds and leverage $19 million in matching funds. Additional projects will be funded in 2014. The following pages contain summary descriptions of the results of selected recently completed research investigations. KW - Exploratory Advanced Research Program KW - Government funding KW - Highways KW - Long range planning KW - Research projects UR - http://www.fhwa.dot.gov/advancedresearch/pubs/14033/14033.pdf UR - https://trid.trb.org/view/1285486 ER - TY - RPRT AN - 01505707 AU - McFalls, Jett AU - Yi, Young-Jae AU - Li, Ming-Han AU - Senseman, Scott AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Generic and Branded Herbicides PY - 2013///Project Summary SP - 2p AB - While the purchase price of herbicides is important to the Texas Department of Transportation (TxDOT), it is essential to look at more than just initial costs to determine whether generic or branded products are the best practice. This project focused on three herbicides (Roundup® PROMAX, Escort® XP, and Transline®) currently used by TxDOT. To evaluate the effectiveness of generic and branded herbicides, the research team conducted an online survey of herbicide practitioners (personnel involved with application, approval, purchase, training, etc.) to determine personal experience. Also, field tests were conducted on roadside sections in two sites. The test plots were installed to determine the efficacy and rate of kill of various generic and branded herbicides. Along with the survey of practice, the research team conducted a literature review and cost/benefit analysis to determine whether generic herbicides meet equivalent performance, toxicology, environmental impact, and safety requirements as branded herbicides with significant cost savings. KW - Benefit cost analysis KW - Environmental impacts KW - Field tests KW - Herbicides KW - Literature reviews KW - Surveys KW - Texas KW - Toxicology UR - https://trid.trb.org/view/1284785 ER - TY - RPRT AN - 01505621 AU - Farzaneh, Reza AU - Zietsman, Joe AU - Lee, Doh-Won AU - Johnson, Jeremy AU - Wood, Nicholas AU - Ramani, Tara AU - Gu, Chaoyi AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Texas Specific Drive Cycles and Idle Emissions Rates for Using with EPA's MOVES Model PY - 2013///Project Summary SP - 2p AB - The United States Environmental Protection Agency’s newest emissions model, Motor Vehicle Emission Simulator (MOVES), enables users to use local drive schedules (representative vehicle speed profiles) in order to perform an accurate analysis of emissions from vehicles. However, only the national average drive schedules are currently included in the default database of the model. The cold start and idling emissions and activity data of heavy-duty diesel vehicles (HDDVs) that are included in the MOVES model are based on a very limited number of data sources, even though they are important components of the total on-road mobile source emissions inventory. This research provides local drive schedules for different regions of Texas for different vehicle classes and roadway types, as well as cold start and idling emissions rates for heavy-duty diesel trucks. The research also compares estimated emissions from MOVES for a sample of vehicles to real-world in-use emissions measurements. KW - Air quality KW - Cold starts (Driving) KW - Diesel engine exhaust gases KW - Diesel trucks KW - Emissions testing KW - Engine idling KW - Heavy duty trucks KW - Motor Vehicle Emission Simulator (MOVES) KW - Texas UR - https://trid.trb.org/view/1284784 ER - TY - RPRT AN - 01502044 AU - Ramani, Tara AU - Kader, Michael AU - Johnson, Jeremy AU - Zietsman, Joe AU - Speigelman, Cliff AU - Jacobs, Tim AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Fleet Equipment Performance Measure Preventive Maintenance Model PY - 2013///Project Summary SP - 2p AB - The Texas Department of Transportation (TxDOT) operates a large fleet of on-road and off-road equipment. Consequently, fleet maintenance procedures (specifically preventive maintenance such as oil changes) represent a significant cost to the agency. TxDOT currently uses a preventive maintenance schedule dependent on simple variables such as vehicle miles or operational hours logged. However, with newer engines and vehicles that are equipped with onboard diagnostic systems, there is the possibility of tracking these parameters or performance measures over time and correlating them to oil degradation levels to determine the need for preventive maintenance. The aim of this research is to: provide a proof of concept for this idea by studying whether a statistical approach to recommending oil changes in TxDOT’s fleet vehicles can be achieved based on collection of engine data (through onboard diagnostics) and oil sampling analysis; and assess whether predictive intervals can improve preventive maintenance practices and save money. KW - Cost effectiveness KW - Data collection KW - Engine operation KW - Maintenance equipment KW - Oil changing KW - Performance measurement KW - Preventive maintenance KW - Texas Department of Transportation KW - Vehicle fleets KW - Vehicle maintenance UR - http://tti.tamu.edu/documents/0-6626-S.pdf UR - https://trid.trb.org/view/1279849 ER - TY - CONF AN - 01497993 JO - Transportation Research Board Conference Proceedings on the Web PB - Transportation Research Board TI - Adapting Freight Models and Traditional Freight Data Programs for Performance Measurement. Summary of a Workshop PY - 2013 IS - 12 SP - 70p AB - The Transportation Research Board (TRB), in collaboration with the Federal Highway Administration’s Office of Freight Management and Operations, hosted the Adapting Freight Models and Traditional Freight Data Programs for Performance Measurement Workshop to consider the adequacy of freight data and modeling to support performance measurement in public- and private-sector decision making. The workshop had four objectives: (a) identify the data and models necessary for estimating key performance measures of freight system condition, efficiency, and safety and the economic and environmental impacts that support public and private decision making; (b) consider the adequacy of existing data programs and models, including the Freight Analysis Framework, for meeting performance measurement needs; (c) define critical gaps in data programs and modeling tools and identify essential actions needed to close them; and (d) explore a focused research framework, with supporting research needs statements, that could lead to improvements in data and models for estimating freight transportation performance measures. To accomplish these objectives, the workshop included general sessions, breakout sessions, and an electronic poster session. Speakers in the general sessions provided public- and private-sector perspectives on freight performance measures, data needs, and opportunities and challenges. The freight-related elements of Moving Ahead for Progress in the 21st Century Act (MAP-21) were also highlighted. The breakout sessions focused on defining needs and opportunities to adapt freight data and models to support performance measurement and identifying research needs. This document presents the proceedings of the workshop. The major topics addressed in the general sessions and the breakout sessions are presented in these proceedings. A list of attendees is provided at the end of this document. The abstracts prepared by the authors of the electronic posters are provided in the appendix. U1 - Adapting Freight Models and Traditional Freight Data Programs for Performance Measurement WorkshopTransportation Research BoardFederal Highway AdministrationWashington,D.C. StartDate:20130430 EndDate:20130501 Sponsors:Transportation Research Board, Federal Highway Administration KW - Data collection KW - Data files KW - Decision making KW - Freight data KW - Freight traffic KW - Performance measurement KW - Travel demand KW - Workshops UR - http://www.trb.org/Publications/Blurbs/169692.aspx UR - https://trid.trb.org/view/1275502 ER - TY - RPRT AN - 01497399 AU - Federal Highway Administration TI - Highway Statistics 2012 PY - 2013 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 and Metric. KW - Bridges KW - Debt KW - Expenditures KW - Highway safety KW - Highway transportation KW - Infrastructure KW - International KW - Metric system KW - Motor fuels KW - Performance indicators KW - Revenues KW - Statistics KW - Travel KW - Travelers KW - Vehicles UR - http://www.fhwa.dot.gov/policyinformation/statistics/2012/ UR - https://trid.trb.org/view/1266085 ER - TY - RPRT AN - 01497280 AU - Federal Highway Administration TI - Highway Functional Classification: Concepts, Criteria and Procedures PY - 2013///2013 Edition SP - 70p AB - This guidance document provides recommended practices for assigning functional classifications and adjusting urban area boundaries concerning roadways that Federal, State and local transportation entities own and operate. Assigning functional classifications and adjusting urban area boundaries requires work elements common to many large-scale business enterprises: there are technical methods and tools to create an efficient and cost-effective end product; there are also procedural elements that require coordination and negotiation across agencies and individuals. This guidance document encompasses both of these elements. The concept of functional classification defines the role that a particular roadway segment plays in serving the flow of traffic through the network. Roadways are assigned to one of several possible functional classifications within a hierarchy according to the character of travel service each roadway provides. Planners and engineers use this hierarchy of roadways to properly channel transportation movements through a highway network efficiently and cost effectively. KW - Boundaries (Geography) KW - Classification KW - Highways KW - Procedures KW - Road networks KW - Rural areas KW - State departments of transportation KW - States KW - Urban areas UR - http://www.fhwa.dot.gov/planning/processes/statewide/related/highway_functional_classifications/fcauab.pdf UR - http://ntl.bts.gov/lib/51000/51900/51967/cp2013.pdf UR - https://trid.trb.org/view/1266295 ER - TY - SER AN - 01497270 JO - Issue Brief PB - Upper Great Plains Transportation Institute AU - North Dakota Department of Transportation AU - Federal Highway Administration TI - Truck Injury Crash Summary PY - 2013 SP - 4p AB - North Dakota truck injury crash incidence, in terms of injury crashes per vehicle miles traveled (VMT), increased 80% between 2002 and 2012. In 2012, there were 1.13 truck injury crashes per 10,000 daily VMT compared to 0.63 in 2002. Between 2008 and 2012 trucks were involved in 8% of all injury crashes and 15% of severe injury crashes. More than 90% of severe crashes involving trucks between 2008 and 2012 occurred on rural roads. KW - Crash causes KW - Crash data KW - Crash injuries KW - Crash rates KW - North Dakota KW - Trend (Statistics) KW - Truck crashes KW - Types of roads UR - http://www.ugpti.org/rtssc/briefs/downloads/2013_TruckCrashSummary.pdf UR - https://trid.trb.org/view/1266312 ER - TY - RPRT AN - 01497268 AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Product Evaluation Program: Peer Exchange for Southwestern States, May 7-10, 2013: Report PY - 2013 SP - 22p AB - The Arizona Department of Transportation (ADOT) Research Center’s Product Evaluation Program hosted a Peer Exchange for southwestern states on May 7 – 10, 2013 in Phoenix, Arizona. This peer exchange strived to determine if the southwestern states may share resources, create efficient processes, and collaborate on the evaluation of highway products; in turn, this collaboration would save time and resources for ADOT and fellow state agencies. Participants included state DOT representatives from Arizona, New Mexico, Texas, Nevada, and Utah. KW - Evaluation KW - Peer exchange KW - Products KW - Quality control KW - Southwestern States KW - State departments of transportation UR - http://research.transportation.org/Pages/RACPeerExchangeReports.aspx UR - https://trid.trb.org/view/1266342 ER - TY - SER AN - 01496743 JO - Exploratory Advanced Research Program Fact Sheet PB - Federal Highway Administration TI - Designing a New National Household Travel Survey: Innovations in Collecting and Analyzing Long-Distance Travel Information PY - 2013 SP - 2p AB - The Federal Highway Administration (FHWA) is seeking new approaches to the design of the next national long-distance travel study—advanced methods of capturing and analyzing travel data to support effective, defensible transportation decision making. To further that search, the FHWA Exploratory Advanced Research (EAR) Program has funded this study which is being conducted by Battelle, teamed with the Urban Institute and the University of Maryland. The project will culminate in a proof-of-concept pilot survey and the development of a set of recommendations for the design of FHWA’s next long-distance travel survey. The small pilot will demonstrate the feasibility of various techniques and methods examined in this exploratory research. The research will lead to more efficient data collection, reduced respondent burden and need for recall of past events, and the ability to collect data of sufficient quality within a reduced budget. KW - Data analysis KW - Data collection KW - Methodology KW - National Household Travel Survey KW - Recommendations KW - Travel surveys UR - http://www.fhwa.dot.gov/advancedresearch/pubs/13081/13081.pdf UR - https://trid.trb.org/view/1266091 ER - TY - SER AN - 01496705 JO - Fact Sheet PB - Federal Highway Administration TI - Work Zone Corridor Management in Michigan PY - 2013 IS - 19 SP - 2p AB - Through their “One Corridor Focus” initiative, the Michigan Department of Transportation (MDOT) manages work zones along key corridors as a single unit rather than discrete projects, enabling MDOT to better mitigate travel time delay during construction and maintenance activities. The One Corridor Focus began as a result of lengthy travel delays due to 19 concurrent reconstruction projects on Interstate 94 (I-94) in 2010, a corridor that stretches 250 miles through three MDOT regions. MDOT uses several methods to manage and coordinate road projects along key corridors, including establishing goals and measuring performance during construction, applying consistent work zone standards, and coordinating with stakeholders throughout planning and construction. KW - Highway corridors KW - Highway traffic control KW - Michigan Department of Transportation KW - Performance measurement KW - Stakeholders KW - Standards KW - Traffic delays KW - Travel time KW - Work zone traffic control UR - http://www.ops.fhwa.dot.gov/wz/practices/factsheets/pdfs/factsheet19.pdf UR - https://trid.trb.org/view/1265989 ER - TY - RPRT AN - 01496698 AU - American Traffic Safety Services Association AU - Federal Highway Administration TI - Safe and Effective Work Zone Inspections PY - 2013 SP - 36p AB - A work zone inspection program provides a framework and resources for agency- and project- level assessments of construction and maintenance zone temporary traffic control planning, design, and deployment. Effective work zone inspection programs can improve safety, increase mobility, and reduce agency risk. This document examines program elements, operational improvements, and the value of documentation behind the development of a comprehensive work zone traffic control inspection program. It may be used as a gauge of completeness for agencies with programs in place or as a roadmap for establishing a program if one does not presently exist. The guidance is designed for State and local department of transportation leadership, engineers, policymakers, lead district engineers, and all staff charged with developing/maintaining the overall temporary traffic control inspection program as well as those tasked with regular inspections at the project level. These guidelines cover the following topics: the importance of a work zone inspection program; building a comprehensive work zone inspection program; risk management and documentation; and state forms, resources, and example reports. KW - Forms (Documents) KW - Inspection KW - Reports KW - Risk management KW - Work zone safety KW - Work zone traffic control KW - Work zones UR - http://www.workzonesafety.org/files/documents/training/fhwa_wz_grant/atssa_wz_inspections.pdf UR - https://trid.trb.org/view/1264726 ER - TY - SER AN - 01496670 JO - Issue Brief PB - Upper Great Plains Transportation Institute AU - North Dakota Department of Transportation AU - Federal Highway Administration TI - ND Traffic Safety: Oil Counties PY - 2013 SP - 2p AB - Western North Dakota continues to experience an economic boom due to energy industry expansion. Roads once used only for local access and agricultural purposes are now being used at high volumes to serve expanding oil production. With this increased use, traffic safety issues are evident. Approximately half of the counties, within a 17-county area identified with oil production, are above the state average for crash risk considering all crash types on rural roads. In addition, the estimated cost of all traffic crashes in the region more than doubled from 2008 to 2012. The facts offered in this issue brief provide a profile for the region to be used in identifying priorities and increasing public safety. KW - Costs KW - Crash characteristics KW - Crash injuries KW - Crash rates KW - Fatalities KW - North Dakota KW - Rural highways KW - Truck crashes UR - http://www.ugpti.org/rtssc/briefs/downloads/2013_TrafficSafety.pdf UR - https://trid.trb.org/view/1265882 ER - TY - SER AN - 01496668 JO - Exploratory Advanced Research Program Fact Sheet PB - Federal Highway Administration TI - Paving the Way for Greener Highways: Extending Concrete’s Service Life Through Multiscale Crack Control PY - 2013 SP - 2p AB - Deterioration Reduction through Micro and Macro Crack Control (DRMC) method has been demonstrated in a hybrid fiber-reinforced concrete (HyFRC) composite to promote superior crack resistance. The HyFRC mixture contains low volume fractions of polyvinyl alcohol microfibers and steel macrofibers. Phase I of the project began with evaluation of how well DRMC delays the initiation of alkali–silica reaction (ASR) and corrosion damage in steel-reinforced HyFRC and control specimens under accelerated corrosion testing and cyclic loading. Phase II is subjecting the high volume fly ash/recycled concrete mixtures to similar evaluations. Additional tests with pre-cracked specimens will be conducted to isolate the separate effects of crack resistance and high volume fly ash on ASR. A unique feature of the study will be its use of motionless x-ray laminography, a non-destructive testing technique that enables researchers to characterize cracking around the steel reinforcement undergoing corrosion. KW - Alkali silica reactions KW - Concrete structures KW - Corrosion KW - Cracking KW - Fiber reinforced concrete KW - Fly ash KW - Nondestructive tests KW - Reinforcement (Engineering) KW - Service life UR - http://www.fhwa.dot.gov/advancedresearch/pubs/13079/13079.pdf UR - https://trid.trb.org/view/1266090 ER - TY - SER AN - 01496662 JO - Fact Sheet PB - Federal Highway Administration TI - Using Portable Traffic Monitoring Devices (PTMDs) in Work Zones PY - 2013 IS - 18 SP - 2p AB - Many agencies use intelligent transportation system (ITS) devices to monitor traffic flow and detect disruptions on transportation networks. These devices can measure average speed, occupancy, and travel time, which can be used to determine performance of the system and provide traveler information. In situations like work zones that are temporary and may disrupt regular ITS devices, a portable traffic monitoring device (PTMD) can provide valuable monitoring capabilities. Practitioners can use PTMDs to monitor operating speeds inside a work zone and the speed and traffic volume on alternate routes. The data can be used to identify traffic disruptions, such as crashes and queues forming at work zones, estimate delays through the work zone and on alternate routes, assess the need for intervention, and inform motorists. KW - Portable equipment KW - Traffic data KW - Traffic surveillance KW - Work zone traffic control KW - Work zones UR - http://www.ops.fhwa.dot.gov/wz/practices/factsheets/pdfs/factsheet18.pdf UR - https://trid.trb.org/view/1265994 ER - TY - SER AN - 01496637 JO - TechBrief PB - Federal Highway Administration AU - Nieves, Antonio TI - Intelligent Compaction PY - 2013///Executive Summary SP - 6p AB - Intelligent compaction uses rollers equipped with an integrated measurement system consisting of a highly accurate Global Positioning System (GPS), accelerometers, onboard computer monitoring/reporting system, and infrared thermometers for hot-mix asphalt/warm-mix asphalt (HMA/WMA) feedback control to: maximize compaction efficiency, reduce compaction variability, optimize labor deployment and construction time, identify non-compactable areas, identify weak spots, and achieve uniform compaction with 100% surface coverage. KW - Compaction KW - Compactors KW - Hot mix asphalt KW - Intelligent control systems KW - Paving KW - Rollers KW - Technological innovations KW - Warm mix paving mixtures UR - http://www.fhwa.dot.gov/construction/pubs/hif13051.pdf UR - https://trid.trb.org/view/1265598 ER - TY - CONF AN - 01494729 AU - Bowers, Alex R AU - Jeng, Karen AU - Werner, Laura AU - Doherty, Amy AU - University of Iowa, Iowa City TI - Video Test to Evaluate Detection Performance of Drivers with Hemianopia: Preliminary Results SN - 9780615819723 PY - 2013 SP - pp 248-254 AB - The ability of individuals with hemianopia to compensate for their vision impairment by eye/head scanning to detect hazards in their non-seeing (blind) hemifield varies widely in both simulator and on-road tests. Conventional visual fields tests do not reflect this variability, while simulator and on-road tests are time-consuming and expensive. The authors therefore developed a simple, 15-minute video-based pedestrian detection test suitable for implementation on a desktop computer and monitor. The test was found to be sensitive to detection deficits in both hemianopia and quadranopia, and predictive of detection performance in a driving simulator. Preliminary findings suggest that the test provides a simple method of measuring detection ability relevant to driving which may be useful both as a screening test and as an evaluation tool for rehabilitation devices and training. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Detection and identification KW - Driving simulators KW - Field of vision KW - Hazard evaluation KW - Hemianopia KW - Impaired drivers KW - Video KW - Vision disorders UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/039_Bowers_0.pdf UR - https://trid.trb.org/view/1263838 ER - TY - CONF AN - 01494717 AU - Jamson, Hamish AU - Hibberd, Daryl L AU - Merat, Natasha AU - University of Iowa, Iowa City TI - The Design of Haptic Gas Pedal Feedback to Support Eco-Driving SN - 9780615819723 PY - 2013 SP - pp 264-270 AB - Previous literature suggests that haptic gas pedals can assist the driver in search of maximum fuel economy. This study investigated three haptic pedal designs, each with high and low intensities of feedback, in a rapid prototyping, paired comparison design. Twenty drivers took part, experiencing the systems in a high-fidelity driving simulator. Results suggested that drivers were best guided towards an “idealized” (most fuel efficient) gas pedal position by force feedback (where a driver feels a step change in gas pedal force) as opposed to stiffness feedback (where a driver feels a changing gas pedal firmness). In either case, high levels of force/stiffness feedback were preferred. Objective performance measures mirrored the subjective results. Whilst the short-term nature (brief system exposure) of this study led to difficulties in drawing longer-term conclusions, it would appear that force feedback haptics are better suited than stiffness feedback to augment an effective driver interface supporting “green” driving. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Driver information systems KW - Driver vehicle interfaces KW - Driving simulators KW - Ecodriving KW - Feedback KW - Fuel consumption KW - Pedals KW - Sustainable transportation KW - Tactile perception KW - Vehicle design UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/042_Jamson_0.pdf UR - https://trid.trb.org/view/1263841 ER - TY - CONF AN - 01494708 AU - Horrey, William J AU - Liang, Yulan AU - Lee, Michael L AU - Howard, Mark E AU - Anderson, Clare AU - Shreeve, Michael S AU - O'Brien, Conor AU - Czeisler, Charles A AU - University of Iowa, Iowa City TI - The Long Road Home: Driving Performance and Ocular Measurements of Drowsiness Following Night Shift-Work SN - 9780615819723 PY - 2013 SP - pp 255-256 AB - Because time-of-day effects on sleepiness interact with duration of prior waking, the commute home following a night shift is an especially vulnerable time for night shift workers. The current study aimed to explore the impact of night shift work on critical driving events as well as to explore physiological indices leading up to these events. Sixteen healthy night shift workers (18-65 years) each participated in two 2-hour driving sessions in an instrumented vehicle on a driving track. A baseline driving session was conducted following a night of rest, while another session was conducted following a night of shift work. Objective physiological measurements of drowsiness were monitored and collected continuously throughout the drive session as well as different measures of driving performance. Following the night-shift, drivers had higher Johns Drowsiness Scores (based on ocular measures) and were more likely to experience lane excursion events and investigator-initiated braking events than following a night’s rest. While they also reported increasing failures in lane keeping ability, the pattern was not always consistent with actual observed data. The implications for countermeasures are discussed. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Driver performance KW - Driving KW - Drowsiness KW - Eye movements KW - Fatigue (Physiological condition) KW - Measurement KW - Night shifts UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/040_Horrey_0.pdf UR - https://trid.trb.org/view/1263839 ER - TY - SER AN - 01494706 JO - Exploratory Advanced Research Program Fact Sheet PB - Federal Highway Administration TI - Understanding Long-Distance Traveler Behavior: Supporting a Long-Distance Passenger Travel Demand Model PY - 2013 SP - 2p AB - Long-distance trips in the United States can take 2 days or 2 weeks and may involve cars, buses, planes, or all three. Whether for business or to see family, or visit a national park, such a variety of trip characteristics requires a detailed understanding of traveler needs. Exploring new ways to model long-distance traveler behavior and better identify the required supporting infrastructure is the goal of "Foundational Knowledge to Support a Long-Distance Passenger Travel Demand Modeling Framework," a Federal Highway Administration (FHWA) Exploratory Advanced Research (EAR) Program study award to Resource Systems Group (RSG). KW - Forecasting KW - Long distance travel KW - Passengers KW - Travel behavior KW - Travel demand KW - Travelers KW - Trip length UR - http://www.fhwa.dot.gov/advancedresearch/pubs/13095/13095.pdf UR - https://trid.trb.org/view/1263343 ER - TY - CONF AN - 01494700 AU - Balk, Stacy A AU - Bertola, Anne AU - Inman, Vaughan W AU - University of Iowa, Iowa City TI - Simulator Sickness Questionnaire: Twenty Years Later SN - 9780615819723 PY - 2013 SP - pp 257-263 AB - The present study used simulator sickness questionnaire data from nine different studies to validate and explore the work of the most widely used simulator sickness index. The ability to predict participant dropouts as a result of simulator sickness symptoms was also evaluated. Overall, participants experiencing nausea and nausea-related symptoms were the most likely to fail to complete simulations. Further, simulation specific factors that increase the discrepancy between visual and vestibular perceptions are also related to higher participant study dropout rates. As a result, it is suggested that simulations minimize turns, curves, stops, et cetera, if possible, in order to minimize participant simulation sickness symptoms. The present study highlights several factors to attend to in order to minimize elevated participant simulation sickness. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Driving simulators KW - Motion sickness KW - Questionnaires KW - Simulation KW - Simulator dropout rates KW - Simulator sickness KW - Visual perception UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/041_Balk_0.pdf UR - https://trid.trb.org/view/1263840 ER - TY - SER AN - 01494698 JO - Exploratory Advanced Research Program Fact Sheet PB - Federal Highway Administration TI - Harnessing Pavement Power: Developing Renewable Energy Technology in the Public Right-of-Way PY - 2013 SP - 2p AB - The United States has over 4-million miles (6-million km) of roadways. The renewable energy potential on this size of land is enormous and could significantly contribute to the electricity demands of the United States. Developing piezoelectric technology to harness this unused power is the goal of “New Technologies for Development of Renewable Energy in the Public Right-of-Way,” a Federal Highway Administration (FHWA) Exploratory Advanced Research (EAR) Program study awarded to the Virginia Tech Transportation Institute (VTTI). KW - Electric power generation KW - Energy consumption KW - Pavements KW - Piezoelectricity KW - Renewable energy sources KW - Right of way (Land) KW - Technology UR - http://www.fhwa.dot.gov/advancedresearch/pubs/13094/13094.pdf UR - https://trid.trb.org/view/1263345 ER - TY - SER AN - 01494697 JO - Exploratory Advanced Research Program Fact Sheet PB - Federal Highway Administration TI - Next Generation Vehicle Positioning and Simulation Solutions: Using GPS and Advanced Simulation Tools to Improve Highway Safety PY - 2013 SP - 2p AB - Fatal motor vehicle traffic crashes are currently at their lowest number since 1950, according to National Highway Traffic Safety Administration (NHTSA) data. However, it remains a challenge to achieve a highway system that is largely free of crashes, and doing so will require significant technological advancements. In support of the development of safer highways, two projects awarded under the Federal Highway Administration’s (FHWA) Exploratory Advanced Research (EAR) Program are investigating key technological factors: high-precision vehicle positioning and advanced traffic simulation and evaluation tools. The two projects, “Integrated Global Positioning System and Inertial Navigation Unit (GPS/INU) Simulator for Enhanced Traffic Safety" and "“Next Generation Vehicle Positioning in GPS-Degraded Environments for Vehicle Safety and Automation Systems" are described in this article. KW - Global Positioning System KW - Inertial navigation systems KW - Intelligent transportation systems KW - Technological innovations KW - Traffic crashes KW - Traffic safety KW - Traffic simulation UR - http://www.fhwa.dot.gov/advancedresearch/pubs/13065/13065.pdf UR - https://trid.trb.org/view/1263347 ER - TY - CONF AN - 01493962 AU - Muttart, Jeffrey W AU - Fisher, Donald L AU - Pollatsek, Alexander P AU - Marquard, Jenna AU - University of Iowa, Iowa City TI - Comparison of Anticipatory Glancing and Risk Mitigation of Novice Drivers and Exemplary Drivers when Approaching Curves SN - 9780615819723 PY - 2013 SP - pp 212-218 AB - Novice drivers are overrepresented in run-off-the-road crashes. Indeed, the previous literature demonstrates that novice drivers are less likely to anticipate hazards or maintain attention to the forward roadway and as a result fail to mitigate hazards by slowing. This research was an effort to compare the linked hazard anticipation and hazard mitigation behaviors of novice drivers with exemplary experienced drivers at curves, locations that are known to have a greater crash risk. Each driver navigated three drives in a driving simulator, one of which included a moderate curve left and one of which included a tightening curve right. Experienced drivers made more anticipatory glances and began slowing significantly earlier in the curves than did novice drivers. However,novice drivers who anticipated hazards were much more likely to also mitigate the hazard. The use of these results in a PC-based driver hazard mitigation training program will be discussed. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Attention KW - Driver experience KW - Driving simulators KW - Eye movements KW - Glance behavior KW - Hazard mitigation KW - Highway curves KW - Novice drivers KW - Ran off road crashes KW - Recently qualified drivers KW - Risk management UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/033_Muttart_0.pdf UR - https://trid.trb.org/view/1263067 ER - TY - CONF AN - 01493955 AU - Bärgman, Jonas AU - Werneke, Julia AU - Boda, Christian-Nils AU - Engström, Johan AU - Smith, Kip AU - University of Iowa, Iowa City TI - Using Manual Measurements on Event Recorder Video and Image Processing Algorithms to Extract Optical Parameters and Range SN - 9780615819723 PY - 2013 SP - pp 177-183 AB - Vehicle kinematics and optical parameters such as optical angle, optical expansion rate, and tau are thought to underlie drivers’ ability to avoid and handle critical traffic situations. Analyses of these parameters in naturalistic driving data with video, such as commercial event recordings of near-crashes and crashes, can provide insight into driver behavior in critical traffic situations. This paper describes a pair of methods, one for the range to a lead vehicle and one for its optical angle, that are derived from image processing mathematics and that provide driver behavior researchers with a relatively simple way to extract optical parameters from video-based naturalistic data when automatic image processing is not possible. The methods begin with manual measurements of the size of other road users on a video on a screen. To develop the methods, 20 participants manually measured the width of a lead vehicle on 14 images where the lead vehicle was placed at different distances from the camera. An on-market DriveCam Event Recorder was used to capture these images. A linear model that corrects distortion and modeling optics was developed to transform the on-screen measurements distance (range) to and optical angle of the vehicle. The width of the confidence interval for predicted range is less than 0.1m when the actual distance is less than 10m and the lead-vehicle width estimate is correct. The methods enable driver behavior researchers to easily and accurately estimate useful kinematic and optical parameters from videos (e.g., of crashes and nearcrashes) in event-based naturalistic driving data. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Algorithms KW - Automatic data collection systems KW - Driver support systems KW - Event data recorders KW - Image processing KW - Kinematics KW - Optical parameters KW - Optical range imaging KW - Traffic crashes KW - Traffic safety KW - Video UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/028_Bargman_0.pdf UR - https://trid.trb.org/view/1263062 ER - TY - CONF AN - 01493954 AU - Mehler, Bruce AU - Reimer, Bryan AU - University of Iowa, Iowa City TI - An Initial Assessment of the Significance of Task Pacing on Self-Report and Physiological Measures of Workload While Driving SN - 9780615819723 PY - 2013 SP - pp 170-176 AB - In block A of a simulator study, a sample of 38 drivers showed a stepwise increase in heart rate and skin conductance level (SCL) from single task driving and across 3 levels of an auditory presentation – verbal response dual task (n-back), replicating findings from on-road research. Subjective ratings showed a similar stepwise increase, establishing concurrent validity of the physiological indices as measures of workload. In block B, varying the inter-stimulus interval in the intermediate 1-back level of the task resulted in a pattern across self-report workload ratings, heart rate, and SCL suggesting that task pacing may influence effective workload. Further consideration of the impact of task pacing in auditory-verbal in-vehicle applications is indicated. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Cognition KW - Distraction KW - Driver performance KW - Driver workload KW - Driving simulators KW - Dual tasks KW - Heart rate KW - Human factors KW - Physiological aspects KW - Self-report KW - Skin conductance KW - Traffic safety UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/027_Mehler_0.pdf UR - https://trid.trb.org/view/1263061 ER - TY - CONF AN - 01493953 AU - Huth, Véronique AU - Brusque, Corinne AU - Bruyas, Marie-Pierre AU - Lancelle, Valérie AU - University of Iowa, Iowa City TI - Who are the Users of Speed Regulation Assistance? Comparing Driver Characteristics of Casual and Intensive System Users SN - 9780615819723 PY - 2013 SP - pp 219-225 AB - Speed regulation assistance can contribute to road safety provided that drivers use the systems on a regular basis. With the objective to gain knowledge about drivers who use Cruise Control and the Speed Limiter, a comparison of the characteristics of casual and intensive users was performed with survey data. The results show that gender and annual mileage play a role for the usage frequency of Cruise Control, whereas the usage frequency of the Speed Limiter depends on age. Consistent effects of the car use for business matters and the use of other in-vehicle technologies were found on the usage frequency of both systems. The predominant motive to reduce speeding found for both systems corresponds with the objective of speed regulation assistance as a safety measure. It was complemented with a comfort benefit perceived by Cruise Control users. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Advanced vehicle control systems KW - Age KW - Cruise control KW - Drivers KW - Gender KW - Speed control KW - Surveys KW - Traffic safety UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/034_Huth_0.pdf UR - https://trid.trb.org/view/1263068 ER - TY - CONF AN - 01493952 AU - Jones, Stephen R AU - Philips, Brian H AU - University of Iowa, Iowa City TI - Cooperative Adaptive Cruise Control: Critical Human Factors Issues and Research Questions SN - 9780615819723 PY - 2013 SP - pp 121-127 AB - As traffic volume and delay on highways increase each year, new solutions are required to meet travel demand and ease congestion. One possible solution, Cooperative Adaptive Cruise Control, permits vehicles and infrastructure to communicate, providing the capability to maintain safety while increasing travel lane capacity. The technical capabilities have been demonstrated, but as important to ensuring successful implementation is an understanding of the potential human factors-related issues. Use of automation in the driving environment can have numerous pitfalls, which are heavily influenced by a variety of both deliberate and reflexive human judgments and decisions known to be error-prone. This paper examines these potential issues and identifies research areas and questions that may guide future research to evaluate the safety, efficacy, and acceptance of this new technology. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Autonomous intelligent cruise control KW - Human factors KW - Traffic flow KW - Traffic lanes KW - Traffic safety UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/020_Jones_0.pdf UR - https://trid.trb.org/view/1261945 ER - TY - CONF AN - 01493948 AU - Jongen, Ellen M M AU - Brijs, Kris AU - Brijs, Tom AU - Wets, Geert AU - University of Iowa, Iowa City TI - Inhibitory Control and Peer Passengers Predict Risky Driving in Young Novice Drivers - A Simulator Study SN - 9780615819723 PY - 2013 SP - pp 163-169 AB - This driving simulator study aimed to investigate (1) effects of peer passengers on a variety of risky driving measures, and (2) moderating effects of inhibitory control on these peer passenger effects. Two age groups (n = 30, 17-18 year-olds; n = 20, 21-24 year-olds) participated. Each participant completed two 28km test-drives in a medium-fidelity driving simulator. In the first drive, participants were asked to drive as they normally do. In the second drive, participants again were asked to drive as they normally do, now in the presence of a peer passenger. Measures of risky driving were: standard deviation of lateral lane position (SDLP), collisions with road hazards, speeding, and red light running. The results showed: (1) that peer presence can have negative (‘risk increasing’) but also positive (‘protective’) effects on driving performance, depending on the specific driving measure: whereas red light running increased, the number of collisions and SDLP decreased with peer passengers; (2) a moderating effect of inhibitory control on the peer passenger effect of speeding as (a) in a sub-group with low inhibitory control an increase in speeding occurred with peers, while (b) in a sub-group with high inhibitory control there was no effect of peers on speeding. This suggests that those with higher inhibitory control are more successful in resisting peer pressure. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Cognition KW - Crash risk forecasting KW - Crashes KW - Driver performance KW - Driving simulators KW - High risk drivers KW - Passengers KW - Peer groups KW - Peer pressure KW - Recently qualified drivers KW - Red light running KW - Speeding KW - Standard Deviation of Lateral Position UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/026_Jongen_0.pdf UR - https://trid.trb.org/view/1263060 ER - TY - CONF AN - 01493945 AU - Lee, Yi-Ching AU - LaVoie, Noelle AU - University of Iowa, Iowa City TI - What Makes a Good Passenger? From Teen Drivers’ Perspectives SN - 9780615819723 PY - 2013 SP - pp 156-162 AB - An exploratory study was designed to examine male and female teenage drivers’ perceptions and expectations of peer passengers. Qualitative methods were used to interview and survey 16- and 17-year-old licensed drivers. 10 interviewees and 96 survey respondents were included in the analysis. Consistent with previous studies, teenage drivers were concerned about passenger-related distractions. There were noticeable differences between males and females in their perceptions of peer behaviors: females most expected passengers to be non-distracting and polite and males most expected passengers to behave maturely. Future studies should focus on social factors and the psychosocial function of driving for better understanding of the peer passenger interactions, and ultimately the development of passenger-related crash prevention efforts. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Attitudes KW - Distraction KW - Passengers KW - Peer groups KW - Surveys KW - Teenage drivers KW - Traffic safety KW - Vehicle occupants UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/025_Lee_0.pdf UR - https://trid.trb.org/view/1263059 ER - TY - CONF AN - 01493944 AU - Beyene, Nahom M AU - Lane, Amy AU - Cooper, Rosemarie AU - Cooper, Rory AU - University of Iowa, Iowa City TI - On-Road Evaluation of Driver Capability: A Medical Record Review of the Adaptive Driving Program SN - 9780615819723 PY - 2013 SP - pp 205-211 AB - a) The purpose of the present study was to illustrate how driver capability could be measured based on the presence of assistance during on-road evaluation. As an objective, this study explored the potential of a new method to measure declines in driver independence (steering/braking assistance) and safety (driving cues) for driver fitness determinations. b) A study at the Adaptive Driving Program (ADP) was conducted through a medical record review of 132 clients served in 2009. Following creation of an enumerated list of unique errors committed in baseline driving sessions, follow-up analysis focused on the association between assistance during on-road evaluation and case outcomes. The analysis also involved associations between assistance and five classes of errors reported among all clients. c) Findings showed that the proposed measures of driver independence and safety were associated with 90% of clients that did not pass on-road evaluation and a majority of errors related to tracking vehicle position within a lane. Though documented assistance showed low association to four out of five classes of errors, the potential for detection of these assisted-events may be 60-80% of all errors in each class except for lane changes. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Braking KW - Driver errors KW - Driver performance KW - Driving KW - Evaluation KW - Fitness to drive KW - Lane changing KW - Medical records KW - Steering KW - Traffic safety UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/032_Beyene_0.pdf UR - https://trid.trb.org/view/1263066 ER - TY - CONF AN - 01493937 AU - Aksan, Nazan AU - Schall, Mark AU - Anderson, Steven AU - Dawson, Jeffery AU - Tippin, Jon AU - Rizzo, Matthew AU - University of Iowa, Iowa City TI - Can Intermittent Video Sampling Capture Individual Differences in Naturalistic Driving? SN - 9780615819723 PY - 2013 SP - pp 135-141 AB - The authors examined the utility and validity of intermittent video samples from black box devices for capturing individual difference variability in real-world driving performance in an ongoing study of obstructive sleep apnea (OSA) and community controls. Three types of video clips were coded for several dimensions of interest to driving research including safety, exposure, and driver state. The preliminary findings indicated that clip types successfully captured variability along targeted dimensions such as highway vs. city driving, driver state such as distraction and sleepiness, and safety. Sleepiness metrics were meaningfully associated with adherence to PAP (positive airway pressure) therapy. OSA patients who were PAP adherent showed less sleepiness and less non-driving related gaze movements than nonadherent patients. Simple differences in sleepiness did not readily translate to improvements in driver safety, consistent with epidemiologic evidence to date. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Apnea KW - Automatic data collection systems KW - Black boxes (Passenger vehicles) KW - Driver performance KW - Driving KW - Drowsiness KW - Individual differences KW - Sleep disorders KW - Traffic safety KW - Video cameras UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/022_Aksan_0.pdf UR - https://trid.trb.org/view/1263044 ER - TY - CONF AN - 01493935 AU - Dlugosch, Carsten AU - Conti, Antonia S AU - Bengler, Klaus AU - University of Iowa, Iowa City TI - Driver Distraction through Conversation Measured with Pupillometry SN - 9780615819723 PY - 2013 SP - pp 198-204 AB - Assessing a driver´s mental workload during tasks that are not visual-manual is a challenging endeavor. Especially with the rapid development of speech systems, this is becoming increasingly important. Pupillometry promises to be a suitable physiological measurement method, sensitive to variations of cognitive workload. This driving simulator study shows that the pupillometry data indicate a significant increase in cognitive activity during conversation tasks regardless of the acoustic channel used. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Cognition KW - Conversation KW - Distraction KW - Driver performance KW - Driving simulators KW - Measurement KW - Mental workload KW - Physiological aspects KW - Pupils (Eyes) KW - Traffic safety UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/031_Dlugosch_0.pdf UR - https://trid.trb.org/view/1263065 ER - TY - CONF AN - 01493934 AU - Ross, Rachel W AU - Scialfa, Charles AU - Cordazzo, Scheila AU - Bubric, Katherine AU - University of Iowa, Iowa City TI - Predicting Older Adults’ On-Road Driving Performance SN - 9780615819723 PY - 2013 SP - pp 234-240 AB - The authors examined the predictive utility of the Roadwise Review and the Hazard Perception Test on a standardized driving assessment using both conventional and alternative scoring criteria in a sample of health older adults (N= 57). The results indicate that both tests can predict passing or failing the road evaluation. The Hazard Perception Test was more consistent in predicting total points and hazardous errors in on-road performance. Future research should examine the predictive validity of these tests in cognitively impaired drivers. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Aged drivers KW - Cognitive impairment KW - Crash risk forecasting KW - Driver performance KW - Driving tests KW - Fitness to drive KW - Hazard perception KW - Roadwise Review KW - Traffic crashes UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/037_Scialfa_0.pdf UR - https://trid.trb.org/view/1263070 ER - TY - CONF AN - 01493933 AU - Nguyen, Bobby AU - Zhuo, Yan AU - Ni, Rui AU - University of Iowa, Iowa City TI - Can We Predict Steering Control Performance from a 2D Shape Detection Task? SN - 9780615819723 PY - 2013 SP - pp 184-190 AB - Research has shown the importance of spatial and temporal integration of visual information in motion perception and steering control under reduced visibility conditions. The current study examined the relationship between a 2D shape detection task and a steering control task under reduced visibility conditions for younger drivers. In the 2D shape detection task, the spatial and temporal characteristics, and the contrast of the stimuli were manipulated by varying the number, the lifetime, and the contrast of the random dots. In the steering task, the visibility of the driving scene was manipulated by varying the quantity and quality of the optical flow information. The authors found that the correlation between shape detection task and steering control task under low contrast conditions depended on temporal integration. These results suggest that under reduced visibility conditions, temporal integration of visual information may play a larger role than spatial integration. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Detection and identification KW - Driver performance KW - Geometric configurations and shapes KW - Motion perception KW - Optical flow patterns KW - Steering KW - Visibility KW - Visual perception UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/029_Nguyen_0.pdf UR - https://trid.trb.org/view/1263063 ER - TY - CONF AN - 01493929 AU - Devos, Hannes AU - Nieuwboer, Alice AU - Vandenberghe, Wim AU - Tant, Mark AU - Weerdt, Willy De AU - Uc, Ergun AU - University of Iowa, Iowa City TI - Validation of Driving Simulation to Assess On-Road Performance in Huntington Disease SN - 9780615819723 PY - 2013 SP - pp 241-247 AB - Driving simulators are increasingly used to assess the driving capabilities of persons with neurodegenerative conditions. However, few driving simulator evaluations have been validated against standardized on-road tests. The aim of this study was to investigate the concurrent validity of a comprehensive driving simulator evaluation in 29 persons with Huntington disease (HD). The Test Ride for Investigating Practical fitness to drive (TRIP) checklist was administered after a 15 km simulator drive and 20 km on-road drive. The total driving simulator TRIP score and each of its item scores were compared with the on-road TRIP scores using Spearman rho correlation statistics. The authors found significant correlations for 9 of the 12 items. Correlations ranged between 0.12 for the item gap distance at speed below 50 km/h and 0.72 for the total TRIP score, indicating variable strength of the associations. Items assessing operational skills correlated better with on-road driving performance than tactical or higher-order visual items. The results indicate that a fixed-base, single screen driving simulator is a valid tool to assess on-road driving capabilities in persons with HD. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Cognitive impairment KW - Driver performance KW - Driving simulators KW - Driving tests KW - Fitness to drive KW - Impaired drivers KW - Nervous system diseases KW - Validity UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/038_Devos_0.pdf UR - https://trid.trb.org/view/1263071 ER - TY - CONF AN - 01493928 AU - Kay, Gary AU - Ahmad, Omar AU - Brown, Timothy AU - Veit, Andrew AU - University of Iowa, Iowa City TI - Comparison of the MiniSim and STISIM Driving Simulators for the Detection of Impairment: An Alcohol Validation Study SN - 9780615819723 PY - 2013 SP - pp 191-197 AB - Detection of alcohol impairment is often used to evaluate the sensitivity of a protocol to detect the effects of other types of impairment. This study was designed to compare the sensitivity of two simulator platforms with different underlying architectures using equivalent driving scenarios. The driving scenario consisted of a twenty minute drive on a relatively straight rural roadway with a divided attention task presented infrequently during the drive. A total of 18 subjects completed drives on both simulators at two levels of t blood alcohol concentration (BAC). It was hypothesized that both simulator platforms would be sensitive to the effects of alcohol. On driving variables and on divided attention variables the MiniSim simulator showed greater sensitivity to the impairing effects of alcohol (at doses below 0.10% BAC) than was found with the STI simulator. The Standard Deviation of Lane Position (SDLP) variable (lane position deviation) was sensitive to alcohol effects with both simulators. However, there was clearly greater sensitivity seen with the MiniSim simulator. For a number of driving and divided attention variables significant results were obtained with the MiniSim, whereas results for the STISIM failed to show a significant alcohol effect. The greater sensitivity of the MiniSim compared to the STISIM is potentially due to a number of differences between the two simulators, though the difference in the vehicle dynamics model would be expected to be the largest determining factor. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Alcohol use KW - Blood alcohol levels KW - Detection and identification KW - Divided attention KW - Driving simulators KW - Impaired drivers KW - Standard Deviation of Lateral Position KW - Validation UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/030_Kay_0.pdf UR - https://trid.trb.org/view/1263064 ER - TY - CONF AN - 01493923 AU - Ghazizadeh, Mahtab AU - Lee, John D AU - Peng, Yiyun AU - Boyle, Linda Ng AU - University of Iowa, Iowa City TI - Assessing Text Reading and Text Entry while Driving Using the Visual Occlusion Technique SN - 9780615819723 PY - 2013 SP - pp 128-134 AB - This study estimated the time drivers spend completing text reading and text entry tasks of varying difficulty levels using visual occlusion to mimic the timesharing between driving and interacting with text. The findings showed that text entry took longer than text reading and task time increased with longer text length. In the occlusion condition, the total task time with vision unoccluded wasshorter than the task time in the static condition, although this finding was not consistent across reading and entry. Ambient text (irrelevant text surrounding the text of interest) had no effect on time on task. These results should be considered in light of the acceptable limits for time on task and can inform the design of in-vehicle systems that require text reading or entry. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Distraction KW - Driving KW - Reading KW - Text messaging KW - Time duration KW - Traffic safety KW - Visual occlusion UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/021_Ghazizadeh_0.pdf UR - https://trid.trb.org/view/1263043 ER - TY - CONF AN - 01493920 AU - Dawson, Jeffrey D AU - Yu, Lixi AU - Chen, Kuan-Hua AU - Rusch, Michelle L AU - Johnson, Amy M AU - Aksan, Nazan S AU - Sunda, Takashi AU - Hiramatsu, Machiko AU - Anderson, Steven W AU - Rizzo, Matthew AU - University of Iowa, Iowa City TI - Neuropsychological Predictors of Safety in Urban Left-Turn Scenarios SN - 9780615819723 PY - 2013 SP - pp 226-232 AB - Left turns at urban intersections can be dangerous, especially when views are obstructed or pedestrians are present. Impairments in driver vision, motor, and cognition functions may further increase left-turn risk. The authors examined this problem in a simulated environment that included left-turn scenariosto study the driving behaviors of 28 drivers, ages 37 to 88 years, six of whom had “Useful Field of View” (UFOV) impairments. Subjects also completed a battery of neuropsychological tests. The simulated drive included an urban section with six left turns in three types of scenarios: 1) a semi truck blocking the view of oncoming traffic, 2) a lead vehicle obstruction, and 3) a pedestrian crossing ahead of the turning driver. Results showed a mean (SD) of 1.46 (1.60) collisions per driver (range 0 to 7), 83% of which occurred at intersections with semi trucks. Far visual acuity, contrast sensitivity, UFOV, Mini Mental State Examination, TrailMaking Test Part B, the Wisconsin Card Sort task, and age were all associated with the total number of collisions (Pearson correlation magnitudes between 0.37 to 0.77; p-values<0.05). Spearman correlations were less significant. Findings indicate that visual obstruction by on oncoming semi-truck is a particularly dangerous left-turn situation. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Crashes KW - Driving simulators KW - Field of vision KW - Left turns KW - Neuropsychological tests KW - Pedestrians KW - Traffic safety KW - Trucks KW - Unsignalized intersections KW - Urban highways KW - Visual obstructions UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/035_Dawson_0.pdf UR - https://trid.trb.org/view/1263069 ER - TY - CONF AN - 01493918 AU - Chrysler, Susan T AU - Cooper, Joel AU - McGehee, Daniel V AU - Yager, Christine AU - University of Iowa, Iowa City TI - Comparison of Driver Distraction Evaluations across Two Simulator Platforms and an Instrumented Vehicle SN - 9780615819723 PY - 2013 SP - 7p AB - The purpose of this work was to assess the cross-platform validity of two driving simulators and an instrumented vehicle operated on a closed driving course. Characteristics of vehicle speed and performance to an Alert Response Task were evaluated using a MiniSim, manufactured by the National Advanced Driving Simulator group, a Realtime Technologies, Inc. desktop simulator, and an instrumented 2005 Toyota Highlander. Results indicate a high degree of relative validity between the three research platforms with mean and standard deviation of vehicle speeds showing near identical patterns under various secondary task demands. Performance on an auditory Alert Response Task also showed a high degree of consistency across the three research platforms. Performance on a visual Alert Response Task appeared to be highly reactive with the testing conditions present in the instrumented vehicle evaluations. These data have practical implications for the use of driving simulators in experimentally controlled research and also make suggestions about the use of visual warnings to elicit emergency response behaviors in drivers. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Distraction KW - Driver performance KW - Driving simulators KW - Highway safety KW - Instrumented vehicles KW - Speed KW - Visual warnings UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/082_Chrysler_0.pdf UR - https://trid.trb.org/view/1263122 ER - TY - CONF AN - 01493917 AU - Borowsky, Avinoam AU - Horrey, William J AU - Liang, Yulan AU - Garabet, Angela AU - Simmons, Lucinda AU - Fisher, Donald L AU - University of Iowa, Iowa City TI - The Effects of Momentary Visual Disruption on Hazard Anticipation in Driving SN - 9780615819723 PY - 2013 SP - 7p AB - Driver distraction is known to increase crashes, especially when the driver glances for especially long periods of time inside the vehicle. While it is clear that such glances increase risk for the driver when looking inside the vehicle, it is less clear how these glances disrupt the ongoing processing of information outside the vehicle once the eyes return to the road. The present study was aimed at exploring the effect of visual disruptions on the top-down processes that guide the detection and monitoring of hazards on the forward roadway. Using a driving simulator, twelve participants were monitored with an eye tracking system while they navigated various hazardous scenarios. Six participants were momentarily interrupted by a visual secondary task (simulating a glance inside the vehicle) prior to the hazard occurrence and six were not. Eye movement analyses show that interrupted drivers often failed to continue scanning for a hazard when their forward view reappeared. Implications of this study are discussed. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Attention KW - Disruptions KW - Distraction KW - Driving KW - Glance time KW - Hazard anticipation KW - Highway safety UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/084_Borowsky_0.pdf UR - https://trid.trb.org/view/1263149 ER - TY - CONF AN - 01493916 AU - Marnell, Patrick AU - Tuss, Halston AU - Hurwitz, David AU - Paulsen, Kirk AU - Monsere, Chris AU - University of Iowa, Iowa City TI - Permissive Left-Turn Behavior at the Flashing Yellow Arrow in the Presence of Pedestrians SN - 9780615819723 PY - 2013 SP - 7p AB - Use of the flashing yellow arrow indication for permissive left-turn control has become more common in the U.S. since it was adopted in the 2009 Edition of the Manual on Uniform Traffic Control Devices. A complete understanding of the safety implications at signalized intersections is critically important. This paper examines the results of a permissive left-turn driver behavior study conducted in a high fidelity driving simulator. The experimental results suggest 1) that when there are more pedestrians present in the conflicting crosswalk, the driver’s average fixation duration on crossing pedestrians is greater than when there is minimal pedestrian activity; 2) that 4% to 7% of drivers do not fixate on pedestrians in the crosswalk when completing their left turn; and 3) that 39% of drivers do not fixate on likely pedestrian locations when pedestrians are not present. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Arrows (Signals) KW - Behavior KW - Drivers KW - Driving simulators KW - Eye fixations KW - Highway safety KW - Left turn phase KW - Left turns KW - Pedestrian safety KW - Permissive phasing UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/074_Marnell_0.pdf UR - https://trid.trb.org/view/1262867 ER - TY - CONF AN - 01493915 AU - Trübswetter, Nicole AU - Bengler, Klaus AU - University of Iowa, Iowa City TI - Why Should I Use ADAS? Advanced Driver Assistance Systems and the Elderly: Knowledge, Experience and Usage Barriers SN - 9780615819723 PY - 2013 SP - 7p AB - A vast number of Advanced Driver Assistance Systems (ADAS) are commercially available, all of which have the potential to increase the safety and comfort of driving a car. Due to age-specific performance limitations, older drivers could benefit a great deal from such in-vehicle technologies, provided that they are purchased and used. Based on the results of several market research studies, awareness of ADAS is significantly higher than their usage rate, which is still very low. To analyze the discrepancy between awareness and willingness to use ADAS, 32 older car drivers were surveyed in a semi-structured interview study. This paper examines the knowledge, experience, and barriers toward the use of ADAS in the elderly. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Aged drivers KW - Driver support systems KW - Driving KW - Experience KW - Highway safety KW - Knowledge KW - Utilization UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/075_Truebswetter_0.pdf UR - https://trid.trb.org/view/1262922 ER - TY - CONF AN - 01493914 AU - Liang, Yulan AU - Lee, John D AU - University of Iowa, Iowa City TI - Using a Layered Algorithm to Detect Driver Cognitive Distraction SN - 9780615819723 PY - 2013 SP - 7p AB - Detection of cognitive distraction presents an indispensable function for driver distraction mitigation systems. In this study, the authors developed a layered algorithm that integrated two data mining methods—Dynamic Bayesian Network (DBN) and supervised clustering method—to identify cognitive distraction from drivers’ eye movements and driving performance measures. The authors used the data collected in a simulator study to compare the layered algorithm with the original DBN and found that the layered algorithm obtained comparable prediction performance as the original DBN. Meanwhile, the layered algorithm shortened training and prediction time and revealed rich information on the relationship between driver cognitive state and performance. This study demonstrates that data mining methods are suitable to identify human cognitive state from performance. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Algorithms KW - Bayes' theorem KW - Cluster analysis KW - Cognition KW - Data mining KW - Distraction UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/051_Liang_0.pdf UR - https://trid.trb.org/view/1261977 ER - TY - CONF AN - 01493913 AU - McDonald, Catherine C AU - Seacrist, Thomas S AU - Lee, Yi-Ching AU - Loeb, Helen AU - Kandadai, Venk AU - Winston, Flaura K AU - University of Iowa, Iowa City TI - Headway Time and Crashes Among Novice Teens and Experienced Adult Drivers in a Simulated Lead Truck Braking Scenario SN - 9780615819723 PY - 2013 SP - 7p AB - Driving simulators can be used to evaluate driving performance under controlled, safe conditions. Teen drivers are at particular risk for motor vehicle crashes and simulated driving can provide important information on performance. The authors developed a new simulator protocol, the Simulated Driving Assessment (SDA), with the goal of providing a new tool for driver assessment and a common outcome measure for evaluation of training programs. As an initial effort to examine the validity of the SDA to differentiate performance according to experience, this analysis compared driving behaviors and crashes between novice teens (n=20) and experienced adults (n=17) on a high fidelity simulator for one common crash scenario, a rear-end crash. The authors examined headway time and crashes during a lead truck with sudden braking event in their SDA. They found that 35% of the novice teens crashed and none of the experienced adults crashed in this lead truck braking event; 50% of the teens versus 25% of the adults had a headway time <3 seconds at the time of truck braking. Among the 10 teens with <3 seconds headway time, 70% crashed. Among all participants with a headway time of 2-3 seconds, further investigation revealed descriptive differences in throttle position and brake pedal force when comparing teens who crashed, teens who did not crash and adults (none of whom crashed). Even with a relatively small sample, the authors found statistically significant differences in headway time for adults and teens, providing preliminary construct validation for their new SDA. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Adults KW - Braking KW - Driver experience KW - Driving simulators KW - Headways KW - Highway safety KW - Lead vehicle KW - Rear end crashes KW - Teenage drivers KW - Trucks UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/067_McDonald_0.pdf UR - https://trid.trb.org/view/1262695 ER - TY - CONF AN - 01493912 AU - Marcotte, Thomas D AU - Meyer, Rachel A AU - Hendrix, Terence AU - Johnson, Robin AU - University of Iowa, Iowa City TI - The Relationship between Real-Time EEG Engagement, Distraction and Workload Estimates and Simulator-Based Driving Performance SN - 9780615819723 PY - 2013 SP - 7p AB - Identifying potentially impaired drivers is often dependent upon using cognitive testing from a controlled environment (clinic, laboratory) to predict behavior in a dynamic and unpredictable real world driving environment. The goal of this study was to determine the feasibility, and validity, of using a wireless EEG system to ultimately differentiate between impaired and unimpaired drivers. The authors utilized the B-Alert X10 portable wireless EEG/ECG system and applied previously validated EEG algorithms estimating engagement, workload, and distraction within a sample of normal control (n = 10) and HIV seropositive individuals (n = 14). Participants underwent a 30-minute fully interactive driving simulation. Overall, the HIV+ group evidenced significantly higher distraction during the simulation. When grouped according to poor and good performers on the simulation (regardless of HIV serostatus), those performing worse on the simulation had higher distraction, with a trend for lower workload, levels. The authors then examined EEG profiles immediately preceding a crash. Prior to a crash, participants evidenced a significant increase in distraction ~ 10-14 seconds leading up to the crash; the greatest increase was seen in the HIV+ group. These preliminary data support the potential utility of using EEG data in patient populations to identify individuals who might be at risk for impaired driving. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Distraction KW - Driver workload KW - Driving simulators KW - Electroencephalography KW - Highway safety KW - Human immunodeficiency virus KW - Real time information KW - Traffic crashes UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/063_Marcotte_0.pdf UR - https://trid.trb.org/view/1262683 ER - TY - CONF AN - 01493911 AU - Yang, Yan AU - Reimer, Bryan AU - Mehler, Bruce AU - Dobres, Jonathan AU - University of Iowa, Iowa City TI - A Field Study Assessing Driving Performance, Visual Attention, Heart Rate and Subjective Ratings in Response to Two Types of Cognitive Workload SN - 9780615819723 PY - 2013 SP - 7p AB - In an on-road experiment, driving performance, visual attention, heart rate and subjective ratings of workload were evaluated in response to a working memory (n-back) and a visual-spatial (clock) task. Subjective workload ratings for the two types of tasks did not statistically differ, suggesting a similar level of overall workload. Gaze concentration and heart rate showed significant changes relative to single task driving during the extra tasks and the magnitude of change was similar for both, while driving performance measures were not sensitive to the increase in workload. The results suggest high sensitivity of both gaze dispersion and heart rate as measures of workload across these two different types of cognitive demand. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Cognition KW - Driver performance KW - Driving KW - Field studies KW - Gaze KW - Heart rate KW - Highway safety KW - Visual attention KW - Workload (Drivers) UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/061_Yang_0.pdf UR - https://trid.trb.org/view/1262569 ER - TY - CONF AN - 01493910 AU - Ho, Cristy AU - Spence, Charles AU - Gray, Rob AU - University of Iowa, Iowa City TI - Looming Auditory and Vibrotactile Collision Warning for Safe Driving SN - 9780615819723 PY - 2013 SP - 7p AB - Looming auditory warning signals (that is, signals whose intensity increases over time) have proven to be particularly effective in terms of reducing a driver’s brake reaction times (BRTs) to impending collisions, and are also associated with very low false alarm rates. The authors report two experiments designed to further investigate how the presentation of looming auditory warnings with increasing frequency or increasing spatial extent would compare to those with increasing intensity. A third experiment was conducted in order to evaluate the potential efficacy of presenting looming warnings to drivers in another modality, namely via vibrotactile signals. Participants’ speeded BRTs to potential collision events following the presentation of various warning signals in a simulated car following scenario were measured. While both looming frequency and spatial warnings were effective in terms of speeding the driver’s responses to critical driving events, the magnitude of the benefit resembled that of a typical non-looming constant intensity warning. Looming intensity warnings outperformed their looming frequency counterparts in terms of facilitating drivers’ collision avoidance responses. As for vibrotactile warnings, the results revealed that looming vibrotactile stimuli did not offer any additional benefits over and above the other non-looming vibrations tested in the study. The implications of these findings for collision warning systems design are discussed. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Auditory warnings KW - Braking KW - Crash avoidance systems KW - Highway safety KW - Looming KW - Reaction time KW - Vibrotactile cuing KW - Warning devices UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/083_Ho_0.pdf UR - https://trid.trb.org/view/1263140 ER - TY - CONF AN - 01493909 AU - Engström, Johan AU - Larsson, Pontus AU - Larsson, Christian AU - University of Iowa, Iowa City TI - Comparison of Static and Driving Simulator Venues for the Tactile Detection Response Task SN - 9780615819723 PY - 2013 SP - 7p AB - The general objective of the present study was to validate a low-cost, static, version of the Tactile Detection Response Task (TDRT) intended for driver-vehicle interface evaluation in industrial settings. The static TDRT venue was compared to the more commonly used driving simulator venue, where the TDRT and the secondary task under evaluation are performed during simulated driving. The results indicated that the effect of venue was additive over a range of visual-manual and cognitive secondary tasks, which offers preliminary support for the static TDRT venue as a surrogate for the driving simulator TDRT venue. However, a more detailed analysis revealed a counterintuitive effect for one of the visual-manual secondary tasks (SuRT), where the easier version of the task (as confirmed by subjective workload ratings) yielded a stronger effect on the TDRT than the more difficult version. Possible explanations and implications for the TDRT and its application to driver-vehicle interface evaluation are discussed. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Attention KW - Driver vehicle interfaces KW - Driver workload KW - Driving simulators KW - Highway safety KW - Secondary tasks UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/057_Engstrom_0.pdf UR - https://trid.trb.org/view/1262260 ER - TY - CONF AN - 01493908 AU - Petzoldt, Tibor AU - Weiss, Thomas AU - Krems, Josef F AU - Bannert, Maria AU - University of Iowa, Iowa City TI - The Development of a Cognitive Skills Training to Support Driver Education – Comparing Performance of Experienced and Trained Learner Drivers SN - 9780615819723 PY - 2013 SP - 7p AB - Deficits in cognitive skills such as hazard perception are considered one of the major factors explaining the high numbers of crashes for novice drivers. Computer based trainings (CBTs) have been identified as a potential measure to improve such skills. Several CBTs have been developed since. Some of them have been evaluated, however, only by comparing a treatment group and a control group. While results show that the evaluated CBTs are somewhat effective, it is unclear how an experienced driver would have performed in the test scenarios. The authors developed their own CBT, and in a first step, evaluated it following the same known strategy (treatment and control group, adding a “paper based training group). Results provided evidence for the assumption that the CBT had a positive effect on learner drivers’ glance behaviour in simulated driving (Petzoldt et al., 2013). However, after the authors confirmed the effectiveness, they tested a group of experienced drivers on exactly the same simulator scenarios. The comparison between treatment, control and experienced driver group is presented in this paper. Results show comparable patterns of glance behaviour for the treatment group and the experienced drivers, superior to that of the control group. Driving performance rated by experts was mostly appropriate for all groups, with notable exceptions for some scenarios. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Cognition KW - Computer aided instruction KW - Driver education KW - Driver performance KW - Driving KW - Glance behavior UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/046_Petzoldt_0.pdf UR - https://trid.trb.org/view/1261924 ER - TY - CONF AN - 01493907 AU - Merat, Natasha AU - Coleman, James AU - University of Iowa, Iowa City TI - Does Personality Influence Engagement in Mobile Phone Tasks? SN - 9780615819723 PY - 2013 SP - 7p AB - Drivers’ propensity to engage in a telephone conversation and text messaging was observed in a driving simulator study and compared to self-reported engagement in such tasks in the real world. As sensation seeking has been linked to unsafe driving behaviours and self-reported driving violations, drivers were preselected for the study using the Arnett Inventory of Sensation Seeking. In general, drivers’ observed engagement with their mobile phone was not as high in the driving simulator as their self-reported declarations. Some differences were found between the high and low sensation seekers, with more phone calls executed by the high sensation seekers and more text messages performed by the low sensation seekers. Self-report results showed higher engagement in hands-held conversations and text messaging by high sensation seekers. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Driving simulators KW - High risk drivers KW - Highway safety KW - Mobile telephones KW - Personality KW - Self reports KW - Sensation seeking KW - Text messaging UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/076_Merat_0.pdf UR - https://trid.trb.org/view/1262923 ER - TY - CONF AN - 01493906 AU - Feng, Jing AU - Donmez, Birsen AU - University of Iowa, Iowa City TI - Design of Effective Feedback: Understanding Driver, Feedback, and Their Interaction SN - 9780615819723 PY - 2013 SP - 7p AB - Risky driving behaviors such as speeding, close car following and engaging in non-driving related secondary tasks are commonly observed and may increase crash risks. Providing effective feedback to drivers of their risky behaviors may decrease the likelihood of hazardous situations, thereby reducing crashes or crash severity. However, inappropriate feedback could lead to distraction and/or added workload to the driver, resulting in undesirable effects on road safety. Successful design of effective feedback builds on a comprehensive understanding of the characteristics of the driver, the feedback, and their interaction. As a first step to this approach, the authors summarize literature and propose a cognitive model of driver-feedback interaction. This model considers characteristics of the driver and the feedback, and illustrates three feedback loops through which feedback can influence the driver. Although still at a preliminary stage, the model provides a framework for future feedback design and empirical investigations. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Crash rates KW - Crash risk KW - Crash severity KW - Driver feedback KW - High risk drivers KW - Highway safety KW - Risk taking UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/062_Feng_0.pdf UR - https://trid.trb.org/view/1262583 ER - TY - CONF AN - 01493905 AU - Young, Richard A AU - University of Iowa, Iowa City TI - Naturalistic Studies of Driver Distraction: Effects of Analysis Methods on Odds Ratios and Population Attributable Risk SN - 9780615819723 PY - 2013 SP - 7p AB - When analyzing naturalistic driver performance data, different analysis methods can have large impacts on safety estimates for the condition being assessed. To illustrate, this paper reanalyzed the data for a secondary task (conversation on a hand-held cell phone) from the recently-released Virginia Tech Transportation Institute (VTTI) 100-Car databases, using a standard method for epidemiological analysis. It found substantially lower estimates for the odds ratio (OR), population exposure percent (Pe%), and population attributable risk percent (PAR%) than with the VTTI analysis method. The crash/near-crash OR was reported by VTTI as 1.29, but was found to be 0.78 with the standard method, a reversal in direction from a potentially crash-increasing to a potentially crash-reducing effect. The Pe% for crashes/near-crashes was 12.5% using the VTTI method, but declined to 6.7% with the standard method. The PAR% was reported as 3.6% but a population preventive fraction of 1.5% (a protective effect) was estimated by the standard method. The OR difference was traced to an “assumption bias” in the VTTI method that had unequal effects for the unexposed vs. exposed cases. The Pe% and PAR% differences were traced to an error in the VTTI calculation of Pe%. This bias and error were systemic in the VTTI analysis methods, overestimating OR, Pe%, and PAR% for all tasks examined. Future research should seek to better understand the epidemiologic analysis methods that are most appropriate in the new and emerging field of naturalistic driving research. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Assumptions KW - Automatic data collection systems KW - Crash risk KW - Data analysis KW - Distraction KW - Highway safety KW - Odds ratio KW - Traffic crashes UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/077_Young_0.pdf UR - https://trid.trb.org/view/1263000 ER - TY - CONF AN - 01493904 AU - Bian, Zheng AU - Andersen, George J AU - University of Iowa, Iowa City TI - The Effect of Aging and Ground Texture on the Control of Braking SN - 9780615819723 PY - 2013 SP - 7p AB - In the current study the authors examined age-related difference in the use of visual information in regulating braking. Younger and older drivers were presented with computer generated 3-D scenes simulating driving on a roadway towards three red stop signs at a constant speed. The task of the drivers was to control braking and to stop as close as possible to the stop signs. The texture density on the ground, initial time to contact (TTC) and initial distance from the stop signs were manipulated. The authors found that older drivers had larger mean stop distance and lower crash rate than younger drivers. In addition, older drivers, as compared to younger drivers, tended to regulate more frequently at values larger than -0.5 and less frequently at values smaller than -0.5. These results, taken together, suggest that older drivers may use a more conservative strategy to control braking in order to avoid collisions. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Age KW - Braking KW - Crash rates KW - Drivers KW - Highway safety KW - Texture KW - Visual information UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/050_Bian_0.pdf UR - https://trid.trb.org/view/1261975 ER - TY - CONF AN - 01493903 AU - Lenné, Michael G AU - Salmon, Paul M AU - Beanland, Vanessa AU - Walker, Guy H AU - Underwood, Geoff AU - Filtness, Ashleigh AU - University of Iowa, Iowa City TI - Interactions between Cars and Motorcycles: Testing Underlying Concepts through Integration of On-Road and Simulator Studies SN - 9780615819723 PY - 2013 SP - 7p AB - The authors conducted on-road and simulator studies to explore the mechanisms underpinning driver-rider crashes. In Study 1 the verbal protocols of 40 drivers and riders were assessed at intersections as part of a 15km on-road route in Melbourne. Network analysis of the verbal transcripts highlighted key differences in the situation awareness of drivers and riders at intersections. In a further study using a driving simulator the authors examined in car drivers the influence of acute exposure to motorcyclists. In a 15 min simulated drive, 40 drivers saw either no motorcycles or a high number of motorcycles in the surrounding traffic. In a subsequent 45-60 min drive, drivers were asked to detect motorcycles in traffic. The proportion of motorcycles was manipulated so that there was either a high (120) or low (6) number of motorcycles during the drive. Those drivers exposed to a high number of motorcycles were significantly faster at detecting motorcycles. Fundamentally, the incompatible situation awareness at intersections by drivers and riders underpins the conflicts. Study 2 offers some suggestion for a countermeasure here, although more research around schema and exposure training to support safer interactions is needed. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Alertness KW - Drivers KW - Highway safety KW - Motorcycle crashes KW - Motorcycle safety KW - Motorcycles KW - Motorcyclists KW - Simulation UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/043_Lenne_0.pdf UR - https://trid.trb.org/view/1261802 ER - TY - CONF AN - 01493902 AU - Conti, Antonia S AU - Dlugosch, Carsten AU - Schwarz, Felix AU - Bengler, Klaus AU - University of Iowa, Iowa City TI - Driving and Speaking: Revelations by the Head-Mounted Detection Response Task SN - 9780615819723 PY - 2013 SP - 7p AB - The cognitive workload of speech-related activity needs to be examined in an economic and simple way. This is especially important as in-vehicle technology is becoming more cognitive with, for example, the use of speech-interaction, and industry will need a way to keep pace with new technologies. One proposed way to measure cognitive workload is the detection response task (DRT) method. In this study, the DRT was used to assess different speech-related cognitive tasks. Three conversation tasks and the n-back task were performed together with a simulated driving task and a head-mounted DRT (HDRT). The aim was to evaluate the conversation and n-back tasks with the HDRT and to quantify the respective cognitive workload. Results show an increase in HDRT reaction times when additional cognitive tasks are performed relative to baseline measurements. In line with other research methods, the HDRT provided a reliable measurement of additional workload. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Attention KW - Cognition KW - Distraction KW - Driver workload KW - Driving KW - Highway safety KW - Speech UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/056_Conti_0.pdf UR - https://trid.trb.org/view/1262257 ER - TY - CONF AN - 01493901 AU - Peng, Yiyun AU - Boyle, Linda Ng AU - Ghazizadeh, Mahtab AU - Lee, John D AU - University of Iowa, Iowa City TI - Factors Affecting Glance Behavior when Interacting with In-Vehicle Devices: Implications from a Simulator Study SN - 9780615819723 PY - 2013 SP - 7p AB - This study examined the effects of text entry and reading on drivers’ eye glance behavior, as influenced by text length and presence of ambient text (i.e., text around targeted text). A simulator study was conducted with 28 drivers. The findings showed that text entry tasks required longer eyes-off-road (EOR) time than text reading tasks. The presence of ambient text also increased the total EOR time for text reading. Tasks with shorter text required shorter individual glances, but even the shortest text entry tasks resulted in long glances for those who entered text in large chunks. Thus, shortening the text length alone may not ensure safe glance behavior and other countermeasures may need to be considered. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Attention KW - Distraction KW - Driving simulators KW - Glance behavior KW - Highway safety KW - Personal communication devices KW - Text messaging UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/072_Peng_0.pdf UR - https://trid.trb.org/view/1262839 ER - TY - CONF AN - 01493900 AU - Perez, William A AU - Philips, Brian H AU - University of Iowa, Iowa City TI - Active Traffic Management Sign Comprehension SN - 9780615819723 PY - 2013 SP - 7p AB - Active traffic management (ATM) strategies are being deployed in the United States to deliver additional information to drivers. Per lane variable speed limit and lane control signs are being deployed along with dynamic message signs that display warning and other motorist information. The Manual of Uniformed Traffic Control Devices currently does not provide guidelines or standards for these signs. The present research is the first in a series of studies aimed at providing data that can be used to develop guidelines and standards. This study used laboratory procedures to examine comprehension and preference for various variable speed limit and lane control sign messages. The results indicate that while participants sometimes make errors interpreting some advisory messages, they generally correctly interpreted the lane control and speed limit ATM signs. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Active traffic management KW - Comprehension KW - Highway traffic control KW - Lane use control signals KW - Speed signs KW - Variable message signs UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/049_Perez_0.pdf UR - https://trid.trb.org/view/1261966 ER - TY - CONF AN - 01493899 AU - Inman, Vaughan W AU - Philips, Brian H AU - University of Iowa, Iowa City TI - Traffic Sign Detection and Identification SN - 9780615819723 PY - 2013 SP - 7p AB - Previous studies using eye-trackers have suggested that drivers can extract information from traffic signs and markings without fixating them. The first study reported here examined the angle of gaze away from signs that enables sign detection: detection conspicuity angle. A second study examined the angle of gaze away from signs that enables identification of the signs’ messages: identification conspicuity angle. Because conspicuity is viewed as a product of the properties of objects and their surrounding environment, both studies manipulated the background of the signs. Detection conspicuity was sensitive to the background environment, particularly for regulatory signs, for which detection conspicuity was reduced with light-colored or cluttered backgrounds. Background environment had little measurable effect on sign message identification. It is recommended that sign backgrounds be considered when locating signs, and that if the background does not provide adequate contrast, conspicuity enhancement strategies should be considered. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Contrast KW - Detection and identification KW - Gaze angle KW - Message (Signs) KW - Traffic signs KW - Visibility UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/048_Inman_0.pdf UR - https://trid.trb.org/view/1261956 ER - TY - CONF AN - 01493898 AU - Cassavaugh, Nicholas D AU - Bos, Alex AU - McDonald, Cole AU - Gunaratne, Pujitha AU - Backs, Richard W AU - University of Iowa, Iowa City TI - Assessment of the SEEV Model to Predict Attention Allocation at Intersections During Simulated Driving SN - 9780615819723 PY - 2013 SP - 7p AB - The authors attempted to model attention allocation of experienced drivers using the SEEV model. Unlike previous attempts, the present work looked at attention to entities (vehicles, signs, traffic control devices) in the outside world rather than considering the outside world as a unitary construct. Model parameters were generated from rankings of entities by experienced drivers. Experienced drivers drove a scenario that included a number of intersections interspersed with stretches of straight road. The intersections included non-hazard events. Eye movements were monitored during the driving session. The results of fitting the observed eye movement data to the authors' SEEV model were poor, and were no better than fitting the data to a randomized SEEV model. A number of explanations for this are discussed. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Attention KW - Driver experience KW - Drivers KW - Driving simulators KW - Highway safety KW - Intersections UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/052_Cassavaugh_0.pdf UR - https://trid.trb.org/view/1261980 ER - TY - CONF AN - 01493897 AU - Sawyer, B D AU - Hancock, P A AU - University of Iowa, Iowa City TI - Performance Degradation Due to Automation in Texting while Driving SN - 9780615819723 PY - 2013 SP - 7p AB - Previous research concerning the use of cell phones indicates that physical manipulation of the phone in conjunction with the cognitive need to compose a message together contribute to driving performance degradation. The authors have suggested that automated assistive text entry schemes such as Nokia’s T9 may mitigate some of these identified costs. In this work drivers in a simulator drove and texted using either the assistive T9 system or an unassisted multitap system. Contrary to previous pilot findings participants showed greater degradation of driving performance when using the automated assistive T9 than the unassisted multitap. Findings support the idea that cognitive composition of a message combined with entry interface automation contributed to driving performance degradation. It further implies that the costs of that automation may exceed the benefits. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Assistive technology KW - Cognition KW - Distraction KW - Driver performance KW - Driving KW - Highway safety KW - Text messaging UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/068_Sawyer_0.pdf UR - https://trid.trb.org/view/1262822 ER - TY - CONF AN - 01493896 AU - Irwin, Christopher AU - Shum, David AU - Leveritt, Michael AU - Desbrow, Ben AU - University of Iowa, Iowa City TI - Test-Retest Reliability of Simulated Driving Performance: A Pilot Study SN - 9780615819723 PY - 2013 SP - 7p AB - Twenty-seven volunteers completed three simulated driving tests to determine test-retest reliability of performance on a low-cost, fixed-base computerized driving simulator. One retest was completed a few hours after the initial drive, and the final retest was completed 7 days following the initial test drive. Driving performance was compared using measures of vehicle control, speed, and reaction time to critical events. A measure of participants’ ability to inhibit a pre-potent response was also assessed using an inhibition task during each drive, with the number of incorrect inhibition responses recorded. Practice effects were evident for measures of vehicle control (deviation of lane position and number of line crossings) and participants’ ability to withhold responses to inhibition tasks. Good test-retest reliability was observed for measures of vehicle control, speed, reaction time, and variability measures. Poor test-retest reliability was observed for the number of stopping failures observed during driving. The findings from this study suggest that the driving scenario used provides reliable assessment tasks that could be used to track the effects of pharmacological treatments on driving performance. However, an additional familiarization drive should be included as part of future study protocols employing this driving scenario to reduce learning effects during trials. Care should also be taken when interpreting results from tasks with low test-retest reliability. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Driving KW - Driving simulators KW - Human subject testing KW - Performance measurement KW - Pilot studies KW - Reliability (Statistics) KW - Testing UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/045_Irwin_0.pdf UR - https://trid.trb.org/view/1261810 ER - TY - CONF AN - 01493895 AU - Lewis, Bridget A AU - Penaranda, B N AU - Roberts, Daniel M AU - Baldwin, Carryl L AU - University of Iowa, Iowa City TI - Effectiveness of Bimodal Versus Unimodal Alerts for Distracted Drivers SN - 9780615819723 PY - 2013 SP - 7p AB - Twenty-two participants drove a simulated vehicle while engaged in a low or high working memory load task and responded to signals presented in auditory, visual and tactile modalities or their bimodal combinations by pressing on the brake. Signals were designed to be of low or high urgency in both unimodal and bimodal combinations. High urgency and bimodal signals were responded to faster than their low urgency and unimodal counterparts. Fewer bimodal signals were missed overall. This bimodal advantage was particularly significant relative to unimodal signals of low urgency in the high working memory load condition. Together these results indicate that hazard mapping can most effectively be obtained by designing with both the perceived urgency level of the signal and modal plurality in mind. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Alerts KW - Bimodal warnings KW - Distraction KW - Driver information systems KW - Driver workload KW - Driving simulators KW - Highway safety UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/058_Lewis_0.pdf UR - https://trid.trb.org/view/1262262 ER - TY - CONF AN - 01493894 AU - Heinze, C AU - Schirmer, S AU - Trutschel, U AU - Sirois, B AU - Golz, M AU - Edwards, D AU - University of Iowa, Iowa City TI - Can Frequency Domain Heart Rate Measures Detect Impaired Driver Performance? SN - 9780615819723 PY - 2013 SP - 7p AB - An overnight driving simulation scenario with partial sleep deprivation was utilized to induce driver performance impairment. Heart rate (HR) was recorded over the entire experiment; frequency domain HR measures were derived and correlated to variation of lane deviation (VLD), a driving performance measure, and to the driver's state, which was estimated by the Karolinska Sleepiness Scale (KSS). The aim of this study is to evaluate whether frequency domain heart rate measures can be used to detect impaired driver performance as well as reduced driver state. The authors generalize the concept of the conventional frequency domain HR measures – namely the very-low frequency (VLF), low frequency (LF) band and high frequency (HF) band – into finer-grained frequency bands of 0.02 Hz width. These newly defined frequency bands show a more detailed correlation to driving performance and to driver sleepiness state, taking subject-specific differences into account. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Driver performance KW - Driving simulators KW - Frequency domain analysis KW - Heart rate KW - Highway safety KW - Impaired drivers KW - Sleep deprivation UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/060_Heinze.pdf UR - https://trid.trb.org/view/1262461 ER - TY - CONF AN - 01493893 AU - Ren, Zhiquan AU - Wang, Chun AU - He, Jibo AU - University of Iowa, Iowa City TI - Vehicle Detection Using Android Smartphones SN - 9780615819723 PY - 2013 SP - 7p AB - Rear-end collisions are the most common traffic accidents. Technologies, such as collision warning systems, are developed to reduce the risks of rear-end collisions. This study presents a mobile technology using smartphones to detect the leading vehicle, allowing the possibility to make collision warning systems more affordable and portable. This technology uses the rear camera of an Android smartphone to capture images of driving scenes, and then uses advanced computer vision algorithms to detect and track the leading vehicle. This study may have important applications to improve driving safety. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Crash avoidance systems KW - Highway safety KW - Lead vehicles KW - Rear end crashes KW - Smartphones KW - Vehicle detectors KW - Warning systems UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/047_He_0.pdf UR - https://trid.trb.org/view/1261925 ER - TY - CONF AN - 01493892 AU - Mueller, Alexandra S AU - Trick, Lana M AU - University of Iowa, Iowa City TI - Effect of Driving Experience on Change Detection Based on Target Relevance and Size SN - 9780615819723 PY - 2013 SP - 7p AB - Earlier studies that investigated the effects of driving experience and target safety relevance on change detection have produced conflicting results. Using a flicker change detection task to investigate the effect of driving experience on the ability to detect changes in objects that vary in safety relevance and size, the present study attempted to clarify some controversies by addressing three important methodological issues. The data showed that experienced drivers exhibited more efficient selection strategies than novice drivers and thus may have more spare resources to analyze less relevant objects in the driving environment. Selection strategies for relevant information appear to be sensitive to object size whereas selection of irrelevant information is downgraded comparatively and unaffected by size. Findings are discussed as they relate to theoretical and practical implications. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Change detection KW - Driver experience KW - Highway safety KW - Relevance KW - Size UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/053_Mueller_0.pdf UR - https://trid.trb.org/view/1261983 ER - TY - CONF AN - 01493891 AU - van Leeuwen, P M AU - Happee, R AU - de Winter, J C F AU - University of Iowa, Iowa City TI - Investigating the Effect of a Visual Search Task for Simulator-Based Driver Training SN - 9780615819723 PY - 2013 SP - 7p AB - Novice drivers tend to direct their gaze to the road ahead and not scan the environment properly. This study investigated the training effectiveness of a visual search task in a driving simulator, aimed at increasing young drivers' spread of visual search. Two groups of inexperienced drivers were instructed to drive as accurately as possible in the center of the right lane in a self-paced driving task of four 6-min sessions in a rural environment. While driving, one group performed a visual search task, consisting of detecting and fixating on visual stimuli in the peripheral area. The stimuli were purple dots that faded in slowly and disappeared when fixated by the participant. After training, both groups drove a transfer session in an urban environment, in which various hazardous situations occurred. Results showed that both groups improved their lane keeping performance, whereas the training group became more proficient in the visual search task. However, in the transfer session no group differences were detected. In conclusion, despite improvements in visual search performance during a relatively short training period, the visual search training did not detectibly influence the spread of visual search of novice drivers during a post training transfer session. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Driver experience KW - Driver training KW - Driving simulators KW - Highway safety KW - Lane keeping KW - Recently qualified drivers KW - Visual search UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/065_vanLeeuwen_0.pdf UR - https://trid.trb.org/view/1262687 ER - TY - CONF AN - 01493890 AU - Swake, Joshua AU - Jannat, Mafruhatul AU - Islam, Muhammad AU - Hurwitz, David S AU - University of Iowa, Iowa City TI - Driver Response to Phase Termination at Signalized Intersections: Are Driving Simulator Results Valid? SN - 9780615819723 PY - 2013 SP - 7p AB - Type-II dilemma zones are the segment of roadway approaching an intersection where drivers have difficulty deciding to stop or proceed at the onset of the circular yellow indication. Signalized intersection safety is improved when dilemma zones are correctly identified and steps are taken to reduce the likelihood that vehicles are caught in such zones. This research purports that using driving simulator as a means to collect driver response data at the onset of the circular yellow indication is a valid methodology to augment our analysis of decisions and reactions made within the dilemma zone. The data obtained was compared against that from previous experiments documented in the literature and the evidence suggests that driving simulation is a valid mechanism for describing driver behavior under the given conditions. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Behavior KW - Decision making KW - Dilemma zone KW - Drivers KW - Driving simulators KW - Highway safety KW - Signalized intersections KW - Yellow interval (Traffic signal cycle) UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/044_Swake_0.pdf UR - https://trid.trb.org/view/1261808 ER - TY - CONF AN - 01493889 AU - Samuel, Siby AU - Zafian, Tracy AU - Borowsky, Avinoam AU - Romoser, Matthew R E AU - Fisher, Donald L AU - University of Iowa, Iowa City TI - Can Young Drivers Learn to Anticipate Hidden Hazards: A Driving Simulator Study SN - 9780615819723 PY - 2013 SP - 7p AB - Modern technology makes possible improvements in training programs designed to develop young drivers’ abilities to anticipate hazardous situations. These improvements come from increases in the range of scenarios to which young drivers are exposed and the number of times young drivers can practice the skills they are learning. In this study, a new Flash-based, PC training program that runs on the web, Road Aware® (RA), is evaluated using a driving simulator. The program was developed by State Farm. Twenty-four young trained drivers and twenty four young untrained drivers were asked to drive various simulated hazardous scenarios while their gaze was monitored by an eye tracking system. The results show that trained drivers were more likely to anticipate hazards than their untrained peers, a difference which was present for both near transfer (scenarios that appeared in training) and far transfer scenarios. The effectiveness of RA is compared with other hazard anticipation training programs that were evaluated on a driving simulator and in the field. It appears every bit as effective in general and more effective for some scenarios. Additionally, there is evidence suggesting that, for the first time, young drivers can be trained to anticipate hazards as well as drivers who are older and more experienced. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Driver training KW - Drivers KW - Driving simulators KW - Hazard anticipation KW - Highway safety KW - Teenage drivers KW - Young adults UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/055_Samuel_0.pdf UR - https://trid.trb.org/view/1262255 ER - TY - CONF AN - 01493888 AU - Chen, Kuan-Hua AU - Anderson, Steven W AU - Rusch, Michelle L AU - Aksan, Nazan S AU - Dawson, Jeffrey D AU - Rizzo, Matthew AU - University of Iowa, Iowa City TI - “Choking Under Pressure” in Older Drivers SN - 9780615819723 PY - 2013 SP - 7p AB - Aging can impair executive control and emotion regulation, affecting driver decision-making and behavior, especially under stress. The drivers used an interactive driving simulator to investigate ability to make safe left-turns across oncoming traffic under pressure in 13 older (> 65 years old) and 16 middle-aged (35-56 years old) drivers. Drivers made left-turns at an uncontrolled intersection with moderately heavy oncoming traffic. Gaps between oncoming vehicles varied and increased gradually from 2 s to 10 s. Drivers made two left-turns with a vehicle honking aggressively behind (pressure condition), and two left-turns without the honking vehicle (control condition). Results showed that middle-aged drivers made more cautious turning decisions under pressure (by waiting for larger and safer gaps, p < .001), but older drivers did not. Further, older driver turning paths deviated under pressure compared to the control condition (p < .05), but the middle-aged group did not. Moreover, across all subjects, better executive function was significantly correlated with larger increases of accepted gap size from control to honking (p < .01). The findings suggest that older drivers are more sensitive to traffic challenges from environmental pressure and that neural models of older driver performance and safety must factor in age-related changes in executive control and emotion processing. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Aged drivers KW - Aging (Biology) KW - Behavior KW - Decision making KW - Gap acceptance KW - Highway safety KW - Left turns KW - Middle aged drivers KW - Stress (Psychology) UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/066_Rizzo_0.pdf UR - https://trid.trb.org/view/1262692 ER - TY - CONF AN - 01493887 AU - Toxopeus, Ryan AU - Ramkhalawansingh, Robert AU - Trick, Lana AU - University of Iowa, Iowa City TI - The Influence of Passengers on Driving in Young Drivers with Varying Levels of Experience SN - 9780615819723 PY - 2013 SP - 7p AB - Young drivers are at disproportionate risk of collision. It is unclear whether it is age or lack of driving experience that is the problem because age and experience are confounded in most studies (experienced drivers are typically much older). This study focused on drivers who were about the same age: all within the critical first years of skill development. The authors compared drivers just starting to drive (learner’s license) with those with a full license. Young drivers are especially at risk when driving with passengers. Consequently, the authors were interested in how the ability to drive with passengers changes in these first years. Driving performance was measured in a driving simulator when the passenger was absent (Absent condition), and when there was a passenger who was either asking the driver questions or was silent (Talking and Silent conditions). As predicted, the experienced young drivers had lower hazard response times and fewer collisions. Similarly, as predicted, performance was worse in the Talking condition, insofar as more drivers missed their turnoff in the way-finding task (where they were required to arrive at a certain destination using signs and landmarks). However, there were also interactive effects of experience and condition. In-vehicle conversation had an especially negative effect on the least experienced drivers, producing more collisions. Conversely, the more experienced young drivers sped up when they were driving with a passenger who talked with them. There was little difference between Silent and Absent conditions for all measures. This suggests in-vehicle conversation may be the critical factor. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Conversation KW - Driver experience KW - Driver performance KW - Highway safety KW - Passengers KW - Teenage drivers KW - Voice communication UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/073_Toxopeus_0.pdf UR - https://trid.trb.org/view/1262866 ER - TY - CONF AN - 01493886 AU - Tobias, Crystal AU - Su, Chen-Yung AU - Kolburg, Lutz AU - Lathrop, Brian AU - University of Iowa, Iowa City TI - Cocktail Party Effect & Attention Capture in Semi-Autonomous Driving SN - 9780615819723 PY - 2013 SP - 7p AB - A personal name has proven to be an effective stimulus to capture attention. The goal of this pilot study is to test if a personal name can be used as an effective audio warning for drivers of semi-autonomous vehicles. Participants drove a driving simulator in both manual and semi-autonomous driving conditions while doing a secondary task. An emergency situation was simulated, and participants were presented with a warning tone or his/her personal name. Reaction times for braking, steering, and eye disengagement were recorded. There was no significant main effect for cue type, a marginally significant interaction effect across driving condition and cue type, and a significant main effect for driving condition. These results suggest that engagement in a secondary task while driving semi-autonomously causes diverted driver attention to be at its highest. Importantly, however, the use of one’s personal name shows promise in capturing attention back to the driving task and warrants deeper investigation for future research. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Attention KW - Audible warning devices in vehicles KW - Distraction KW - Driving simulators KW - Highway safety KW - Personal names KW - Reaction time UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/071_Tobias_0.pdf UR - https://trid.trb.org/view/1262836 ER - TY - CONF AN - 01493885 AU - Mitsopoulos-Rubens, Eve AU - Lenné, Michael G AU - Salmon, Paul M AU - University of Iowa, Iowa City TI - Driver Simulation-Based Training of Heavy Vehicle Operators: Targeted Task Analysis and Considerations for Training Design SN - 9780615819723 PY - 2013 SP - 7p AB - The use of simulation for training operators of heavy vehicles is gaining momentum. However, there still exists a gap in knowledge about the appropriate skills to target, and in particular, with regards to skill areas of a non-technical nature. By taking a first-principles approach, the authors first sought to conduct a targeted analysis of the heavy vehicle operator task and, in turn, to assess which of the goal-based tasks identified through the task analysis would be most appropriate for simulation-based training. In general, simulation provides a safe and efficient option for training critical skills that could otherwise be trained on road (e.g., gear shifting). Simulation also provides the opportunity to train critical skills in a structured and formal way that could otherwise not be achieved in a real heavy vehicle, except on an opportunistic or incidental basis (e.g., hazard perception). Nonetheless, the challenge for training system design still remains: what constitutes the appropriate balance between simulator-based and real truck-based practical training, and for which curriculum components and skill sets. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Bus drivers KW - Design KW - Driver training KW - Driving simulators KW - Traffic safety KW - Training programs KW - Truck drivers UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/064_Mitsopoulos-Rubens_0.pdf UR - https://trid.trb.org/view/1262686 ER - TY - CONF AN - 01493884 AU - Pierce, Russell S AU - Andersen, George J AU - University of Iowa, Iowa City TI - 3D Spatial Attention Effects are Independent of Projected 2D Size and Location for Older and Younger Drivers SN - 9780615819723 PY - 2013 SP - 7p AB - Previous research has found the reaction time (RT) to light change targets when performing a car following task, is partially dependent on the distance in depth of the target from the driver. Researchers have concluded from this evidence that the spatial extent of attention is three dimensional (3D) during dual-task driving. However, in prior experiments the effect of two-dimensional (2D) projected size and position was not experimentally controlled. If spatial attention is 3D, then there should be an effect of target distance when 2D projected size and position are constant. The purpose of the current work was to assess this hypothesis. We manipulated the size and position of light-change targets at different depths to hold the projected size and position of targets constant between blocks. Although projected size and position were identical in this experiment, the results demonstrated that for younger and older drivers, targets further from the driver were responded to more slowly than targets closer to the driver. These results demonstrate that 3D attention effects are not dependent on projected size or position, and that the mechanism of 3D attention is present in younger and older drivers. These results, considered with the findings of other studies, suggest that tests to assess crash risk, such as the UFOV, are limited in scope because such tests fail to incorporate variation in attention as a function of distance. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Age KW - Attention KW - Drivers KW - Driving simulators KW - Highway safety KW - Location KW - Reaction time KW - Size UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/069_Pierce_0.pdf UR - https://trid.trb.org/view/1262824 ER - TY - CONF AN - 01493883 AU - Jovanis, Paul P AU - Wu, Kun-Feng AU - University of Iowa, Iowa City TI - A Cohort-Based Data Structure Design for Analyzing Crash Risk Using Naturalistic Driving Data SN - 9780615819723 PY - 2013 SP - 7p AB - Although naturalistic driving studies (NDS) have become more prevalent in recent years, many challenges remain in analyzing the data. One challenge is inclusion of exposure in modeling crash risk. While this is a potential strength of NDS, comparatively few studies have emphasized exposure-based analyses. A second challenge is the formulation of analysis methods that include driver attributes, event attributes, and driving environment in a structured formulation. A third challenge is the formulation of baseline hazard to frequently accompany the identification of NDS "events" (e.g. crashes, near crashes and/or safety critical events). This paper reports on a cohort-based data structure design to address these three challenges. Collision warning alert frequency data from University of Michigan Transportation Institute (UMTRI)’s Roadway Departure and Curve Warning System (RDCW) Field Operation Test (FOT) are used to demonstrate this approach. The paper concludes with a discussion of applications which include crash and other NDS-observed events, including potential applications to road safety management through the development of enhanced safety performance functions. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Automatic data collection systems KW - Cohort analysis KW - Crash analysis KW - Crash exposure KW - Crash risk forecasting KW - Hazards KW - Highway safety UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/080_Jovanis_0.pdf UR - https://trid.trb.org/view/1263021 ER - TY - CONF AN - 01493882 AU - Doherty, Amy AU - Peli, Eli AU - Luo, Gang AU - University of Iowa, Iowa City TI - Driving Hazard Detection with a Bioptic Telescope SN - 9780615819723 PY - 2013 SP - 7p AB - Driving by visually impaired people using bioptic telescopes is permitted in 43 states, yet their use remains controversial. One of the concerns is that the ring scotoma (blind area caused by the telescope magnification) may block the field-of-view, impacting detection of potential hazards when looking through the telescope. The authors evaluated the ability of the non-telescope eye to detect hazards in the field-of-view covered by the ring scotoma. Three participants watched a series of 54 real world driving videos that included 45 potential hazardous events and pressed a button as soon as a hazard was detected, in three conditions: just watching the videos, and while performing a reading task without or with a bioptic telescope. Results showed that all participants had either reduced detection rates or increased reaction times to hazards when performing the reading task with a bioptic telescope. These preliminary results suggest that attention demanding tasks and viewing through the telescope might impair hazard detection ability. Additional study is needed to fully understand the safety of bioptic driving. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Bioptic telescopic lenses KW - Detection rate KW - Driving KW - Field of view KW - Hazards KW - Highway safety KW - Reaction time KW - Visually impaired persons UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/059_Doherty_0.pdf UR - https://trid.trb.org/view/1262454 ER - TY - CONF AN - 01493881 AU - Henderson, Steven AU - Collin, Charles AU - Gagnon, Sylvain AU - Voloaca, Misha AU - Woods-Fry, Heather AU - Grant, John AU - Rosenthal, Ted AU - Allen, Wade AU - University of Iowa, Iowa City TI - Two-Minute Peripheral Motion Contrast Threshold Test Predicts Older Drivers’ Collisions and Hazardous Driving in Simulator SN - 9780615819723 PY - 2013 SP - 7p AB - Older drivers’ contrast thresholds for low spatial frequency drifting Gabor stimuli at 15 degrees eccentricity were measured with a previously validated 10-minute forced-choice test and a 2-minute increasing contrast detection test (implemented on an iMac and a PC). Older drivers’ contrast thresholds significantly predict collisions, near collisions, hazardous lane excursions, and speeding, during a simulated drive with surprising hazard encounters and highway merging tasks. The 2-minute tests also correlate with each other and with the 10-minute test. The 2-minute tests are potentially suitable for use in an operational driver assessment setting. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Aged drivers KW - Contrast KW - Crash risk forecasting KW - Crashes KW - Driving simulators KW - High risk drivers KW - Highway safety KW - Motion perception UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/079_Henderson_0.pdf UR - https://trid.trb.org/view/1263011 ER - TY - CONF AN - 01493880 AU - Caird, Jeff K AU - Johnston, Kate AU - Willness, Chelsea AU - Asbridge, Mark AU - University of Iowa, Iowa City TI - A Research Synthesis of Text Messaging and Driving Performance SN - 9780615819723 PY - 2013 SP - 7p AB - To determine the effects of text messaging on driving performance, all available experimental studies that measured driving performance were identified through a variety of database searches and backtracking strategies, and analyzed using standard research synthesis methods. Fourteen studies with a total of 519 participants were coded and analyzed. Methodology, independent and dependent variables, and statistical analyses varied widely across studies, but conclusions were clear and convergent. Reaction time, crashes, longitudinal and lateral control, eye movements, hazard detection and subjective workload measures indicate significant decrements in driving performance while reading and typing text messages. The importance of the results for further policy development and methodological reporting is briefly introduced. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Crash rates KW - Driver performance KW - Highway safety KW - Research KW - Text messaging KW - Traffic crashes UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/054_Caird_0.pdf UR - https://trid.trb.org/view/1261984 ER - TY - CONF AN - 01493878 AU - Golz, M AU - Sommer, D AU - Trutschel, U AU - Krajewski, J AU - Sirois, B AU - University of Iowa, Iowa City TI - Driver Drowsiness Immediately before Crashes – A Comparative Investigation of EEG Pattern Recognition SN - 9780615819723 PY - 2013 SP - 7p AB - Periodogram and other spectral power estimation methods are established in quantitative EEG analysis. Their outcome in case of drowsy subjects fulfilling a sustained attention task is difficult to interpret. Two novel kind of EEG analyses based on pattern recognition were proposed recently, namely the micro-sleep (MS) and the alpha burst (AB) pattern recognition. The authors compare both methods by applying them to the same experimental data and relating their output variables to two independent variables of driver drowsiness. The latter was an objective lane tracking performance variable and the first was a subjective variable of self-experienced sleepiness. Results offer remarkable differences between both EEG analysis methodologies. The expected increase with time since sleep as well as with time on task, which also exhibited in both independent variables, was not identified after applying AB recognition. The EEG immediately before fatigue related crashes contained both patterns. MS patterns were remarkably more frequent before crashes; almost every crash (98.5 %) was preceded by MS patterns, where-as less than 64 % of all crashes had AB patterns within a 10 sec pre-crash interval. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Drowsiness KW - Electroencephalography KW - Fatigue (Physiological condition) KW - Highway safety KW - Precrash phase KW - Sleep KW - Traffic crashes UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/078_Golz_0.pdf UR - https://trid.trb.org/view/1263001 ER - TY - CONF AN - 01493877 AU - Pradhan, Anuj K AU - Li, Kaigang AU - Ehsani, Johnathon P AU - Ouimet, Marie Claude AU - Klauer, Sheila G AU - Simons-Morton, Bruce G AU - University of Iowa, Iowa City TI - Measuring Young Drivers’ Behaviors during Complex Driving Situations SN - 9780615819723 PY - 2013 SP - 7p AB - Driving behaviors of teenagers and adults in complex driving situations, viz., merges and intersections, from an 18-month longitudinal naturalistic driving study were analyzed. Variables from multiple sources were selected to create an Unsafe Driving Index to rate drivers’ behaviors in these locations. Teenagers scored lower on this index, corresponding to safer driving behaviors, than adults. However, the teenagers’ scores for the index increased across the study period. The interpretations of these findings are discussed with respect to the methodological aspects of the study and in terms of driver training and rule following. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Automatic data collection systems KW - Behavior KW - Driver performance KW - Driving KW - Highway safety KW - Intersections KW - Merging traffic KW - Teenage drivers UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/070_Pradhan_0.pdf UR - https://trid.trb.org/view/1262830 ER - TY - CONF AN - 01493876 AU - Reimer, Bryan AU - Mehler, Bruce AU - McAnulty, Hale AU - Munger, Daniel AU - Mehler, Alea AU - Perez, Enrique Abdon Garcia AU - Manhardt, Thomas AU - Coughlin, Joseph F AU - University of Iowa, Iowa City TI - A Preliminary Assessment of Perceived and Objectively Scaled Workload of a Voice-Based Driver Interface SN - 9780615819723 PY - 2013 SP - 7p AB - Interaction with a voice-command interface for radio control, destination entry, MP3 song selection, and phone dialing was assessed along with traditional manual radio control and a multi-level audio–verbal calibration task (n-back) on-road in 60 drivers. Subjective workload, compensatory behavior, and physiological indices of cognitive workload suggest that there may be both potential benefits and cautions in the implementation of a representative production level interface. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Driver vehicle interfaces KW - Driver workload KW - Evaluation and assessment KW - Highway safety KW - Voice communication UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/081_Reimer_0.pdf UR - https://trid.trb.org/view/1263118 ER - TY - CONF AN - 01493449 AU - Roelofs, Erik AU - Vissers, Jan AU - van Onna, Marieke AU - University of Iowa, Iowa City TI - A Coaching Program for Recently Licensed Young Drivers in the Netherlands: Which Drivers are Attracted? SN - 9780615819723 PY - 2013 SP - pp 29-35 AB - In line with European developments, a Dutch second phase coaching program was developed for young novice drivers to counteract their high accident risk. In this paper the design principles of the program are described. The empirical study focused on the entry characteristics of the participating young drivers (n=3117) as compared to a reference group of young drivers (n=345). Results show that the DX program attracted young drivers that in some respects showed a more risky profile than average young drivers in terms of speed violations, anger and the number of fines. In addition, four groups of participants with sharply differing driving styles could be distinguished. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Design KW - Driver improvement programs KW - Driver licensing KW - Driver training KW - High risk drivers KW - Netherlands KW - Recently qualified drivers KW - Teenage drivers UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/006_Roelofs_0.pdf UR - https://trid.trb.org/view/1261931 ER - TY - CONF AN - 01493446 AU - Bruyas, Marie-Pierre AU - Dumont, Laëtitia AU - University of Iowa, Iowa City TI - Sensitivity of Detection Response Task (DRT) to the Driving Demand and Task Difficulty SN - 9780615819723 PY - 2013 SP - pp 64-70 AB - The Detection Response Task (DRT) is currently discussed in the ISO working group TC22/SC13/WG8 as the basis of a standard to assess the effect of cognitive load on driver attention. This paper investigates the sensitivity of the method to cognitive and visual-manual tasks of different levels of difficulty and to different levels of driving demand. Three versions of DRT have been used in a simulator experiment: two visual versions (HDRT and RDRT) and one tactile version (TDRT). The results show that response times to DRT stimuli increase with the driving demand and with the difficulty of the cognitive auditory task. However, no difference is registered between visual-manual tasks of different levels of difficulty, which is explained in terms of attentional allocation and ceiling effect U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Attention KW - Cognition KW - Cognitive load KW - Detection and identification KW - Distraction KW - Driving demands KW - Driving simulators KW - Task complexity UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/011_Bruyas_0.pdf UR - https://trid.trb.org/view/1261936 ER - TY - CONF AN - 01493445 AU - Llaneras, Robert E AU - Salinger, Jeremy AU - Green, Charles A AU - University of Iowa, Iowa City TI - Human Factors Issues Associated with Limited Ability Autonomous Driving Systems: Drivers’ Allocation of Visual Attention to the Forward Roadway SN - 9780615819723 PY - 2013 SP - pp 92-98 AB - This study characterized driver behavior and established a foundation for defining functional performance requirements associated with a Limited Ability Autonomous Driving System (LAADS) – a system capable of automated steering and speed/headway maintenance tasks on freeways, but does not relieve drivers of all driving tasks. The research was designed to examine and reveal potential issues associated with the use of semi-autonomous systems, exploring impacts on willingness to engage in secondary non-driving related tasks, and driver allocation of visual attention while operating under LAADS (ACC and Lane Centering). Results found meaningful differences in the allocation of visual attention across ACC and LAADS driving under situations where drivers were engaged in a secondary task. Overall findings suggest that given a rudimentary, but reliable, LAADS system (one which does not monitor or otherwise restrict behavior) drivers are likely to increase the frequency of secondary task interactions, and engage in risky tasks that are likely to increase extended glances away from the forward roadway. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Attention KW - Automated vehicle control KW - Behavior KW - Driver performance KW - Driver support systems KW - Highway safety KW - Human factors KW - Secondary tasks KW - Vigilance KW - Visual attention UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/015_Llaneras_0.pdf UR - https://trid.trb.org/view/1261940 ER - TY - CONF AN - 01493441 AU - Trick, Lana M AU - Toxopeus, Ryan AU - University of Iowa, Iowa City TI - How Missing a Treatment of Mixed Amphetamine Salts Extended Release Affects Performance in Teen Drivers with ADHD SN - 9780615819723 PY - 2013 SP - pp 99-105 AB - Mixed Amphetamine Salts Extended Release (MAS-XR or Adderall XR®) is a stimulant medication used to control symptoms of attention-deficit-hyperactivity-disorder (ADHD). People occasionally fail to take their medications. The goal of this pilot study was to assess the impact of a single missed medication on driving performance in 14 teen drivers with ADHD mixed type as a function of driving skill. A double-blind placebo control crossover design was used and participants were tested in a driving simulator. On the evening of the first day, baseline measures of driving performance were taken to assess driving skills (on medication). Then on two consecutive days drivers were tested three times a day, one day on medication and the other day off. Results indicated increased collisions and hazard response time off medication, with performance worst on 36 hours post-medication. Participants with the least developed driving skills benefited most from medication. This highlights the importance of consistent medication use in inexperienced teen drivers with ADHD. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Amphetamines KW - Attention deficit hyperactivity disorder KW - Driver performance KW - Driving simulators KW - Human factors in crashes KW - Impaired drivers KW - Medication KW - Teenage drivers UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/016_Trick_0.pdf UR - https://trid.trb.org/view/1261941 ER - TY - CONF AN - 01493436 AU - Dobres, Jonathan AU - Potter, Anya AU - Reimer, Bryan AU - Mehler, Bruce AU - Mehler, Alea AU - Coughlin, Joseph AU - University of Iowa, Iowa City TI - Assessing the Impact of “Brain Training” on Changes in Driving Performance, Visual Behavior, and Neuropsychology SN - 9780615819723 PY - 2013 SP - pp 50-56 AB - As the population has become both older and more technologically literate, a new class of “brain training” computer programs have gained in popularity. Though these programs have attracted substantial attention from scientists and consumers, the extent of their benefits, if any, remain unclear. Here the authors employ neuropsychological tests and behavioral metrics collected during periods of real-world driving (with and without manipulations of cognitive load) to evaluate the effects of training with Posit Science’s DriveSharp software. They find that DriveSharp’s training effects appear in in-lab measures of Useful Field of View but did not translate to changes in actual driving performance or changes in visual behavior in consistent or quantifiable ways in the sample assessed. The implications of these results and relevant limitations of the present research are discussed. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Cognition KW - Computer programs KW - Driver performance KW - Driving KW - Metrics (Quantitative assessment) KW - Neuropsychological assessment KW - Training KW - Visual perception UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/009_Dobres_0.pdf UR - https://trid.trb.org/view/1261934 ER - TY - CONF AN - 01493432 AU - Ehsani, Johnathon P AU - Brooks-Russell, Ashley AU - Li, Kaigang AU - Perlus, Jessamyn AU - Pradhan, Anuj AU - Simons-Morton, Bruce G AU - University of Iowa, Iowa City TI - Novice Teenage Driver Cell Phone Use Prevalence SN - 9780615819723 PY - 2013 SP - pp 9-15 AB - Novice teenage drivers have high crash rates due to inexperience; therefore, cell phone-related secondary task engagement (distracted driving) is likely to aggravate crash risk for this population. A previous study of teenage distracted driving behavior, found that 34% of 16-17- year-olds had texted, and 52% reported talking on a cell phone while driving (Madden & Lenhart, 2009). In the current study, data from the NEXT Generation Health Study were analyzed to estimate the prevalence of cell phone-related distracted driving in a nationally representative sample of U.S. eleventh grade students, the age when most teenagers are first eligible to receive a license to drive independently. Using the subsample of teenagers that reported having a license that allowed independent, driving (n = 881), the prevalence of cell phone-related distracted driving was estimated. Nationwide, four out of five (80.0%) teenage drivers reported making or receiving a call, and 72.0% reported sending or receiving a text message at least one day in the past 30 days. In addition, teenagers reported talking on 32.6% and texting on 40.3% of the days they drove. Access to a vehicle, the number of miles teenagers drove each day (the more driving the more phone use), and race/ethnicity (Asians had lower cell phone use than Whites, Hispanics, or African-Americans), were significantly associated with cell phone-related distracted driving. These findings indicate a higher prevalence of teenage cell phone use while driving than previous studies. More research is needed to understand predictors, safety outcomes, and prevention approaches for teenage distracted driving. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Cellular telephones KW - Crash rates KW - Distraction KW - Novices KW - Race KW - Secondary tasks KW - Teenage drivers KW - Text messaging KW - Traffic crashes UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/003_Ehsani_0.pdf UR - https://trid.trb.org/view/1261928 ER - TY - CONF AN - 01493430 AU - Harbluk, Joanne L AU - Burns, Peter C AU - Hernandez, Sebastian AU - Tam, Jane AU - Glazduri, Viliam AU - University of Iowa, Iowa City TI - Detection Response Tasks: Using Remote, Headmounted and Tactile Signals to Assess Cognitive Demand While Driving SN - 9780615819723 PY - 2013 SP - pp 78-84 AB - Three versions of the Detection Response Task (DRT) were evaluated and compared as methods to assess cognitive demand while driving. Participants performed tasks known to manipulate cognitive demand (N_Back tasks) and real-world cognitive demand tasks using the iPhone interface, Siri, while driving a simulator. The Remote DRT, the Head Mounted DRT and the Tactile DRT were all sensitive to task demands but advantages were found to using the newer versions for the assessment of cognitive distraction. This work is part of an international collaborative research effort to standardize the DRT (ISO WD17488). U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Cognition KW - Cognitive demand KW - Detection and identification KW - Distraction KW - Driver performance KW - Driving simulators KW - Evaluation and assessment KW - Tactile perception UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/013_Harbluk_0.pdf UR - https://trid.trb.org/view/1261938 ER - TY - CONF AN - 01493425 AU - Musicant, Oren AU - Farah, Haneen AU - Toledo, Tomer AU - Shimshoni, Yaara AU - Omer, Haim AU - Lotan, Tsippy AU - University of Iowa, Iowa City TI - The Potential for IVDR Feedback and Parental Guidance to Improve Novice Young Drivers’ Behavior SN - 9780615819723 PY - 2013 SP - pp 36-42 AB - Young male drivers are well known for their increased involvement in road crashes when moving to the independent driving phase. This study examines the potential of IVDR (In-Vehicle Data Recorder) systems, which provide feedback on driving performances, and parental monitoring to restrain young male drivers’ aggressive driving behavior. The IVDR system was installed in the family car of young drivers for a period of 12 months, starting in the accompanied driving phase and continuing to the first nine months of independent driving. The system documents events based on measurements of extreme G-forces in the vehicles. 242 families of young male drivers participated in the study. They were randomly allocated into 4 groups: (1) FFNG- Family Feedback No Guidance- all members of the family were exposed to feedback on their own driving behavior and that of the other family members; (2) FFPG- Family Feedback Parental Guidance - similar to the previous group with the addition of personal guidance given to parents on ways to enhance their involvement and monitoring of their sons’ driving; (3) IFNG- Individual Feedback No Guidance- each driver received feedback only on his own driving behavior; (4) CNTL- a control group that received no feedback or parental guidance. The collected data from the IVDR was analyzed and the results indicate substantial benefits to drivers in the FFPG group in which parents received personal guidance to enhance their parental involvement and feedback on their son’s driving behavior, compared to the CNTL group which did not receive any feedback. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Data recorders KW - Driver feedback KW - Driver information systems KW - Driver performance KW - High risk drivers KW - Males KW - Parents KW - Recently qualified drivers UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/007_Lotan.pdf UR - https://trid.trb.org/view/1261932 ER - TY - CONF AN - 01493421 AU - Foley, James P AU - Young, Richard AU - Angell, Linda AU - Domeyer, Joshua E AU - University of Iowa, Iowa City TI - Towards Operationalizing Driver Distraction SN - 9780615819723 PY - 2013 SP - pp 57-63 AB - Driver distraction has been the subject of much research interest and scientific inquiry. Operationalizing driver distraction is a complex task—one that is necessary for advancing both science and public policy in this domain. While many operational definitions can be gathered from the literature, gaps are common. In order to fill such gaps, 21 experts reviewed 55 driver distraction definitions in the literature. Aided by the results of a pre-workshop questionnaire the experts narrowed these definitions. The Regan et al. (2011) definition of driver distraction was agreed to at a workshop. Subsidiary terms related to this definition were defined to improve clarity and applicability of the definition. It is hoped that a consistent and agreed definition of driver distraction and its associated terms will advance scientific progress in understanding and measuring driver distraction. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Definitions KW - Distraction KW - Driving KW - Research UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/010_Foley_0.pdf UR - https://trid.trb.org/view/1261935 ER - TY - CONF AN - 01493419 AU - Simons-Morton, Bruce G AU - Li, Kaigang AU - Brooks-Russell, Ashley AU - Ehsani, Johnathon P AU - Pradhan, Anuj AU - Ouimet, Marie Claude AU - Klauer, Sheila AU - University of Iowa, Iowa City TI - Validity of the C-RDS Self-Reported Risky Driving Measure SN - 9780615819723 PY - 2013 SP - pp 22-28 AB - This study examined the reliability and validity of the Checkpoints Risky Driving Scale (C-RDS) in relation to the Dula Dangerous Driving Index (DDDI) and an objective measure of risky driving. Naturalistic and survey data were collected over an 18-month period from 42 newly-licensed teenage drivers. Kinematic Risky Driving was operationally defined as the rate of elevated gravitational-force events per 100 miles obtained from accelerometers and global positioning systems. Two self-report measures of risky driving, the C-RDS and the DDDI, were assessed at 6-months, 12-months, and 18-months after licensure. Reliability was examined for each measure with correlations and autoregressive models over three time points. Validity was assessed by correlations between the measures and cross-lagged autoregressive models of the longitudinal association of self-reported measures with Kinematic Risky Driving and vice versa. Both the C-RDS and DDDI measures demonstrated substantial stability over time and were highly correlated with each other. The C-RDS measure was significantly associated with Kinematic Risky Driving. The findings provide evidence for the reliability and validity of C-RDS. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Dula Dangerous Driving Index KW - High risk drivers KW - Kinematics KW - Measurement KW - Recently qualified drivers KW - Reliability (Statistics) KW - Risk analysis KW - Risk taking KW - Self-reports KW - Teenage drivers KW - Validity UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/005_Simons-Morton_0.pdf UR - https://trid.trb.org/view/1261930 ER - TY - CONF AN - 01493418 AU - Young, Richard A AU - Hsieh, Li AU - Seaman, Sean AU - University of Iowa, Iowa City TI - The Tactile Detection Response Task: Preliminary Validation for Measuring the Attentional Effects of Cognitive Load SN - 9780615819723 PY - 2013 SP - pp 71-77 AB - Improved measures of the attentional effects of cognitive load are needed to reduce potential crashes caused by secondary tasks performed while driving. The Tactile Detection Response Task (TDRT) in the proposed ISO Draft Standard WD17488 was tested in laboratory and on-road venues with 16 and 15 subjects, respectively. A sensitivity test used a purely cognitive load increase from an easy (0- back) to hard (1-back) auditory-vocal task. The TDRT response time increased by 90±21 msec in the laboratory, and by 135±34 msec on the road, while the miss rate increased by 4% in the laboratory and 5% on the road, thus validating TDRT sensitivity to an increase in purely cognitive load. A specificity test used a visual load increase with little cognitive load difference from an easy to hard visual-manual “Surrogate Reference Task” (SuRT), to which the TDRT should not respond. The TDRT response time and miss rate to the SuRT did not increase in the laboratory or road as a result of the increased visual load, providing preliminary validation that the TDRT may be both specific and sensitive to the attentional effects of cognitive load. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Attention KW - Cognition KW - Cognitive load KW - Distraction KW - Human factors in crashes KW - Secondary tasks KW - Tactile perception KW - Traffic crashes UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/012_Young_0.pdf UR - https://trid.trb.org/view/1261937 ER - TY - CONF AN - 01493416 AU - Shino, Motoki AU - Yoshitake, Hiroshi AU - Hiramatsu, Machiko AU - Sunda, Takashi AU - Kamata, Minoru AU - University of Iowa, Iowa City TI - Formulation of Driver Judgment Process around Curves for Deviated State Detection SN - 9780615819723 PY - 2013 SP - pp 107-113 AB - The objective of this study is to propose indices that detect deviated states of drivers during driving considering their judgment process and using a road environment and natural driving behavior database. To this end, the authors focus on curved roads because as road curvature changes continuously drivers need to adapt their behavior to not go wide of the lane or the road. The drivers’ speed choice behavior around curve situations was focused upon, and a speed choice process was formulated. Moreover, the validity of the formulated speed choice behavior in curve situations was examined using the real vehicle and the simulator. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Behavior KW - Driver performance KW - Driving KW - Headway deviations KW - Highway curves KW - Highway safety KW - Judgment (Human characteristics) KW - Speed UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/018_Shino_0.pdf UR - https://trid.trb.org/view/1261943 ER - TY - CONF AN - 01493414 AU - Mueller, Jessica AU - Hoyt, Tawny AU - Stanley, Laura AU - University of Iowa, Iowa City TI - Improving Restraint Feasibility through Ambulance Layout Redesign SN - 9780615819723 PY - 2013 SP - pp 85-91 AB - This study examined the duties performed by emergency medical service workers with the goal of increasing the time EMS workers are restrained while providing patient care during transport. An optimal layout of equipment and materials in the rear patient cabin of an ambulance was created increase seatbelt restraint feasibility for working medics. Over 13,000 EMS agency call logs were evaluated to identify medical procedures frequently performed during patient transports, which were then filmed and analyzed using Pareto and link analysis to measure restraint feasibility. An alternative ambulance layout was developed following focus group meetings, and the adjusted tasks restraint feasibilities were calculated for the alternative layout. Restraint feasibility was significantly increased for the 5th percentile female, 50th percentile male, and 95th percentile male anthropometric populations. The proposed patient compartment design increased overall restraint feasibility from 47 percent to 90 percent. The proposed design would increase safety for medics and patients during patient transports by increasing the number of tasks that could be performed from a belted and seated position. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Ambulances KW - Emergency medical technicians KW - Emergency transportation KW - Restraint systems KW - Seat belts KW - Vehicle design KW - Vehicle safety UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/014_Mueller_0.pdf UR - https://trid.trb.org/view/1261939 ER - TY - CONF AN - 01493411 AU - Gagnon, Sylvain AU - Hickey, Andrea J AU - Weegar, Kelly AU - Kadulina, Yara AU - Marshall, Shawn AU - Myers, Anita M AU - Tuokko, Holly AU - Bédard, Michel AU - University of Iowa, Iowa City TI - Problems with Sleep Do Not Predict Self-Reported Driving Factors and Perception in Older Drivers: Evidences from the Candrive II Prospective Cohort SN - 9780615819723 PY - 2013 SP - pp 16-21 AB - Given that sleep problems and serious motor vehicle collisions are increasingly prevalent in older adults, even minor drowsiness could potentially contribute to driving patterns in older drivers. To date, it is unknown whether less serious problems with sleep influence driving frequency and ability in older adults. The authors investigated the influence of everyday sleep disturbances on driving practices and driver perceptions in a large cohort of healthy older drivers. Self-reported measures of sleep problems were used to investigate the influence of sleep disturbance on self-reported driving practices and perceived driving abilities. On two measures of self-reported driving outcomes, participants with problems with rated themselves more poorly. However, this relationship disappeared when health and demographic variables were entered prior in hierarchical regression analyses. The results show that the relationship between sleep problems, driving frequency and perceived abilities is better explained by mediating demographic, health, and cognitive factors. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Aged drivers KW - Driver performance KW - Drowsiness KW - Perception KW - Self-reports KW - Sleep disorders KW - Traffic crashes UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/004_Gagnon_0.pdf UR - https://trid.trb.org/view/1261929 ER - TY - CONF AN - 01493409 AU - Lambert, Ann E AU - Cox, Daniel J AU - O'Connor, Melissa L AU - Moncrief, Rick L AU - Cho, Clarissa AU - Johnson, Ronald J AU - University of Iowa, Iowa City TI - Age Differences in Driving-Specific Tests of Executive Function SN - 9780615819723 PY - 2013 SP - pp 114-120 AB - The purpose of the present study was to examine age differences in executive function as measured by novel driving-specific tests of executive function using a novel driving simulator. Developmental changes in executive function have been implicated as possible contributing factors to elevated crash statistics for both older adult (over age 65) and adolescent (between age 15 and 20) populations, however for different reasons. Poorer older adult driving performance has been partially attributed to general age-related cognitive decline in executive function mediated by age-related frontal-lobe atrophy and neural disconnection. Immature executive function has been implicated in poorer adolescent driving performance and is thought to be expressed in situations where the developmentally high sensitivity of the socio-emotional reward system out-competes the regulatory influence of the under developed executive system. Using a new, high fidelity, virtual reality driving simulator, the authors created driving-specific tests to assess executive function. These operational tests employed driving-relevant stimuli, with driving-relevant challenges, that required driving-relevant responses, in a driving-relevant context. Fifteen older adult and 20 adolescent drivers completed these driving-specific executive function tests. The authors hypothesized that poorer older adult driving performance would be reflected on these driving specific tests of executive function due to general cognitive decline and that, given the absence of social-emotional reward, adolescents would outperform older adults. Analyses of both bivariate correlations and group comparisons generally supported these predictions. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Age KW - Aged drivers KW - Cognition KW - Cognitive impairment KW - Driver performance KW - Driving simulators KW - Driving tests KW - Executive functions (neuropsychological) KW - Teenage drivers UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/019_Lambert_0.pdf UR - https://trid.trb.org/view/1261927 ER - TY - CONF AN - 01493399 AU - Krone, J Tucker AU - Dawson, Jeffrey D AU - Anderson, Steven W AU - Aksan, Nazan S AU - Rizzo, Matthew AU - University of Iowa, Iowa City TI - Using Feedback from Naturalistic Driving to Improve Treatment Adherence in Drivers with Obstructive Sleep Apnea SN - 9780615819723 PY - 2013 SP - pp 43-49 AB - The authors study the effects of individualized feedback upon adherence with therapy (CPAP) in ongoing research aimed at improving driving safety in at-risk individuals with obstructive sleep apnea (OSA). The feedback includes specific samples of the individual’s own naturalistic driving record, both alert and drowsy, and record of CPAP adherence. The authors report on this methodology, provide data examples of CPAP usage, and show preliminary data on the results in the first eleven drivers who received this intervention. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Apnea KW - Automatic data collection systems KW - Continuous positive airway pressure KW - Driver feedback KW - High risk drivers KW - Medical treatment KW - Sleep disorders KW - Traffic safety UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/008_Krone_0.pdf UR - https://trid.trb.org/view/1261933 ER - TY - CONF AN - 01493398 AU - Campbell, John L AU - Richard, Christian AU - Atkins, Randolph AU - Lichty, Monica G AU - Brown, James L AU - University of Iowa, Iowa City TI - Not So Fast! An Investigation of Real-World Speeding Behaviors SN - 9780615819723 PY - 2013 SP - pp 2-8 AB - Although speeding is a major contributor to traffic fatalities, attempts to address this problem have not led to significant reductions in speed-related crashes. In this paper, the authors describe an investigation of speeding behaviors that was intended to: (1) identify which drivers speed, (2) model the relative roles of situational, demographic, and personality factors in predicting travel speeds, and (3) classify drivers based on their speeding patterns. The speeding behaviors of 88 drivers were recorded over the course of approximately four weeks of naturalistic driving in Seattle, Washington. Data collected included 1-Hz recordings of vehicle position and speed using a GPS receiver, and responses to survey questions. Regression models were developed to identify predictors of 1) “any” speeding and 2) amount of speeding. Significant predictors included demographic variables such as age and gender, situational factors such as time-of-day and day-of-week, and key personality factors such as attitudes towards reckless driving. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Attitudes KW - Demographics KW - Fatalities KW - Human factors in crashes KW - Personality KW - Seattle (Washington) KW - Speeding UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/002_Campbell_0.pdf UR - https://trid.trb.org/view/1261944 ER - TY - RPRT AN - 01493314 AU - Lorenzini, Karen AU - Bhat, Chandra AU - Geiselbrecht, Tina AU - Overman, John AU - Paleti, Rajesh AU - Narayanamoorthy, Sriram AU - Texas A&M Transportation Institute AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Managing the TDM Process: Developing MPO Institutional Capacity PY - 2013///Project Summary SP - 2p AB - The Texas Department of Transportation (TxDOT) is invested in and committed to supporting the state’s metropolitan planning organizations (MPOs) in their travel forecasting activities. Transportation Planning and Programming (TxDOT-TPP) is the specific division charged with oversight of and assistance to Texas MPOs to ensure a consistent and appropriate planning process; this includes both planning and administrative support, as well as technical travel forecasting for the majority of MPOs statewide. This research developed methods and guidelines so that MPO directors and planning managers may better manage the MPO portion of the overall travel modeling process. KW - Interagency relations KW - Metropolitan planning organizations KW - Texas KW - Traffic forecasting KW - Travel demand UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6691-s.pdf UR - https://trid.trb.org/view/1261360 ER - TY - RPRT AN - 01493302 AU - Whitney, David AU - Fowler, David W AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Guidelines for Proportioning Class P Concrete Containing Manufactured Fine Aggregates & Mixture Proportioning Spreadsheet PY - 2013 AB - This document provides guidance on using manufactured fine aggregates (MFAs) in class P concrete. The goal is to achieve the desired properties of concrete (workability, strength, and durability) while using MFAs and minimizing paste content. These guidelines present a method for proportioning concrete paving mixtures made with MFAs that allow desired concrete performance criteria to be achieved at the lowest cost and carbon footprint. KW - Artificial aggregates KW - Concrete pavements KW - Durability KW - Fine aggregates KW - Guidelines KW - Mix design KW - Proportioning KW - Spreadsheets KW - Texas KW - Workability UR - http://library.ctr.utexas.edu/ctr-publications/0-6255-p3.zip UR - https://trid.trb.org/view/1261145 ER - TY - CONF AN - 01492581 AU - University of Iowa, Iowa City TI - Driving Assessment 2013: Proceedings of the 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle Design SN - 9780615819723 PY - 2013 SP - 567p AB - This symposium was originally conceived to fill a multidisciplinary gap in driving safety research. By bringing together experts in human factors, medicine, engineering design, operations and policy in one single-track forum, it is believed that a more global synthesis and better science will result. Papers published within these proceedings were presented at several poster sessions and thematic sessions including: Driver Behavior and Naturalistic Studies; Coaching and Training; Measuring Driving Distraction; Fitness to Drive; Driver Performance and Simulation Studies; Distraction. Additionally, there was a Hybrid session on a wide variety of topics related to the subject matter above. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Behavior KW - Distraction KW - Driver performance KW - Driver training KW - Drivers KW - Driving KW - Evaluation and assessment KW - Human factors KW - Simulation KW - Vehicle design UR - http://drivingassessment.uiowa.edu/2013/proceedings UR - https://trid.trb.org/view/1261648 ER - TY - RPRT AN - 01491410 AU - Zhou, Fujie AU - Li, Hongsheng AU - Hu, Sheng AU - Button, Joe W AU - Epps, Jon A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Characterization and Best Use of Recycled Asphalt Shingles in Hot-Mix Asphalt PY - 2013 SP - 88p AB - Recycled asphalt shingles (RAS) often containing more than 20% asphalt binder have become another black gold in the asphalt industry. There are two basic types of RAS scraps in the market: tear-off asphalt shingles (TOAS) and manufacture waste asphalt shingles (MWAS). Both TOAS and MWAS have been used in hot-mix asphalt (HMA) paving in Texas. Since RAS is very stiff lots of concerns have been raised on using RAS in HMA. The researchers conducted a comprehensive investigation on HMA mixes containing RAS, including RAS binder characterization and blending charts for virgin/RAS binders, impact of RAS content on optimum asphalt content (OAC) and engineering properties of RAS mixes, and approaches for improving cracking resistance of RAS mixes. Furthermore, a variety of RTAS field test sections were constructed to validate the approaches for improving cracking resistance of RAS mixes. Additionally, this report discusses the environmental and economic benefits of using RAS in HMA. KW - Asphalt mixtures KW - Bituminous binders KW - Blending KW - Field tests KW - Hot mix asphalt KW - Mix design KW - Pavement cracking KW - Pavement performance KW - Recycled materials KW - Shingles KW - Test sections KW - Texas UR - http://tti.tamu.edu/documents/0-6614-2.pdf UR - https://trid.trb.org/view/1257631 ER - TY - RPRT AN - 01491392 AU - Goodin, Ginger AU - Benz, Robert AU - Burris, Mark AU - Brewer, Marcus AU - Wood, Nick AU - Geiselbrecht, Tina AU - Texas A&M Transportation Institute, College Station AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of the I-10 Katy Freeway Managed Lanes PY - 2013 SP - 2p AB - The Katy Freeway Managed Lanes (KML) represent the first operational, multilane managed facility in Texas and provide an opportunity to benefit from the lessons learned from the project. The facility is located in the western portion of I-10 between State Highway (SH) 6 and I-610 West. This study evaluated multiple aspects of the KML and the critical areas of project development, design, and operation. KW - Before and after studies KW - Crash rates KW - Evaluation and assessment KW - Freeway operations KW - Freeways KW - Highway design KW - Katy Freeway (Houston, Texas) KW - Managed lanes KW - Texas KW - Traffic volume KW - Travel time UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6688-s.pdf UR - https://trid.trb.org/view/1259153 ER - TY - SER AN - 01487072 JO - Exploratory Advanced Research Program Fact Sheet PB - Federal Highway Administration TI - Greener Protection for Steel Bridges: Testing Nano-Enhanced Corrosion-Resistant Coatings PY - 2013 SP - 2p AB - Slowing the deterioration of steel infrastructure with safer, corrosion-resistant coatings is the goal of this project. The project will also develop a model to assist bridge owners in setting optimal rehabilitation schedules for steel bridges. City College of New York is conducting this research, which was funded by the Federal Highway Administration (FHWA) in 2009. In phase I, the investigators compared the properties of two experimental coatings, at different concentrations of additives, with those of an organic zinc–rich epoxy-based primer. In phase II, now underway, the project will explore two alternative additives for the calcium sulfonate alkyd (CSA)-based system and conduct accelerated testing and weathering studies of the CSA- and epoxy-based coatings. KW - Anticorrosion coatings KW - Corrosion protection KW - Corrosion resistant materials KW - Nanostructured materials KW - Rehabilitation (Maintenance) KW - Steel bridges UR - http://www.fhwa.dot.gov/advancedresearch/pubs/13064/13064.pdf UR - https://trid.trb.org/view/1256543 ER - TY - CONF AN - 01486782 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Turnbull, Katherine TI - Performance Measurement of Transportation Systems: Summary of the Fourth International Conference SN - 9780309286695 PY - 2013 IS - 49 SP - 118p AB - This report was prepared by the conference rapporteur as a factual summary of what occurred at a recent conference on U.S. and international approaches to performance measurement for transportation systems. The theme for the fourth in a series of international conferences, driving change and being driven by change, captured the changing environment in which transportation services are delivered as well as the role of performance measurement in delivering these services. The conference attracted 130 participants from Canada, Germany, Japan, the Netherlands, South Africa, and the United States, and featured transportation specialists who offered real-world expertise on the application of performance metrics and case studies. This range of experiences provided attendees with a comprehensive overview of the techniques and approaches being applied to transportation systems both in the United States and abroad. The conference program was organized and developed along five tracks: 1) driving forces for change; 2) performance-based decision making: the bucks start here; 3) data collection and analysis technologies; 4) drivers and applications; and 5) capturing system performance: new measures for difficult-to-measure topics. Each track consisted of a plenary session followed by three concurrent breakout sessions. These proceedings follow the conference format, with the plenary sessions and the breakout sessions for each of the five tracks presented in chronological order. The breakout sessions and the closing session gave participants the opportunity to provide ideas and suggestions on further research, technology transfer, and training. Research topics identified for potential consideration are listed in the section on concluding remarks. The conference also featured an interactive poster session. Summaries provided by the poster authors are presented as an appendix. U1 - Performance Measurement of Transportation Systems. Fourth International ConferenceFederal Highway AdministrationFederal Transit AdministrationTransportation Research BoardIrvine,California,United States StartDate:20110518 EndDate:20110520 Sponsors:Federal Highway Administration, Federal Transit Administration, Transportation Research Board KW - Conferences KW - Data analysis KW - Data collection KW - Decision making KW - Performance measurement KW - Strategic planning KW - Transportation planning UR - http://www.trb.org/Publications/Blurbs/169214.aspx UR - https://trid.trb.org/view/1256544 ER - TY - RPRT AN - 01484929 AU - Liu, Wenting AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - TPAD Data Analysis Software and User Manual PY - 2013 SP - v.p. AB - The Total Pavement Acceptance Device (TPAD) is a continuous pavement deflection testing device enhanced with several additional survey features. Since the device is designed for total acceptance of pavements, it combines deflection testing with Ground Penetrating Radar (GPR), digital video and Global Positioning System (GPS) technologies. The final system will be suitable for testing both new pavements in a quality assurance capacity and those scheduled for rehabilitation to determine suitable strategies. This user’s manual describes the data processing system and uses the data collected on a 2012 survey of U.S. 287 in the Wichita Falls District for illustrative purposes. The executable load module for this software and the associated data from U.S. 287 are supplied with this manual. KW - Acceptance tests KW - Computer program documentation KW - Deflection tests KW - Ground penetrating radar KW - Information processing KW - Pavement performance KW - Quality assurance KW - Software KW - Texas KW - Total Pavement Acceptance Devices UR - http://tti.tamu.edu/documents/0-6005-P3.zip UR - https://trid.trb.org/view/1253443 ER - TY - RPRT AN - 01484226 AU - Stokoe, Kenneth H AU - Lee, Jung-Su AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Software and Manual for Recording and Analyzing RDD Rolling Sensors (CD-ROM) PY - 2013 AB - As part of the development of the Total Pavement Acceptance Device (TPAD), the Center for Transportation Research (CTR) created post-processing software for calculating the dynamic deflections of the pavement from the output of the rolling dynamic deflectometer (RDD) rolling sensors. To analyze the data, the software performs these steps: (1) load raw voltage signals of the RDD rolling sensors, (2) apply the composite infinite impulse response and finite impulse response filters, (3) apply field or lab determined calibration factors to calculate peak-to-peak deflections over a time interval determined by a testing speed, (4) normalize the dynamic deflections to a force level selected by the data processor with dynamic force-time data (normally a peak-to-peak force level of 10 kips), (5) average the converted rolling sensor deflections over a selected distance, and (6) apply a moving average. KW - Computer program documentation KW - Deflection tests KW - Information processing KW - Pavement performance KW - Sensors KW - Software KW - Texas KW - Total Pavement Acceptance Devices UR - https://trid.trb.org/view/1252936 ER - TY - RPRT AN - 01483473 AU - Walton, C Michael AU - Loftus-Otway, Lisa AU - Harrison, Robert AU - Murphy, Mike AU - Weissmann, Angela AU - Weissmann, Jose AU - Prozzi, Jolanda AU - Wu, Hailin AU - Bannerjee, Ambarish AU - Malupa-Kim, Miralynn AU - Hutchinson, Ray AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Rider 36 OS/OW Vehicle Fees Study PY - 2013///Project Summary SP - 2p AB - The Texas Legislature in Rider 36 of the 2012–2013 General Appropriations Act directed the Texas Department of Transportation (TxDOT) to conduct a study on road damage caused by oversized and overweight (OS/OW) trucks (including those currently exempt), and to provide recommendations for permit fee and fee structure adjustments to the Legislative Budget Board and the governor. The project developed methodologies to quantify pavement and bridge consumption rates per mile. In addition to the consumption rates for bridges and pavements due to the effect of axle loads, the team also identified $60 million in additional annual costs not currently addressed in permit fee calculations, such as law enforcement costs and damage to roadside appurtenances. Based on these costs and consumption rates, the researchers developed a new fee schedule that considers costs associated with oversize vehicles that exceed legal width, height, or length for 34 rate categories. These new fees were also calculated based on vehicle miles traveled (VMT). The research team also developed a model that could be used by operators to calculate their permit fees using the new fee schedule, type of vehicle, axle configurations, counties operating within, and VMT. KW - Bridges KW - Costs KW - Fees KW - Motor carriers KW - Oversize loads KW - Overweight loads KW - Pavement distress KW - Permits KW - Texas KW - Truck traffic UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6736-s.pdf UR - https://trid.trb.org/view/1251983 ER - TY - SER AN - 01483043 JO - Exploratory Advanced Research Program Fact Sheet PB - Federal Highway Administration TI - Lane-Level Vehicle Positioning: Integrating Diverse Systems for Precision and Reliability PY - 2013 SP - 2p AB - Integrated global positioning system/inertial navigation system (GPS/INS) technology, the backbone of vehicle positioning systems, cannot provide the precision and reliability needed for vehicle-based, lane-level positioning in all driving environments at all times. INS or encoder based navigation systems tend to accrue error unless corrected and GPS signals are blocked by obstacles. Feature-based technologies, camera, LIDAR, and RADAR, often used to augment GPS/INS, succeed only where detectable structural features are found. To access critical positioning data in any location, at any time, regardless of weather and visibility, the next generation of vehicle positioning systems will need to integrate data from satellites, terrestrial radio signals, and feature-based sensors. Fusion of data from several sources could deliver the highly accurate, real-time positioning information that new driver assistance applications require. Investigating that promise is the task of an Exploratory Advanced Research (EAR) Program project, “Innovative Approaches for Next Generation Vehicle Positioning,” at the University of California at Riverside, funded by the Federal Highway Administration (FHWA) in 2009. KW - Automatic vehicle location KW - Data fusion KW - Global Positioning System KW - Inertial navigation systems KW - Real time information UR - http://www.fhwa.dot.gov/advancedresearch/pubs/13059/13059.pdf UR - https://trid.trb.org/view/1251702 ER - TY - RPRT AN - 01482454 AU - Sebesta, Stephen AU - Oh, Jeongho AU - Lee, Sang Ick AU - Sanchez Castilla, Marcelo J AU - Taylor, Ross Joseph AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Initial Review of Rapid Moisture Measurement for Roadway Base and Subgrade PY - 2013 SP - 125p AB - This project searched available moisture-measurement technologies using gravimetric, dielectric, electrical conductivity, and suction-based methods, as potential replacements for the nuclear gauge to provide rapid moisture measurement on field construction projects. Such testing is critical for acceptance of field compaction, and could become more critical as states look toward mechanistic-based acceptance. The first phase of this project, presented in this report, carried out test method development, pilot testing, and then initial deployment of the most promising devices. These activities confirmed the utility of existing direct heat and microwave oven tests, revealed promising results with an electrical-impedance based field test, and resulted in draft test procedure development with a portable dielectric-based device and a moisture analyzer. Several of the evaluated procedures only test the passing No. 4 fraction; reliably predicting the moisture content on the full gradation from the passing No. 4 measurement remains a topic needing further investigation. Future work on this project will deploy the most promising devices on a number of construction projects representing a spectrum of materials, where the devices will be evaluated for bias, precision, and sensitivity. Additionally, this project identified and pilot tested a microwave resonance-based device that may enable rapid field moisture measurement with a high level of testing coverage. KW - Base course (Pavements) KW - Compaction KW - Dielectric properties KW - Electrical conductivity KW - Gravimetric analysis KW - Microwave devices KW - Moisture content KW - Nuclear density gages KW - Subgrade (Pavements) KW - Test procedures KW - Texas UR - https://trid.trb.org/view/1251182 ER - TY - RPRT AN - 01481641 AU - Won, Moon AU - Ryu, Sungwoo AU - Choi, Pangil AU - Zhou, Wujun AU - Saraf, Sureel AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Improvements of Partial and Full-Depth Repair Practices for CRCP Distresses PY - 2013///Project Summary SP - 2p AB - The Texas Department of Transportation (TxDOT) has by far the most continuously reinforced concrete pavement (CRCP) lane miles in the nation, and sections as old as 50 years are still in service. Having served much longer than intended, some sections are showing distresses. Full-depth repair (FDR) is one method used to repair CRCP distresses in Texas. . There is a strong need to develop an effective FDR method that will ensure long-term good performance. KW - Continuously reinforced concrete pavements KW - Maintenance practices KW - Pavement distress KW - Pavement maintenance KW - Repairing KW - Specifications KW - Texas UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6611-s.pdf UR - https://trid.trb.org/view/1250292 ER - TY - RPRT AN - 01481638 AU - Scullion, Tom AU - Estakhri, Cindy AU - Wilson, Bryan T AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Use of Fine-Graded Asphalt Mixtures PY - 2013///Project Summary SP - 2p AB - Thin hot mix asphalt (HMA) overlays are more economical than traditional overlays and mitigate problems with curb/gutter height restrictions. Though still more expensive than surface treatments, these mixes should not have chip-loss problems and, because of the fine texture, are relatively quiet. When properly designed and constructed, they may provide a service life comparable to traditional mixes. Another option for thin pavement maintenance is slurry overlay systems. These emulsion- or cement-based materials are spread or sprayed onto the pavement surface at ambient temperatures, do not require compaction, and can be opened to traffic after a short time. This research (1) monitored existing thin overlay performance, (2) developed new thin overlay specifications that districts can easily and cost-effectively implement, (3) worked with districts to construct new thin overlay test sections, and to a lesser extent (4) evaluated various slurry overlay systems in similar applications. KW - Bituminous overlays KW - Hot mix asphalt KW - Mix design KW - Pavement performance KW - Slurry seals KW - Texas UR - https://trid.trb.org/view/1250293 ER - TY - RPRT AN - 01481636 AU - Won, Moon AU - Ryu, Sungwoo AU - Choi, Pangil AU - Zhou, Wujun AU - Saraf, Sureel AU - Senadheera, Sanjaya AU - Hu, Jiong AU - Siddiqui, Sarwar AU - Fowler, David AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Optimizing Concrete Pavement Type Selection Based on Aggregate PY - 2013///Project Summary SP - 2p AB - Design concept and structural responses of jointed plain concrete pavement (CPCD) and continuously reinforced concrete pavement (CRCP) are quite different. In CPCD, concrete volume changes are allowed to a full extent, and accommodations are made to ensure good load transfer at discontinuities, i.e., transverse contraction joints. On the other hand, concrete volume changes are restrained to a significant degree in CRCP by longitudinal reinforcement and base friction. Because of this vastly different behavior between the two pavement types, concrete with a high coefficient of thermal expansion (CoTE)is not an ideal material for CRCP. In other words, the performance of CRCP with a high-CoTE concrete will be compromised, with a high probability of severe spalling. The distress is related to concrete materials and should be addressed accordingly. In this research, coarse aggregate sources that were known to cause severe spalling and/or delamination distresses were identified. KW - Coarse aggregates KW - Continuously reinforced concrete pavements KW - Delamination KW - Pavement design KW - Pavement distress KW - Rigid pavements KW - Spalling KW - Texas KW - Thermal expansion UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6681-s.pdf UR - https://trid.trb.org/view/1250295 ER - TY - RPRT AN - 01481634 AU - Caldas, Carlos H AU - Stock, Tyler AU - Prozzi, Jolanda AU - Loftus-Otway, Lisa AU - Clower, Terry AU - Bomba, Michael AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Linking Regional Planning with Project Planning in Support of NEPA PY - 2013///Project Summary SP - 2p AB - Since the enactment of the National Environmental Protection Act (NEPA) in 1970, sponsors of transportation projects that receive federal money or fall under the purview of the federal government in some other way are required to develop documentation that shows the environmental effects of the project were studied and taken into consideration. As the time and effort required to perform appropriate NEPA reviews have increased, so has the pressure to streamline the process. One such streamlining technique, linking regional and project planning with NEPA, is the focus of this research. The theory behind this linkage is that numerous actions performed in planning and during NEPA documentation overlap or should overlap. Determining where the overlap occurs and how to take advantage of the overlap is the central purpose of this research. KW - Environmental impact analysis KW - Environmental streamlining KW - National Environmental Protection Act of 1969 KW - Programming (Planning) KW - Project management KW - Regional planning KW - Streamlining KW - Texas Department of Transportation UR - https://trid.trb.org/view/1250296 ER - TY - RPRT AN - 01481632 AU - Turner, Patricia AU - Higgins, Laura AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of the Measures and the Development of a Plan to Reduce the Number and Mitigate the Severity of Crashes Involving Motorcyclists on Texas Highways PY - 2013///Project Summary SP - 2p AB - Nearly one in seven people killed on Texas roadways each year is a motorcycle rider. This research project developed a statewide plan to reduce motorcycle crashes and injuries in Texas,which includes countermeasures and outreach activities to prevent and/or mitigate motorcycle crashes and associated injuries and fatalities in Texas. The plan provides a baseline from which the Texas Department of Transportation’s (TxDOT’s) districts and Traffic Operations Division can effectively measure and track implemented countermeasures and programs, and, if necessary, make changes to motorcycle safety efforts. KW - Countermeasures KW - Fatalities KW - Highway safety KW - Motorcycle crashes KW - Motorcyclists KW - Safety programs KW - Texas UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6712-s.pdf UR - https://trid.trb.org/view/1250297 ER - TY - RPRT AN - 01481631 AU - Miles, Jeffrey D AU - Carlson, Paul AU - Ge, Hancheng AU - Zhang, Yunlong AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Developing Luminance-Based Mobile Highway Delineation Equipment and Level of Service Guidelines for Safe Nighttime High-Speed Travel PY - 2013///Project Summary SP - 2p AB - A federal requirement, retroreflectivity is a good tool for product testing but can provide false positives for traffic control devices (TCDs) based on the approach geometry, such as when a sign becomes twisted. This research project developed an objective nighttime assessment method for TCDs using TCD presence and luminance that could be tied back to a form of level of service. The researchers reviewed the pertinent literature with an emphasis on research and factors study to gather real-world driver assessment of in-service TCDs and their correlated luminance. These data were used to predict driver assessment values of in-service TCDs that would be used to assess their level of service under nighttime conditions along high-speed rural roadways. KW - Guidelines KW - Highway delineators KW - Level of service KW - Luminance KW - Night visibility KW - Retroreflectivity KW - Rural highways KW - Texas KW - Traffic control devices UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6647-s.pdf UR - https://trid.trb.org/view/1250300 ER - TY - RPRT AN - 01481630 AU - Folliard, Kevin AU - Giannini, Eric R AU - Zhu, J AU - Bayrak, O AU - Kreitman, K AU - Webb, Z AU - Hansen, B AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Non-destructive Evaluation of In-Service Concrete Structures Affected by Alkali-Silica Reaction (ASR) or Delayed Ettringite Formation (DEF) PY - 2013///Project Summary SP - 2p AB - Alkali-silica reaction (ASR) and delayed ettringite formation (DEF) are expansive reactions that can lead to the premature deterioration of concrete structures. This project focused on the application of non-destructive test (NDT) methods to evaluate concrete elements, ranging from laboratory size to full scale, affected by ASR and/or DEF. KW - Alkali silica reactions KW - Concrete structures KW - Deterioration KW - Ettringite KW - Nondestructive tests KW - Structural analysis KW - Texas UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6491-s.pdf UR - https://trid.trb.org/view/1250291 ER - TY - RPRT AN - 01481628 AU - Newcomb, David AU - Lenz, Russel AU - Estakhri, Cindy AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Seal Coat Binder Specification PY - 2013///Project Summary SP - 2p AB - In 2012, Texas Department of Transportation (TxDOT) allocated approximately $336.68 million for preventive maintenance work throughout the state. These contracts predominantly utilize seal coats to treat roadways selected by district staff. The roadways selected to receive a seal coat treatment are determined by evaluating the current Pavement Management Information System data along with visual inspections and recommendations of maintenance supervisors and area engineers. A prioritized list of projects including corresponding project cost estimates is typically developed and compared to the preventive maintenance funding allocated to the district. This research project evaluated the success of this system to date by 1) identifying districts with chip seal projects accomplished under this system; 2) interviewing TxDOT personnel, material suppliers, and contractors with experience under this system; 3) summarizing the experience of the various parties; 4) analyzing the information; and 5) reporting the results. KW - Bituminous binders KW - Materials selection KW - Pavement maintenance KW - Preventive maintenance KW - Seal coats KW - Specifications KW - Texas Department of Transportation UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6798-s.pdf UR - https://trid.trb.org/view/1250298 ER - TY - RPRT AN - 01481627 AU - Newcomb, David AU - Lenz, Russel AU - Epps, Jon AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Price Adjustment Clauses PY - 2013///Project Summary SP - 2p AB - A price adjustment clause (PAC) is a contractual mechanism that allows a contractor to be at least partially protected against material or fuel price increases that may occur between the contract award and the execution of the work. According to a 2011 study, 47 out of 50 state departments of transportation (DOTs) use price adjustment clauses. PACs have the advantages of decreased bid prices, more bidders and fewer bid retractions, better market stability, better reliability in the supply chain, and more consistent contractor profit margins. Since the Texas Department of Transportation (TxDOT) does not currently use PACs and there are some risks associated with them, researchers examined the feasibility of establishing PACs in Texas. KW - Construction projects KW - Contract administration KW - Contractors KW - Contracts KW - Costs KW - Prices KW - Texas Department of Transportation UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6799-s.pdf UR - https://trid.trb.org/view/1250299 ER - TY - RPRT AN - 01481257 AU - Bayrak, Oguzhan AU - Larson, Nancy AU - Gomez, Eulalio Fernandez AU - Garber, David AU - Ghannoum, Wassim AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Shear Cracking in Inverted-T Straddle Bents PY - 2013///Project Summary SP - 2p AB - Diagonal web cracking of inverted-T straddle bent caps has been reported with increasing frequency in Texas, triggering concerns about current design procedures for such elements. To address these concerns, this project was developed with the objectives of obtaining a better understanding of the behavior of inverted-T beams and developing strength and serviceability design criteria that will minimize such cracking in the future. A recently completed research project, Texas Department of Transportation (TxDOT) Project 0-5253, examined the application of strut-and-tie models to the design of rectangular bent caps. From that project, recommendations were made to the AASHTO Load and Resistance Factor Design (LRFD) specifications to improve the strength and serviceability behavior of bent caps. This project aimed to evaluate the applicability of the recommended provisions, which were calibrated for compression-chord loaded beams, to inverted-T, or tension-chord loaded beams. KW - Bents KW - Bridge design KW - Cracking KW - Design load KW - Shear strength KW - Structural supports KW - Strut and tie method KW - T beams KW - Texas UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6416-s.pdf UR - https://trid.trb.org/view/1250290 ER - TY - RPRT AN - 01481251 AU - Glover, Charles AU - Martin, Amy Epps AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Binder Aging and Its Influence in Aging of Hot Mix Asphalt Concrete PY - 2013///Project Summary SP - 2p AB - Asphalt binders oxidize in pavements, even well below the pavement surface. This oxidation is ongoing throughout the life of the pavement and leads to ever-increasing binder embrittlement and reduced pavement durability. Understanding how best to design pavement mixtures in a way that takes this binder oxidation and embrittlement into account is a very complex but important issue. Additionally, maintenance treatments are believed to extend pavement service life, and data have been needed to confirm and quantify improvements. This project provided information on these issues in an effort to achieve significant improvements to pavement durability with significant life-cycle cost savings to the Texas Department of Transportation (TxDOT). KW - Aging (Materials) KW - Asphalt concrete KW - Bituminous binders KW - Durability KW - Embrittlement KW - Hot mix asphalt KW - Mix design KW - Oxidation KW - Pavement maintenance KW - Service life KW - Texas UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6009-s.pdf UR - https://trid.trb.org/view/1250288 ER - TY - RPRT AN - 01481249 AU - Fowler, David W AU - Rached, Marc AU - Whitney, David P AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Achieving Adequate Friction and Predicting Skid Values in Class P Concrete with Manufactured Fine Aggregates PY - 2013///Project Summary SP - 2p AB - The Dallas and Fort Worth Districts use large quantities of concrete for high-traffic roadways; however, the sources of natural fine aggregates meeting the Texas Department of Transportation’s (TxDOT’s) minimum acid insoluble residue (AI) requirements are being depleted. The minimum AI is important to result in concrete roadways with good skid performance. As good-quality natural sand having a minimum AI of 60% is depleted, the Dallas and Fort Worth Districts will be required to transport natural sand from distant pits and blend them with local manufactured fine aggregate (MFA) sources. To potentially permit the use of more local MFAs in portland cement concrete (PCC) pavements, the research investigated the use of AI values for fine aggregates to predict skid performance of PCC pavements. KW - Acid insoluble residue KW - Artificial aggregates KW - Concrete pavements KW - Portland cement concrete KW - Skid resistance KW - Texas UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6255-s.pdf UR - https://trid.trb.org/view/1250289 ER - TY - RPRT AN - 01481012 AU - Federal Highway Administration AU - Georgia Institute of Technology TI - Real-Time Bridge Monitoring: Developing Wireless Nanosensors to Monitor Structural Integrity PY - 2013 SP - 2p AB - With steel bridges representing approximately 34% of the nearly 600,000 highway bridges in the United States, continual monitoring and early detection of deterioration in these structures is vital to prevent expensive repairs or catastrophic failures. Developing a solution for autonomous crack monitoring is the goal of this project conducted by the Georgia Institute of Technology. To detect cracks in bridges at an early stage, this project explores a real-time, rugged, low-cost, and autonomous wireless-sensing system based on state-of-the-art wireless and nano technologies. The sensing network that forms the core of this project is capable of quantifying multiple small cracks using either passive or active millimeter-wave antennas as sensors. KW - Fatigue cracking KW - Nanotechnology KW - Research KW - Sensors KW - Steel bridges KW - Structural health monitoring KW - Technological innovations UR - http://www.fhwa.dot.gov/advancedresearch/pubs/13057/13057.pdf UR - https://trid.trb.org/view/1249408 ER - TY - RPRT AN - 01480995 AU - Bayrak, Oguzhan AU - Hovell, Catherine AU - Avendano, Alejandro AU - Moore, Andrew AU - Dunkman, David AU - Nakamura, Eisuke AU - Jirsa, James AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Bursting and Shear Behavior of Prestressed Concrete Beams with End Blocks PY - 2013 SP - 2p AB - In 2007, the Texas Department of Transportation (TxDOT) initiated Project 0-5831 to investigate the behavior of U-beams and box beams at prestress transfer and under shear loading. The primary goal of this project was to simplify the details in the end regions of prestressed concrete beams with end blocks. For the U-beams portion of this project, eight full-scale, Texas U54 prestressed concrete beams were fabricated and tested. Eight end regions were instrumented internally and monitored at prestress transfer, 10 end regions were cured with thermocouples inside the end block, and 11 end regions were load tested. For the box beams portion of this project, opposite ends of 10 4B28 box beams (28 in. deep and 48 in. wide) were tested under shear loads, resulting in 20 shear tests. In addition, the research team fabricated and tested five 5B40 (40-in. deep and 60-in. wide) box beams. A total of nine shear tests were conducted on the box beams fabricated in-house. KW - Beams KW - Box beams KW - Load tests KW - Prestressed concrete KW - Shear strength KW - Structural analysis KW - Texas UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-5831-s.pdf UR - https://trid.trb.org/view/1249758 ER - TY - RPRT AN - 01480983 AU - Federal Highway Administration AU - University of Southern California TI - Tomorrow’s Transportation Market: Developing an Innovative, Seamless Transportation System PY - 2013 SP - 2p AB - Many significant advances have been made to provide real-time traffic information that can be used to effectively control transportation systems; however, this information has been applied with limited success to centralized transit system design and operation. As the workplace continues to move further away from core central business districts, the need to develop a decentralized system to supply transportation services becomes essential to meet the changing demands. This project examines innovative technologies that can be used to develop such a decentralized transportation system, referred to here as the “Transportation Market.” This integrated system would place a value on idle and unused transportation resources and offer real-time allocation of resources in response to shifting demand. KW - Congestion management systems KW - Decentralization KW - Real time information KW - Research KW - Resource allocation KW - Technological innovations KW - Transportation system management UR - http://www.fhwa.dot.gov/advancedresearch/pubs/13058/13058.pdf UR - https://trid.trb.org/view/1249407 ER - TY - RPRT AN - 01480975 AU - Martin, Amy Epps AU - Vijaykumar, Aishwarya AU - Arambula, Edith AU - Freeman, Tom AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Validate Surface Performance-Graded (SPG) Specification for Surface Treatment Binders PY - 2013 SP - 2p AB - The design and selection of surface treatment binders is currently based on experience and traditional specifications that are not performance related and do not directly consider climate. A surface performance-graded (SPG) specification for these materials was developed and initially validated previously in Texas Department of Transportation (TxDOT) Project 0-1710. This SPG specification utilizes the equipment and format of the performance-graded (PG) binder specification for hot-mix asphalt (HMA) binders and ensures adequate surface treatment performance in service in terms of aggregate loss and bleeding by measuring binder properties at critical high and low surface pavement temperatures. In this project, the original SPG specification was revised and further validated with field performance. KW - Bituminous binders KW - Hot mix asphalt KW - Performance based specifications KW - Performance tests KW - Surface treating KW - Temperature endurance tests KW - Texas UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6616-s.pdf UR - https://trid.trb.org/view/1249760 ER - TY - RPRT AN - 01480966 AU - Stokoe, Kenneth H AU - Lee, Jung-Su AU - Nam, Boo-Hyun AU - Hayes, Richard AU - Scullion, Tom AU - Liu, Wenting AU - University of Texas, Austin AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of the Total Pavement Acceptance Device (TPAD) and Initial Pavement Studies PY - 2013 SP - 2p AB - A new, multi-function pavement testing device has been developed by a joint effort between Texas Department of Transportation (TxDOT), Center for Transportation Research at the University of Texas at Austin, and the Texas A&M Transportation Institute at Texas A&M University through TxDOT Research Project 0-6005. This device is called the total pavement acceptance device (TPAD). The objective of TPAD testing is to nondestructively and nonintrusively investigate the structural conditions of the pavement. The performance of the TPAD was tested on three types of pavements: a jointed concrete pavement (JCP) at the TxDOT Flight Services Facility; a continuously reinforced pavement on US 287 near Wichita Falls, Texas; and a hot-mix asphalt on US 290 near Houston, Texas. The multi-functions of the TPAD enable a robust evaluation of the pavement conditions in a single pass in relatively short time. With the TPAD, the pavement deflections, subsurface conditions, surface temperatures, and profiling distances are simultaneously collected and processed. Besides evaluating the pavement condition in nearly real time, the engineer can also identify additional zones that may require further testing. KW - Acceptance tests KW - Ground penetrating radar KW - Nondestructive tests KW - Pavement performance KW - Rolling dynamic deflectometers KW - Testing equipment KW - Texas KW - Total Pavement Acceptance Devices UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6005-s.pdf UR - https://trid.trb.org/view/1249759 ER - TY - RPRT AN - 01478093 AU - Cambridge Systematics, Incorporated AU - Fehr & Peers AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Oregon Statewide Transportation Strategy: A 2050 Vision for Greenhouse Gas Emissions Reduction, Volume 1 PY - 2013 SP - 137p AB - The Statewide Transportation Strategy (STS) was developed in response to legislative direction. In 2010, the Oregon Legislature passed Senate Bill 1059 (Chapter 85, Oregon Laws 2010, Special Session) which requires: “...the Oregon Transportation Commission, after consultation with and in cooperation with metropolitan planning organizations, other state agencies, local governments and stakeholders...shall adopt a statewide transportation strategy on greenhouse gas emissions to aid in achieving the greenhouse gas emissions reduction goals set forth in ORS 468.205 [a 75% reduction below 1990 levels by 2050]...” In accordance with the legislative direction, the Statewide Transportation Strategy: A 2050 Vision for Greenhouse Gas (GHG) Emissions Reduction describes what it would take for the transportation sector to get as close to the 2050 goal as is plausible. The STS, itself, is neither directive nor regulatory, but rather points to promising approaches for further consideration by policymakers at the national, state, regional, and local levels. Policymakers will need to decide if all or select strategies are to be pursued, how, and when. Many of the strategies in the STS require further analysis and consideration before the right approach can be chosen or action taken. The STS examines all aspects of the transportation system including the movement of people and goods and identifies transportation system, vehicle and fuel technology, and urban land use pattern strategies. Based on policy discussions and analysis, the STS 2050 vision results in a future with 60 percent fewer GHG emissions than 1990. The broad 40 year course of action charted in the STS is agile and can be adapted to an evolving future and unforeseen opportunities. Progress will be monitored over time and the course adjusted accordingly. The STS allows flexibility in what strategies and actions may be pursued and points to those projected to be effective at achieving the intent of the legislation. The STS does not assign responsibility for implementation. The 60 percent reduction in emissions is projected to occur from the implementation of the entire STS, meaning, to reach even this level, all of the strategies would need to be considered. By mandate, the STS focus is on prevention and mitigation of climate impacts rather than adaptation. KW - Freight traffic KW - Greenhouse gases KW - Land use planning KW - Metropolitan planning organizations KW - Oregon KW - Policy making KW - Pollutants KW - Strategic planning KW - Transportation UR - http://www.oregon.gov/ODOT/TD/OSTI/docs/STS/STS%20Report%20-Clean_March%202013_AP%20Final_for%20website_2.pdf UR - https://trid.trb.org/view/1247055 ER - TY - CONF AN - 01477969 JO - Transportation Research Board Conference Proceedings on the Web PB - Transportation Research Board AU - Harrison, Frances D TI - Meeting Critical Data Needs for Decision Making in State and Metropolitan Transportation Agencies: Summary of a Conference PY - 2013 IS - 9 SP - 114p AB - The objective of the conference, Meeting Critical Data Needs for Decision Making in State and Metropolitan Transportation Agencies, was to understand the data needs of today’s transportation decision makers and to identify and discuss strategies to ensure that essential data will be available to support transportation decisions in the future. Approximately 100 policy makers, program managers, data experts, and analysts from states, metropolitan planning organizations (MPOs), academia, and the private sector came together to establish an understanding of the challenges and opportunities for addressing transportation data needs. This conference summary presents summaries of the conference presentations that are intended to capture the key points made by each speaker. After the presentation summaries, brief descriptions of each application presented at the electronic poster session are provided, with links to follow for further information. This report includes selected references that were provided to the conference participants in advance of the conference and a list of the attendees. Appendix A provides a summary of key themes and observations from the three preconference workshops. Appendix B provides a tabular synthesis of the information needs, research questions, and potential approaches discussed by each breakout group. Appendix C presents the results of a postconference survey that was distributed to conference participants to identify what insights they gained at the conference and what follow-up activities they felt were important. U1 - Meeting Critical Data Needs for Decision Making in State and Metropolitan Transportation AgenciesFederal Highway AdministrationFederal Transit AdministrationResearch and Innovative Technology AdministrationNational Cooperative Highway Research ProgramStrategic Highway Research Program 2Transportation Research BoardIrvine,California,United States StartDate:20111205 EndDate:20111207 Sponsors:Federal Highway Administration, Federal Transit Administration, Research and Innovative Technology Administration, National Cooperative Highway Research Program, Strategic Highway Research Program 2, Transportation Research Board KW - Conferences KW - Data collection KW - Data needs KW - Decision making KW - Metropolitan planning organizations KW - States KW - Strategic planning KW - Transportation planning KW - Workshops UR - http://www.trb.org/Publications/Blurbs/168754.aspx UR - https://trid.trb.org/view/1247606 ER - TY - RPRT AN - 01476971 AU - Cox, Shannon AU - Uriarte, Alex AU - Trisal, Shilpa AU - Chiu, Bonnie AU - Bond, Alexander AU - ICF International AU - Federal Highway Administration TI - Environmental Justice and NEPA in the Transportation Arena: Project Highlights PY - 2013 SP - 82p AB - Transportation practitioners struggle with identifying and assessing environmental justice impacts as part of project reviews conducted under the National Environmental Policy Act (NEPA). The purpose of this report is to provide transportation practitioners with a reference of effective approaches in addressing environmental justice as part of NEPA through examples from 10 recent transportation projects. The first section of the report defines environmental justice and provides an overview of related key legislation and guidance. Short summaries of each example project and compiled effective practices follow. A description of methods, longer case study summaries, and acronyms are provided in appendices. KW - Case studies KW - Environmental justice KW - Equity (Justice) KW - Low income groups KW - Minorities KW - National Environmental Policy Act of 1969 KW - Transportation planning UR - http://www.fhwa.dot.gov/environment/environmental_justice/ej_and_nepa/highlights/ejandnepa.pdf UR - https://trid.trb.org/view/1246492 ER - TY - RPRT AN - 01476450 AU - Federal Highway Administration TI - Identification of Nondestructive Evaluation Needs for the United States Highway Infrastructure PY - 2013///Program Fact Sheet SP - 8p AB - On September 27th and 28th, 2012, the Federal Highway Administration’s (FHWA’s) Office of Infrastructure Research and Development (R&D) held a 2-day workshop in Alexandria, Virginia, with the purpose of developing a list of prioritized needs regarding nondestructive evaluation (NDE) for the United States highway infrastructure. This list will be used to determine new research and development activities required to develop a new strategic vision and roadmap for the program. The FHWA Nondestructive Evaluation Technical Working Group (TWG) workshop included nationally recognized experts in the fields of NDE and structural health monitoring (SHM) from Federal and State departments of transportation (DOTs), academia, and industry. This document presents the list of prioritized needs identified by the workshop. KW - Bridges KW - Evaluation KW - Highways KW - Infrastructure KW - Nondestructive tests KW - Research KW - Structural health monitoring KW - Technological innovations KW - United States UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/13056/13056.pdf UR - https://trid.trb.org/view/1246330 ER - TY - RPRT AN - 01476342 AU - Stokoe, Kenneth H AU - Lee, June-Su AU - Industrial Vehicles International, Incorporated AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - User's Manuals for Manufacturers' Components Integrated into the TPAD PY - 2013 SP - v.p. AB - Product information, service parts catalogs, and user guides for various components of the Total Pavement Acceptance Device (TPAD). KW - Components KW - Equipment maintenance KW - Manuals KW - Parts KW - Texas Department of Transportation KW - Total Pavement Acceptance Devices UR - http://library.ctr.utexas.edu/ctr-publications/0-6005-P5.zip UR - https://trid.trb.org/view/1244239 ER - TY - RPRT AN - 01476038 AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - American Council of Engineering Companies TI - Uniform Audit & Accounting Guide: For Audits of Architectural and Engineering (A/E) Consulting Firms PY - 2013///2012 Edition SP - 236p AB - This audit and accounting guide contains the following major topic headings: adequacy of accounting records; standards for attestations and audits; cost principles; cost accounting; labor charging systems; compensation; selected areas of cost; general audit considerations; guidance for developing audit procedures; audit reports and minimum disclosures; and cognizance and oversight. KW - Accounting KW - Architecture KW - Auditing KW - Consultants KW - Engineering KW - Guidelines KW - Oversight KW - Standards UR - http://audit.transportation.org/Documents/UAAG-3%20FINAL.pdf UR - https://trid.trb.org/view/1244321 ER - TY - RPRT AN - 01470375 AU - Federal Highway Administration TI - Highway Statistics 2011 PY - 2013 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. KW - Bridges KW - Debt KW - Expenditures KW - Highway safety KW - Highway transportation KW - Infrastructure KW - International KW - Motor fuels KW - Performance indicators KW - Revenues KW - Statistics KW - Travel KW - Travelers KW - Vehicles UR - http://www.fhwa.dot.gov/policyinformation/statistics/2011/ UR - https://trid.trb.org/view/1238245 ER - TY - RPRT AN - 01469994 AU - Lawson, William D AU - Texas Department of Transportation AU - Texas Tech University, Lubbock AU - Federal Highway Administration TI - Winter Weather Management and Operations Curriculum Development and Instruction PY - 2013 SP - 23p AB - This project produced two training programs on the topic of winter weather roadway maintenance for the Texas Department of Transportation, one for management [Product P1] and one for operations personnel [Product P3]. The winter weather management training program consisted of curriculum development, instructional design, a pilot training course, and delivery of two 12-hour, instructor-led, "train the trainer" training events. KW - Maintenance practices KW - Snow and ice control KW - Snow removal KW - Texas KW - Training KW - Winter maintenance UR - https://trid.trb.org/view/1237157 ER - TY - RPRT AN - 01493479 AU - Cooley, L Allen AU - Hornsby, Howard AU - Burns Cooley Dennis, Incorporated AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Evaluation of Crushed Concrete Base Strength PY - 2012/12/31/Final Report SP - 117p AB - This research project was conducted with two primary objectives, which include: 1) determine whether current Mississippi Department of Transportation (MDOT) requirements for recycled concrete aggregates (RCA) provide adequate materials for a roadway granular pavement layer and 2) determine whether RCA materials provide the same structural value comparable to crushed limestone granular layers. In order to accomplish these objectives, seven RCA materials were obtained from Mississippi suppliers for testing and evaluation. For comparison purposes, three limestone samples were also obtained and subjected to the same testing regimen. These ten materials were subjected to typical laboratory characterization tests in order to evaluate each material. In addition, California Bearing Ratio and resilient modulus testing was conducted in order to compare the strength and stiffness of the various materials. Based upon the results of the research, RCA meeting all applicable current MDOT requirements should be allowed for granular pavement layers. Because RCA materials can have excessive absorption, RCA stockpiles should be maintained in the field at a moisture content representative of a saturated surface dry condition. This should improve the construction and testing in-place RCA granular pavement layers. A protocol was developed to improve the reliability and repeatability of Proctor testing and preparation of strength and stiffness test specimens. KW - Base course (Pavements) KW - California bearing ratio KW - Concrete KW - Crushed aggregates KW - Crushed limestone KW - Granular materials KW - Modulus of resilience KW - Moisture content KW - Recycled materials UR - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20238%20-%20Evaluation%20of%20Crushed%20Concrete%20Base%20Strength.pdf UR - https://trid.trb.org/view/1261329 ER - TY - ABST AN - 01485429 TI - Development of Enhanced Safety Systems Based on GPS/INU System AB - This project will test emerging navigation technologies in a simulation environment that could lead to better assessment of future navigation technology and improved methods for roadway design. KW - Evaluation and assessment KW - Global Positioning System KW - Highway design KW - Navigation KW - Technological innovations KW - Traffic safety UR - https://trid.trb.org/view/1254147 ER - TY - RPRT AN - 01472521 AU - Nagler, Matthew G AU - University Transportation Research Center AU - New Jersey Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - The Strategic Significance of Negative Externalities PY - 2012/12/31/Final Report SP - 31p AB - Negative externalities have competitive relevance in a market when they have selective impacts – as, for example, when a product in use imposes greater costs on consumers of rival products than on other people. Because managers have discretion over aspects of product design that affect external costs, the externality in such cases may be viewed as a strategic variable. This paper presents evidence of the existence of competitively-relevant negative externalities. The author introduces a metric for the externality’s competitive effect, the external cost elasticity of demand, which is estimated econometrically using data from the motor vehicle industry. Managerial implications are considered. KW - Consumer behavior KW - Demand KW - Econometric models KW - Elasticity (Economics) KW - Externalities KW - Motor vehicle industry UR - http://www.utrc2.org/sites/default/files/pubs/UTRC2012%20final%20report%20Nagler_0.pdf UR - http://ntl.bts.gov/lib/46000/46900/46988/UTRC2012_final_report_Nagler_0.pdf UR - https://trid.trb.org/view/1243483 ER - TY - RPRT AN - 01471004 AU - Turnbull, Katherine AU - Cearley, Mary AU - Kruse, Jim AU - Norboge, Nick AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Impacts on Texas Ports from the Panama Canal Expansion PY - 2012/12/31 SP - 2p AB - The Panama Canal is currently undergoing a $5.25 billion expansion, which is expected to be completed in late 2014 or early 2015. The canal expansion, along with population growth and energy development in Texas, provides opportunities to expand global trade through Texas ports. The Texas Department of Transportation (TxDOT) formed the Panama Canal Stakeholder Working Group (PCSWG) and initiated this project in early 2012 to assess the opportunities associated with the Panama Canal expansion and to examine the potential impacts on Texas ports and landside infrastructure, including roadways, railroads, and intermodal facilities. KW - Freight traffic KW - Intermodal facilities KW - International trade KW - Landside operations (Ports) KW - Panama Canal KW - Port capacity KW - Port operations KW - Texas UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/6800.pdf UR - https://trid.trb.org/view/1238897 ER - TY - ABST AN - 01547396 TI - US Domestic Scan Program AB - The National Cooperative Highway Research Program (NCHRP) US Domestic Scan Program is intended to accelerate the rate of innovation among state departments of transportation (DOTs) and the industry generally by encouraging the spread of new ideas and effective transfers of technology among and within agencies. Initiated in CY 2007, NCHRP Project 20-68A enables DOT staff members to learn from colleagues about innovative practices that could be beneficially adopted by other interested agencies. Scan participants not only apply the insights gained within their own agencies but also present what they have learned to others and thereby further disseminate new ideas. A contractor was engaged for an initial 3-year term to manage the program logistics. The contract was extended for a second 3-year term. During this 6-year period, Federal Highway Administration (FHWA) supplemented annual allocations of NCHRP funds for a few selected scans. Topics of scans conducted or in process under the current contractor's supervision are listed on the NCHRP project web page. (http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1570) Reports of completed scans are available through links from that web page. The activities described in this request are intended to continue the domestic scan program for another 3 to 6 years, subject to availability of funds. The number of scans conducted each year will depend on the costs of specific scans as well as on funds available. Contractor billings to NCHRP for scans completed to date have ranged between approximately $150,000 and $225,000 (including program management overhead); the median cost for the first 9 completed scans was $173,000. However, the current request entails activities not included in earlier scans. NCHRP funding has been approved for FY2013 at $600,000. NCHRP plans to request additional funds each year for the program's continuation. If annual NCHRP funding of the program remains constant and without consideration of funds that may be provided by FHWA or others, the total contract amount envisioned in this request would be $3,600,000. As currently designed, the NCHRP program includes three types of scans. A Type 1 scan involves visits by a team of 8 to 10 people to host sites, often geographically dispersed, where innovative practices have been applied. Each such scan might require 1 or 2 trips of approximately 1-week duration; the visits are planned to avoid requiring scan-team members to be away from their own offices for an extended time. A Type 2 scan brings representatives from several innovator agencies to one or more central locations to meet with the scan team and host agency staff; compared to a Type 1 scan, scan-team travel time is reduced. A Type 3 scan supplements a desk scan with a symposium or workshop that brings together a larger number of practitioner-innovators and the scan team in a single location where participants discuss their experiences relevant to the scan topic. When NCHRP Project Panel 20-68A selects a topic, they often specify the scan type that may be most appropriate for achieving the program's objectives. Experience indicates that a scan entails three initial key steps. First, knowledgeable people identify innovations in their field that could be useful in widespread application. Second, practitioners assess the experience of those who developed or were early adopters of these innovations to evaluate the potential benefits, costs, risks, and obstacles likely to be encountered by other practitioners who might adapt the innovations in their own agency and similar settings. Third, the results of the initial steps are documented and used to show and tell others about the most promising new practices. A fourth step that occurs later is a progressive diffusion of information from scan participants through networks of other practitioners. Presentations at conferences, webinars, and word-of-mouth; circulation of written reports; and articles published in magazines and journals are some of the mechanisms that can spread the knowledge gained by scan participants and accelerate the rate of innovation within and among DOTs. Dissemination activities could in the future include support for scan participants to advise colleagues on adoption of new ideas in new applications. Managing the NCHRP domestic scan program requires insightful selection and sound understanding of the topic areas to be addressed, careful selection and support of the scan participants, thoughtful documentation and communication of each scan team's findings, and encouragement of scan participants to disseminate what they have learned to others. Managing the program additionally requires that resources be conserved by not duplicating the information exchange activities of others. Scan participants are identified by American Association of State Highway and Transportation Officials (AASHTO) in cooperation with NCHRP's scan contractor. Each scan team, supported by the scan contractor, produces a report of the scan and other materials to support dissemination of the scan results. Individual scan-team members are expected to engage in activities to encourage dissemination and adoption of good ideas, also with contractor support, well after the scan report is completed. A subject-matter expert is engaged by the contractor to prepare a "desk scan" that surveys where innovative practices are being applied and provides a basis for planning the scan-team's activities. Scan-team chairs and NCHRP advise in selection and appointment of the subject-matter expert. The contractor is responsible for organizing and executing all meetings, travel, and documentation activities associated with each scan and for reporting periodically on the scan program's status and plans. The objective of this project is to plan and manage the execution of domestic scans, each addressing a single technical topic and the domestic scan program overall. The purpose of each scan and of the program as a whole is to facilitate information sharing and technology exchange among the states and other transportation agencies, identify actionable items of common interest and encourage adoption of beneficial new technology and practices, and thereby accelerate the rate of innovation within and among DOTs. KW - Best practices KW - Financing KW - Information dissemination KW - Logistics KW - Scans KW - State departments of transportation KW - Technological innovations KW - United States UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3371 UR - https://trid.trb.org/view/1334660 ER - TY - ABST AN - 01530025 TI - Jackson South Snow Supporting Structures Proposed Performance and Health Monitoring of WYDOT Project No. N104085, Teton County, Jackson Wyoming AB - The purpose of this project is to evaluate the performance of the milepost 151 snow supporting structure (SSS) installation, and will also provide an initial base for development of design guidelines for future constructed snow defense measures at other locations within the western United States. The project will also verify design parameters and establish domestic guidance documents. This project will provide valuable information on the active snow pressures and in-situ performance of the SSS at milepost 151 site near Jackson, Wyoming. Vibrating wire strain gauges, sensors and snow temperature meters, and snow depth sensors will be installed on two (2) SSS. The instrumentation will be used to monitor both structural parameters and meteorological conditions over two (2) winter seasons. The internal structure force efforts combined with measured meteorological data will be used to back analyze the active snow load pressures imparted to the structures. The back-analysis active snow pressures will be compared to those predicted using existing European methods, which are a function of slope angle, aspect, and ground surface conditions, snow density, structure spacing and structure geometry. During each summer of the project, the SSS will be visually observed to document the visual structural health. The results developed in this project will be used to evaluate the performance of the milepost 151 installation and will also provide an initial basis for development of design guidelines for future constructed defense measures at other locations within the western United States. KW - Guidelines KW - Snow fences KW - Snow supporting structures KW - Strain gages KW - Structural health monitoring KW - Wyoming UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/RS07212%20Snow%20Load%20Assess-Jackson%20Site%20June%2028-2012.pdf UR - https://trid.trb.org/view/1314829 ER -