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  - SER
AN  - 01584081
JO  - Historic Roads of Virginia
PB  - Virginia Center for Transportation Innovation and Research
AU  - Miller, Ann Brush
AU  - Virginia Center for Transportation Innovation and Research
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - New Kent County Road Orders 1684-1758
PY  - 2011/02//Final Report
SP  - 40p
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, also lay the foundation for additional research by local groups over a broad area of Virginia. This volume marks the 27th entry in the Historic Roads of Virginia series, first initiated by the Virginia Highway & Transportation Research Council (subsequently the Virginia Transportation Research Council, and now the Virginia Center for Innovation and Research) in 1973. New Kent County Road Orders 1684-1758 expands the coverage of early central Tidewater transportation records begun in the previously published New Kent County and Hanover County Road Orders 1706-1743. This project covers the surviving transportation records from the end of the 17th century and the first half of the 18th century for a significant parent county of Virginia’s central Tidewater region. During the late 17th century and early 18th century, the area covered in this volume included much of modern New Kent County, portions of King William County and Hanover County, and a small portion of James City County. This information will eliminate the need for further research into the early New Kent County road order records. If questions arise about early roads once a Virginia Department of Transportation (VDOT) road improvement project is already under way (or nearly under way), primary historical research of this nature can take 6 to 12 months to complete. Therefore, this study can be a source of potentially significant cost savings for VDOT, including the avoided costs of project delays and avoided consultant costs for cultural resource studies should questions arise.
KW  - History
KW  - New Kent County (Virginia)
KW  - Road construction
KW  - Road orders
KW  - Roads
UR  - http://ntl.bts.gov/lib/56000/56100/56148/VA-11-R10.PDF
UR  - https://trid.trb.org/view/1377654
ER  - 

TY  - RPRT
AN  - 01574046
AU  - Eaton, Robert A
AU  - Kestler, Maureen
AU  - Hall, Andrew
AU  - New Hampshire Department of Transportation
AU  - Department of Agriculture
AU  - Federal Highway Administration
TI  - Spring Thaw Predictor & Development of Real Time Spring Load Restrictions
PY  - 2011/02//Final Report
SP  - 74p
AB  - This report summarizes the results of a study to develop a correlation between weather forecasts and the spring thaw in order to reduce the duration of load limits on New Hampshire roadways. The study used a falling weight deflectometer at 10 sites in central New Hampshire to determine the changes in road subgrade strength. Weather condition and frost depth data was collected at the same time. The goal of the study was to calibrate the Enhanced Integrated Climate Model (EICM) within the Mechanistic Empirical Pavement Design Guide (MEPDG) using correlations developed between the subsurface conditions and the strength testing. The project did not provide sufficient data to provide a definite conclusion as to when load restrictions should be lifted during the spring thaw. Some key observations: subsurface thawing can progress rapidly; subsurface strength may take up to five (5) weeks to recover, especially in wetter subgrade soils; subgrade soils were weakest after the date when frost was out of the soil; saturated soils lost strength during the spring thaw.
KW  - Enhanced Integrated Climate Model
KW  - Falling weight deflectometers
KW  - Frost
KW  - Load limits
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - New Hampshire
KW  - Real time information
KW  - Subgrade (Pavements)
KW  - Thaw
KW  - Weather conditions
UR  - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/14282k-FINALREPORT.pdf
UR  - http://ntl.bts.gov/lib/55000/55300/55387/14282k-FINALREPORT.pdf
UR  - https://trid.trb.org/view/1364783
ER  - 

TY  - RPRT
AN  - 01534783
AU  - Smart, Aaron L
AU  - New Hampshire Department of Transportation
AU  - Applied Research Associates, Incorporated
AU  - Infrasense, Incorporated
AU  - New Hampshire Department of Transportation
AU  - Federal Highway Administration
TI  - Pilot Study – Rolling Wheel Deflectometer, Falling Weight Deflectometer, and Ground Penetrating Radar on New Hampshire Roadways
PY  - 2011/02//Final Report
SP  - 73p
AB  - The New Hampshire Department of Transportation Pavement Management Section’s scope of work includes monitoring, evaluating, and sometimes forecasting the condition of New Hampshire’s 4,560 miles of roadway network in order to provide guidance on rehabilitation or preservation treatments. Pavement Management monitors rutting, cracking, ride quality, and several other road and pavement parameters using a 2009 PathRunner XP Model LG-23 road and pavement condition data collection vehicle. Supplemental methods to evaluate pavement structural capacity would enhance Pavement Management’s ability to forecast pavement performance. This project evaluated non-destructive testing methods to evaluate pavement thickness and deflection information by means of ground penetrating radar (GPR) and rolling wheel deflectometer (RWD) testing respectively. The GPR testing covered 115 miles and resulted with substantial variations in pavement thicknesses ranging from 4.0 to 12.0 inches. These predictions, when correlated with data from 35 ground cores, show an average accuracy of 6.5%. Although an initial purchase of a GPR system is costly, once in place, this testing is expected to cost $140 per lane mile compared to the cost of pavement core sampling at $10,000 per lane mile. The RWD test routes totaled 650 lane miles. Average deflections ranged from 6.4 to 19.2 mils and representative deflections ranged from 9.2 to 22.4 mils. Falling weight deflectometer (FWD) deflections were similar RWD deflections with the best average and representative deflection correlations occurring at an FWD load plate pressure of 110 psi. RWD advantages over FWD include continuous pavement deflection profiles, no significant disruption of traffic, and $5,700 savings per lane mile.
KW  - Alternatives analysis
KW  - Cost effectiveness
KW  - Deflection tests
KW  - Falling weight deflectometers
KW  - Ground penetrating radar
KW  - New Hampshire
KW  - Nondestructive tests
KW  - Pavement cracking
KW  - Pavement management systems
KW  - Pavement performance
KW  - Ride quality
KW  - Rolling wheel deflectometers
KW  - Rutting
UR  - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-14282N.pdf
UR  - https://trid.trb.org/view/1320441
ER  - 

TY  - RPRT
AN  - 01531750
AU  - Edil, Tuncer B
AU  - Wen, Haifang
AU  - Danda, Swapna
AU  - University of Wisconsin, Madison
AU  - Federal Highway Administration
TI  - Utilize Cementitious High Carbon Fly Ash (CHCFA) to Stabilize Cold In-Place Recycled (CIR) Asphalt Pavement as Base Course
PY  - 2011/02//Final Report
SP  - 152p
AB  - The purpose of this study was to evaluate the performance of cementitious high carbon fly ash (CHCFA) stabilized recycled asphalt pavement as a base course material in a real world setting. Three test road cells were built at MnROAD facility in Minnesota. These cells have the same asphalt surface layers, subbases, and subgrades, but three different base courses: conventional crushed aggregates, untreated recycled pavement materials (RPM), and CHCFA stabilized RPM materials. During and after the construction of the three cells, laboratory and field tests were carried out to characterize the material properties. The test results were used in the mechanistic-empirical pavement design guide (MEPDG) to predict the pavement performance. Based on the performance prediction, the life cycle analyses of cost, energy consumption, and greenhouse gases were performed. The leaching impacts of these three types of base materials were compared. The laboratory and field tests showed that fly ash stabilized RPM had higher modulus than crushed aggregate and RPM did. Based on the MEPDG performance prediction, the service life of the Cell 79 containing fly ash stabilized RPM, is 23.5 years, which is about twice the service life (11 years) of the Cell 77 with RPM base, and about three times the service life (7.5 years) of the Cell 78 with crushed aggregate base. The life cycle analysis indicated that the usage of the fly ash stabilized RPM as the base of the flexible pavement can significantly reduce the life cycle cost, the energy consumption, the greenhouse gases emission. Concentrations of many trace elements, particularly those with relatively low water quality standards, diminish over time as water flows through the pavement profile. For many elements, concentrations below US water drinking water quality standards are attained at the bottom of the pavement profile within 2-4 pore volumes of flow.
KW  - Base course (Pavements)
KW  - Cold in-place recycling
KW  - Field tests
KW  - Fly ash
KW  - Laboratory tests
KW  - Leaching
KW  - Life cycle analysis
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Properties of materials
KW  - Reclaimed asphalt pavements
KW  - Trace elements
UR  - http://rmrc.wisc.edu/wp-content/uploads/2012/11/Edil-No48.pdf
UR  - https://trid.trb.org/view/1316329
ER  - 

TY  - RPRT
AN  - 01454511
AU  - Hall, Andrew D
AU  - Roberts, Glenn E
AU  - New Hampshire Department of Transportation
AU  - Federal Highway Administration
TI  - Investigation of the Performance of Backing Cameras on NHDOT Maintenance Vehicles
PY  - 2011/02//Final Report
SP  - 48p
AB  - This report details the trial use of backing cameras at the New Hampshire Department of Transportation (NHDOT). Several NHDOT plow routes require the plow vehicles to perform multiple backing maneuvers. Other day-to-day operations entail backing in conditions where sight conditions are never ideal. Seven vehicles were equipped with backing cameras and drivers were interviewed after approximately one year of camera use. The majority of the drivers viewed the cameras as a useful tool for safety; however the installation configurations often compromised the full effectiveness of the cameras. The knowledge gained through this investigation resulted in recommendations for improved camera placement and system configurations that would enhance the effectiveness of this technology for future maintenance operations.
KW  - Backing strips
KW  - Blind spots
KW  - Cameras
KW  - Highway maintenance
KW  - Maintenance vehicles
KW  - New Hampshire
KW  - Snowplows
KW  - Technological innovations
UR  - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-15680A.pdf
UR  - https://trid.trb.org/view/1223071
ER  - 

TY  - RPRT
AN  - 01451633
AU  - United States Federal Highway Administration
TI  - Federal aid primary route 315, Illinois Route 336 from the proposed Macomb bypass to I-474, McDonough, Fulton, and Peoria counties : environmental impact statement
PY  - 2011/02//Volumes held: Draft, Final, Final Appendix, public meeting documentation B1
KW  - Environmental impact statements
KW  - Illinois
UR  - https://trid.trb.org/view/1220177
ER  - 

TY  - RPRT
AN  - 01451298
AU  - United States Federal Highway Administration
TI  - Idaho 16, I-84 to Idaho 44, Ada and Canyon counties : environmental impact statement
PY  - 2011/02//Volumes held: Draft,Dsum, Final, supplemental reports B1
KW  - Environmental impact statements
KW  - Idaho
UR  - https://trid.trb.org/view/1219842
ER  - 

TY  - RPRT
AN  - 01376192
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
PY  - 2011/02//Technical Report
SP  - 21p
AB  - State Departments of Transportation, including the Texas Department of Transportation (TxDOT), have 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 attempts made in the past focused on using the available performance databases as well as state-of-the-art concepts for the development of such systems. The unique characteristics of Texas, the most prominent 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 allocation for pavement maintenance management, fully utilizing available historical data. The developed system has been successfully pilot-tested in the Dallas District of TxDOT.
KW  - Budgeting
KW  - Dallas (Texas)
KW  - Decision support systems
KW  - Geographic information systems
KW  - Maintenance management
KW  - Pavement management systems
KW  - Pavement performance
KW  - Texas Department of Transportation
KW  - Web applications
UR  - http://www.utexas.edu/research/ctr/pdf_reports/5_9035_01_1.pdf
UR  - https://trid.trb.org/view/1144042
ER  - 

TY  - RPRT
AN  - 01375340
AU  - Ha, Soojun
AU  - Yeon, Jungheum
AU  - Choi, Byounghooi
AU  - Jung, Younsu
AU  - Zollinger, Dan G
AU  - Wimsatt, Andrew
AU  - Won, Moon C
AU  - Texas Tech University, Lubbock
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Develop Mechanistic-Empirical Design for CRCP
PY  - 2011/02//Technical Report
SP  - 248p
AB  - Currently, the Texas Department of Transportation (TxDOT) uses the 1993 "AASHTO Guide for Design of Pavement Structures" (AASHTO 93 design guide) for the slab thickness design of continuously reinforced concrete pavement (CRCP). The AASHTO 93 design guide was developed based on the AASHO road test, where jointed plain concrete pavement was the major pavement evaluated and CRCP was not included. From a purely technical standpoint, the AASHTO 93 design guide is not appropriate for the design of CRCP. With ever-increasing traffic on major highways in Texas where CRCP is widely used, there is a need for a more mechanistic-empirical (ME) based pavement design procedure for CRCP. An ME-based pavement design method will allow TxDOT to optimize pavement structures to best utilize the limited financial resources available. To develop an ME based CRCP design procedure, the mechanism of punchouts was identified by field evaluations of CRCP, which included coring, deflection testing using falling weight deflectometer (FWD), and other nondestructive testing. Once the punchout mechanism was identified, mechanistic modeling was performed using a 3-dimensional finite element program. Another important element in the ME based pavement design procedures is the accuracy of a transfer function. A transfer function was developed using the data from TxDOT PMIS. A CRCP design program based on ME principles was developed, called TxCRCP-ME, with a User’s Guide for the program. In the program, the effect of nonuniformity of subbase support, or the effect of erosion, was not directly addressed. From a theoretical standpoint, the effect is included in a transfer function. Sensitivity analysis was conducted to evaluate the effects of input variables and the reasonableness of the results. Since the reasonableness of TxCRCP-ME depends on the accuracy of transfer function, further efforts are recommended to refine the transfer function by collecting more accurate information on traffic, construction information and distress data. Once an accurate transfer function is developed, further sensitivity analysis will be needed to evaluate the reasonableness of the TxCRCP-ME. For the spalling issue, extensive field evaluations were conducted for the performance of spalling. A spalling model was developed and calibrated with field evaluation data.
KW  - AASHTO Guide for Design of Pavement Structures
KW  - Continuously reinforced concrete pavements
KW  - Mechanistic-empirical pavement design
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement design
KW  - Punchouts
KW  - Sensitivity analysis
KW  - Spalling
KW  - Texas
KW  - Transfer functions
KW  - TxCRCP-ME (Computer software)
UR  - https://trid.trb.org/view/1143222
ER  - 

TY  - RPRT
AN  - 01358543
AU  - Tremblay, Jason P
AU  - Fitch, Jennifer M V
AU  - Vermont Agency of Transportation
AU  - Federal Highway Administration
TI  - Impacts of Studded Tires on Pavement and Associated Socioeconomics
PY  - 2011/02//Final Report
SP  - 32p
AB  - In conjunction with this study, a comprehensive literature search was performed, surveys were sent to other state officials and New England tire dealers, and parking lot surveys were completed during winter and summer months at five Vermont locations. Surveys sent to state officials reveal that in almost all cases the main reason for seasonal restrictions of studs has been a concern over pavement damage from excessive stud use. However, in no case (according to respondents) has a complete study or set of observations been made to quantify or qualify that the seasonal bans have had any true impact at all. It was determined during the parking lot surveys that only 0.8% of vehicles used studded tires in the summer versus 10.3% during the winter. Given the fact that the 0.8% represents only around 6000 vehicles out of 745,000 registered in the state, summertime use does not appear to be a severe problem. Vermont would not appear to be a candidate for a full-scale, year round studded tire ban, given its sometimes-dangerous winter driving conditions; the negative safety effects would most likely be considerable. Given the information presented in this study, proposing regulations that would ban the use of studs in the summertime is seen as a possible option, as it would not affect many citizens overall. This being the case, however, it must be considered as to whether or not it is worthwhile to put forth the effort to do so, as enacting this type of regulation most likely will not have a large effect on the roadways or provide much benefit to the population as a whole. A major drawback of enacting such a policy is the need to enforce the regulations going forward, which may lead to increased overall costs or logistical work. Overall, it does not appear that Vermont has an issue with studded tires being used during the summer months in the areas of the state surveyed, however, it could be a more significant problem in the more mountainous regions. Therefore, the above small-scale policy changes could be considered.
KW  - Highway safety
KW  - Literature reviews
KW  - Pavement performance
KW  - Policy
KW  - Regulations
KW  - Rolling contact
KW  - Seasons
KW  - Socioeconomic factors
KW  - Studded tires
KW  - Surveys
KW  - Vermont
UR  - https://trid.trb.org/view/1124027
ER  - 

TY  - RPRT
AN  - 01358539
AU  - Tremblay, Jason
AU  - Fitch, Jennifer M V
AU  - Vermont Agency of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of 3M Stamark High Performance Wet Reflective Tape Series 380WR ES
PY  - 2011/02//Final Report
SP  - 19p
AB  - In association with a federally approved work plan, WP 2008-3, 3M Series 380WR ES Permanent Durable Tape was applied to a portion of the South Burlington – Colchester project, IM 089-3(60), located along I-89 southbound between mile markers 88.502 and 88.833. According to 3M, the product is a patterned pavement marking tape which provides high retroreflectivity under both wet and dry conditions using abrasion-resistant microcrystalline ceramic beads that are bonded in a highly durable polyurethane topcoat. Test sites were established and monitored over an eleven month period along all 29 experimental skip markings in addition to 10 control markings comprised of 3M LPM 1200 polyurea. Overall, retroreflectivity values degraded quickly with the onset of traffic and winter maintenance activities. Initial retroreflectivity levels were found to be 401 and 698 mcd/m²/lx for the experimental and control markings, respectfully. Following the first winter season, retroreflectivity readings were 77 and 110 mcd/m²/lx for the experimental and control markings, respectively. Due to similar performance along other test site locations, 3M discontinued manufacturing the product. Based upon its poor performance and discontinuation of the product, the marking will not be added to the Vermont Agency of Transportation’s Approved Products List.
KW  - Field tests
KW  - Interstate 89
KW  - Microbeads
KW  - Polyurethane resins
KW  - Retroreflectivity
KW  - Road marking tapes
KW  - Vermont
UR  - https://trid.trb.org/view/1124038
ER  - 

TY  - RPRT
AN  - 01358535
AU  - Kipp, Wendy M E
AU  - Fitch, Jennifer M V
AU  - Vermont Agency of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of SmartStud™ In-Pavement Crosswalk Lighting System and BlinkerSign®
PY  - 2011/02//Interim Report
SP  - 28p
AB  - Concerning pedestrian safety, the Vermont Agency of Transportation (VTrans) is constantly searching for ways to improve areas where large volumes of people and heavy vehicular traffic may come in direct conflict with one another. In an effort to address this matter, VTrans installed SmartStud™ In-Pavement Crosswalk Lighting system in September 2006 to further delineate the limits of a preexisting crosswalk adjacent to the Quechee Gorge Visitor Center in Hartford, Vermont. The system incorporates a series of LEDs markers which are illuminated through inductive power transfer technology and have been quoted to be seen 500 meters away. Following the installation of the system, site visits were conducted to measure any movement and document damage of the SmartStuds. Unfortunately, the system began malfunctioning and was reinstalled in July 2007. The system was monitored and in January 2008 the SmartStuds were once again found to be not working properly. At this time, key VTrans personnel chose to decommission the system and install a different safety measure at the location. BlinkerSigns® were chosen as the replacement. The signs incorporate Day-Viz™ LEDs and 3M™ VIP Diamond Grade™ sheeting giving drivers notice much further in advance than conventional signs. The BlinkerSigns® were installed by Traffic Shop personnel in November 2008. The system to date has had no malfunctions. This report outlines the initial damage, a summary of re-installation, damage to the second system, general observations and details regarding the decommissioning of the system, a summary of the BlinkerSign® installation, and associated pedestrian studies.
KW  - Crosswalks
KW  - Diamond grade sheeting
KW  - Embedded roadway lighting
KW  - Field studies
KW  - Hartford (Vermont)
KW  - In-pavement marker systems
KW  - Light emitting diodes
KW  - Lighting systems
KW  - Pedestrian signs
UR  - https://trid.trb.org/view/1124030
ER  - 

TY  - RPRT
AN  - 01354152
AU  - Prozzi, Jolanda
AU  - Seedah, Dan
AU  - Carrion, Migdalia
AU  - Perrine, Ken
AU  - Hutson, Nathan
AU  - Bhat, Chandra
AU  - Walton, C Michael
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Freight Planning for Texas—Expanding the Dialogue
PY  - 2011/02//Technical Report
SP  - 169p
AB  - Efficient, reliable, and safe freight transportation is critical to the economic prosperity of any region. An efficient multimodal and intermodal transportation system reduces transportation and supply chain transaction costs and increases connectivity, reliability, and accessibility to local and global markets. An efficient freight transportation system, therefore, supports economic development and the expansion of international trade, increases national employment and growth in personal income and the Gross Domestic Product of a region, and improves the quality of life of its citizens. Intermodal and freight concerns have thus received increasing attention in the wake of globalization, increasing congestion, and changes in the logistics structure of shippers to facilitate just-in-time production. Both the Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991 and the subsequent reauthorization of the Transportation Equity Act of the 21st Century (TEA-21) have identified an understanding of the needs of the freight transportation sector as a critical component of transportation planning. This study sought to (a) improve the understanding of the size, scope, and type of commodities that are produced, consumed, and moved through different regions in the Texas, (b) gain an insight into the business and transportation system factors that shippers and receivers consider when making shipping decisions, (c) identify and describe factors that impact the competiveness of multimodal freight modes operation in Texas, (d) provide commodity data regarding origin and destination flows that will facilitate updates to various Texas freight models and studies, (e) identify and document significant multimodal freight system trends, needs, and issues in Texas, (f) recommend freight policies, strategies, performance measures, and infrastructure improvements that TxDOT can consider for implementation and funding, and (g) explore the interest, feasibility, and requirements for forming a Freight Advisory Committee in Texas.
KW  - Advisory groups
KW  - Business practices
KW  - Commodity flow
KW  - Competition
KW  - Economic development
KW  - Freight transportation
KW  - Intermodal transportation
KW  - Multimodal transportation
KW  - Needs assessment
KW  - Performance measurement
KW  - Texas
KW  - Transportation planning
KW  - Trend (Statistics)
UR  - http://library.ctr.utexas.edu/digitized/zipfiles/0-6297-1-AppendixA-C.zip
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0-6297-1.zip
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6297_1.pdf
UR  - https://trid.trb.org/view/1116027
ER  - 

TY  - RPRT
AN  - 01353917
AU  - Bryer, Tom
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - Stop-Controlled Intersection Safety: Through Route Activated Warning Systems
PY  - 2011/02
SP  - 44p
AB  - This report provides information on low cost infrastructure based intelligent transportation systems (ITS) technologies that may be applied to stop-controlled intersections to improve safety. Crashes at stop-controlled intersections are substantially lower than crashes at signalized intersections; however, overall, more fatalities occur at stop-controlled intersections than occur at signalized intersections. The major type of crash that occurs at stop-controlled intersections is a two-vehicle angle crash between a vehicle on the stop approach and a vehicle on the through approach. The through route activated warning system have been used in an innovative way to provide enhanced intersection safety information to entering traffic compared to traditional sign and marking enhancements. This system is highlighted in this report. North Carolina and Missouri have deployed the technology at several stop-controlled intersections. Noteworthy practices on sign message, site selection, design, and operation of the system are provided. The through traffic advanced warning system is a tried technology. While preliminary crash data analysis indicates the potential for a substantial reduction in crashes, there is insufficient data at this time to prove or validate its effectiveness.
KW  - Crash data
KW  - Fatalities
KW  - Flashing beacons
KW  - Highway safety
KW  - Intelligent transportation systems
KW  - Intersections
KW  - Light emitting diodes
KW  - Missouri
KW  - North Carolina
KW  - Stop controlled intersections
KW  - Warning systems
UR  - http://safety.fhwa.dot.gov/intersection/resources/fhwasa11015/traws.pdf
UR  - http://ntl.bts.gov/lib/42000/42200/42237/traws.pdf
UR  - https://trid.trb.org/view/1118819
ER  - 

TY  - RPRT
AN  - 01353567
AU  - Daley, Wayne
AU  - Arif, Omar
AU  - Stewart, John
AU  - Wood, Jack
AU  - Usher, Colin
AU  - Hanson, Erin
AU  - Turgeson, John
AU  - Britton, Doug
AU  - Georgia Institute of Technology, Atlanta
AU  - Georgia Department of Transportation
AU  - Federal Highway Administration
TI  - Sensing System Development for HOV/HOT (High Occupancy Vehicle) Lane Monitoring
PY  - 2011/02
SP  - 101p
AB  - With continued interest in the efficient use of roadways, the ability to monitor the use of  High Occupancy Vehicle/High Occupancy Toll (HOV/HOT) lanes is essential for management, planning and operation. A system to reliably monitor these lanes on a continuous basis and provide usage statistics would be very helpful in supporting management operations and decision making. In this study the authors evaluated the potential of an imaging system that would be installed on the median wall of HOV/HOT lanes to acquire data on the vehicles using the lanes and the occupancy of these vehicles. A lab prototype consisting of an IR illuminator, a camera, vehicle trigger, a computer and software to control the system was integrated and evaluated. Data were taken at Georgia Tech Research Institute facilities, sites on the Georgia Tech campus and also on Interstate 85. The images taken were then analyzed for their ability to provide the information needed on the usage of the lanes. The results indicate that it would be possible to build a system that would be able to provide the data needed to support the operation of HOV/HOT lanes.
KW  - Data collection
KW  - High occupancy toll lanes
KW  - High occupancy vehicle lanes
KW  - Highway traffic control
KW  - Imaging systems
KW  - Monitoring
KW  - Prototypes
KW  - Traffic surveillance
UR  - http://ntl.bts.gov/lib/42000/42100/42150/0726.pdf
UR  - https://trid.trb.org/view/1118359
ER  - 

TY  - RPRT
AN  - 01345040
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
TI  - FHWA Scenario Planning Guidebook
PY  - 2011/02
SP  - 40p
AB  - Scenario planning is a process that can help transportation professionals to prepare for what lies ahead. It provides a framework for developing a shared vision for the future by analyzing various forces (e.g., health, transportation, livability, economic, environmental, land use), that affect communities. The technique was originally used by private industry to anticipate future business conditions and to better manage risk. Since 2004, the Federal Highway Administration (FHWA) has encouraged transportation-focused scenario planning as an approach that enhances the traditional planning process. This type of scenario planning is a technique designed to help citizens and stakeholders in the public and private sectors understand how demographic and land-use changes could potentially impact transportation networks in a state, community, region, or study area. The hallmark of scenario planning is identifying land-use patterns as variables (rather than as static inputs) that could affect transportation networks, investments, and operations. Other variables might include demographic, economic, political, and environmental trends. Considering and analyzing alternative possibilities for each variable helps stakeholders to understand how a state, community, region, or study area might look and function in the future. While scenario planning can be implemented in many ways, the key elements include: 1. Use of scenarios to compare and contrast interactions between multiple factors, such as transportation, land use, and economic development. 2. Analysis of how different land-use, demographic, or other types of scenarios could impact transportation networks. 3. Identification of possible strategies that lead a state, community, region, or study area toward achieving elements of the preferred future. 4. Public engagement throughout the process.
KW  - Alternatives analysis
KW  - Demographics
KW  - Economic development
KW  - Forecasting
KW  - Guidelines
KW  - Land use
KW  - Public participation
KW  - Scenario planning
KW  - Strategic planning
KW  - Transportation planning
UR  - http://ntl.bts.gov/lib/35000/35900/35909/Scenario_Planning_Guidebook.pdf
UR  - https://trid.trb.org/view/1105455
ER  - 

TY  - RPRT
AN  - 01345022
AU  - Cluett, Chris
AU  - Gopalakrishna, Deepak
AU  - Kitchener, Fred
AU  - Balke, Kevin
AU  - Osborne, Leon
AU  - Battelle Seattle Research Center
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
TI  - Weather Information Integration in Transportation Management Center (TMC) Operations
PY  - 2011/02//Final Report
SP  - 302p
AB  - This report presents the results of the third phase of an on-going FHWA study on weather integration in Transportation Management Center (TMC) operations. The report briefly describes the earlier phases of the integration study, summarizes the findings from the implementation and evaluation of an automated weather alert notification system in the Sacramento Regional TMC, and discusses the efforts of four TMCs (Cheyenne, Colorado Springs, Kansas City, Louisiana, and Redding) that used the FHWA self-evaluation guide to identify their weather integration needs and strategies that could be implemented to meet those needs. Four of those TMCs prepared weather integration plans with implementation tasks and schedules. The report tracks their progress toward implementing those strategies and identifies the outcomes and benefits they have achieved to date. Efforts to refine, market and promote the self-evaluation guide are also discussed. Finally, lessons learned and recommendations based on the experiences working with a variety of TMCs are offered to encourage and facilitate greater weather information integration in the future.
KW  - Alerts
KW  - Information integration
KW  - Needs assessment
KW  - Strategic planning
KW  - Traffic control centers
KW  - Transportation operations
KW  - Weather conditions
KW  - Weather information systems
UR  - http://ntl.bts.gov/lib/38000/38600/38677/TMC%20Final%20Report%20Website%206.13.11/tmc_integration_report_final.pdf
UR  - https://trid.trb.org/view/1105683
ER  - 

TY  - RPRT
AN  - 01344937
AU  - Anderson, Keith W
AU  - Uhlmeyer, Jeff
AU  - Russell, Mark
AU  - Weston, Jim
AU  - Washington State Department of Transportation
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Studded Tire Wear Resistance of PCC Pavements with Special Mix Designs
PY  - 2011/02//Final Report
SP  - 70p
AB  - The performance of portland cement concrete mixes with higher flexural strength, higher cement content, and with Hard-Cem additive, carpet drag finish, and tined finish were evaluated over a period of five years to determine their resistance to studded tire wear. None of the pavements with special mixes or, mixes with Hard-Cem additive were more resistant to studded tire wear than conventional pavement with a 650 psi flexural strength mix design. The wear resistance of the pavement could not be correlated to either the method used to finish the concrete or the concrete’s flexural strength. Finally, the carpet drag finishing method produced a pavement with acceptable friction resistance.
KW  - Carpet drag
KW  - Concrete pavements
KW  - Durability
KW  - Finishes
KW  - Flexural strength
KW  - Mix design
KW  - Portland cement concrete
KW  - Studded tires
KW  - Texture
UR  - http://www.wsdot.wa.gov/Research/Reports/600/658.2.htm
UR  - http://ntl.bts.gov/lib/37000/37800/37812/658.2.pdf
UR  - https://trid.trb.org/view/1105584
ER  - 

TY  - RPRT
AN  - 01341258
AU  - Panero, Marta A
AU  - Shin, Hyeon-Shic
AU  - Lopez, Daniel Polo
AU  - New York University, New York
AU  - New York State Energy Research and Development Authority
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Urban Distribution Centers – A Means to Reducing Freight Vehicle Miles Traveled
PY  - 2011/02//Final Report
SP  - 121p
AB  - The present study examines the model of freight consolidation platforms, and urban distribution centers (UDCs) in particular, as a means to solve the last mile problem of urban freight while reducing vehicle miles traveled and associated environmental impacts. This paper attempts to identify the key characteristics that make UDCs successful and discuss under what contextual settings (e.g., institutional, policy) they work best. After an extensive review of UDC cases already implemented in other countries, the study examined three UDCs cases with potential applicability to the New York metropolitan region, discussing models and relevant features and elements that may be transferred to the New York context.
KW  - Case studies
KW  - Environmental impacts
KW  - Europe
KW  - Freight consolidation
KW  - Freight transportation
KW  - Japan
KW  - New York Metropolitan Area
KW  - Urban areas
KW  - Urban distribution centers
KW  - Urban freight consolidation centers
KW  - Vehicle miles of travel
UR  - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-08-23_0.pdf
UR  - https://trid.trb.org/view/1103158
ER  - 

TY  - RPRT
AN  - 01341252
AU  - Al-Kaisy, Ahmed
AU  - Veneziano, David
AU  - Kirkemo, Zachary
AU  - Western Transportation Institute
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - Montana Rest Area Usage: Data Acquisition and Usage Estimation
PY  - 2011/02//Final Report
SP  - 147p
AB  - The Montana Department of Transportation (MDT) has initiated research to refine the figures employed in the estimation of Montana rest area use. This work seeks to obtain Montana-specific data related to rest area usage, including water flow, effluent flow, patron traffic, vehicle traffic volume and classification, and vehicle dwell times for commercial and passenger vehicles. Such estimation will provide MDT with up-to-date figures that will assist in the process of planning, designing, and rehabilitating rest area facilities. This report summarizes the research efforts conducted for this project, including the literature review, survey of practices by selected departments of transportation, data collection, and data analyses. Based on the findings of the data collection and analyses, this final report also includes recommendations on Montana rest area usage estimation, including vehicular and patron traffic, as well as vehicular dwell time and wastewater usage estimation.
KW  - Commercial vehicles
KW  - Data analysis
KW  - Data collection
KW  - Dwell time
KW  - Literature reviews
KW  - Montana
KW  - Passenger vehicles
KW  - Roadside rest areas
KW  - Surveys
KW  - Traffic volume
KW  - Utilization
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/rest_area/final_report.pdf
UR  - https://trid.trb.org/view/1103147
ER  - 

TY  - RPRT
AN  - 01340834
AU  - Apeagyei, Alex K
AU  - Diefenderfer, Brian K
AU  - Virginia Center for Transportation Innovation and Research
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - An Evaluation of the Potential Use of Non-Nuclear Density Gauges for Asphalt Concrete Acceptance
PY  - 2011/02//Final Report
SP  - 26p
AB  - This report describes the results of a study using non-nuclear density gauges (NNDGs) to measure the in-situ density of asphalt concrete (AC) material in Virginia. The study compared the NNDG results with those obtained from the use of two traditional AC density acceptance methods: the core method (AASHTO T 166) and the nuclear density gauge (NDG) method. Although these two methods are the most widely used methods of accepting AC density, the core method is time-consuming and destructive and involves bulky test setups and the NDG method, although portable and non-destructive, is associated with safety concerns related to the presence of radioactive materials in the gauge. The purpose of the study was to evaluate the use of two NNDGs as a potentially safe, portable, and expedient method of measuring AC density—a key indicator of pavement performance. The direct comparison of NNDG and core density and the acceptance rates with the use of NNDGs and NDGs were the focus of the study. Extensive field and laboratory tests were conducted to determine AC density using two models of NNDGs (i.e., the Troxler PaveTracker Plus and the TransTech Model PQI 301) and one model of an NDG (i.e., the Troxler Model 4640-B). Density measurements of AC cores/plugs taken at gauge testing locations were conducted in the laboratory in accordance with AASHTO T 166 for comparisons. The results of the field testing showed that NNDG measurements were not well correlated with core density or NDG measurements. However, there was good agreement between readings from NNDGs and NDGs in terms of identifying core cutting locations (67%), control strip acceptance (75%), and test section acceptance (95%). This apparent contradiction between the acceptance rate among the gauges and the poor correlation could be explained by the relatively low ranges in measured field density (0-5 lb/ft³), which is within the precision ranges of the gauges used. The results of additional laboratory testing of 10 AC slabs with air void contents ranging from about 3% to 20% confirmed the results of the field testing. Specifically, they demonstrated that compared with NDGs, NNDGs were less sensitive, with an average relative bias of 19.6 lb/ft³ and 9.6 lb/ft³ for the PQI 300 and the PaveTracker Plus, respectively, compared with 2.2 lb/ft³ for the NDG. The results also showed that results from use of the NNDGs were not well correlated with core density measured in accordance with AASHTO T 166, which is generally accepted as the most accurate method of measuring density. The study concludes that NNDGs of the types used in the study are not suitable for measuring AC density for acceptance purposes and thus are not recommended for use as density acceptance tools in Virginia.
KW  - AASHTO T 166
KW  - Acceptance tests
KW  - Air voids
KW  - Asphalt concrete pavements
KW  - Comparative analysis
KW  - Cores (Specimens)
KW  - Correlation analysis
KW  - Density
KW  - Field tests
KW  - Laboratory tests
KW  - Non-nuclear density gages
KW  - Nuclear density gages
KW  - Recommendations
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-r15.pdf
UR  - http://ntl.bts.gov/lib/56000/56100/56150/VA-11-R15.PDF
UR  - https://trid.trb.org/view/1102846
ER  - 

TY  - RPRT
AN  - 01340651
AU  - Khan, Lutful I
AU  - Decapite, Kirk
AU  - Cleveland State University
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Prediction of Pile Set-Up for Ohio Soils
PY  - 2011/02
SP  - 34p
AB  - The Ohio Department of Transportation (ODOT) typically uses small diameter driven pipe piles for bridge foundations. When a pile is driven into the subsurface, it disturbs and displaces the soil. As the soil surrounding the pile recovers from the installation disturbance, a time dependant increase in pile capacity often occurs due to pile set-up. A significant increase in pile capacity could occur due to the set-up phenomenon. For optimization of the pile foundations, it is desirable to incorporate set-up in the design phase or predict the strength gain resulting from set-up so that piles could be installed at a lower End of Initial Driving (EOID) capacity. In order to address the set-up phenomena in Ohio geology, a research study was conducted by compiling pile driving data in Ohio soils obtained from ODOT and GRL, an engineering company dedicated to dynamic pile load testing, located in Cleveland, Ohio. The set-up data of twenty-three piles were compiled along with time, pile length, and pile diameter. The liquid limit, plastic limit, average clay and silt content, and average soil penetration test (SPT) value were compiled along the pile length. In 91% of the driven piles cases, some degree of set-up was observed. Correlations among several soil parameters and pile capacities were explored. An equation was proposed between the final and initial load capacities of the piles as a function of time and shown to be in good agreement with the strength gains of driven pipe piles in Ohio soils.
KW  - Bearing capacity
KW  - Bridge foundations
KW  - Design
KW  - Ohio
KW  - Pile capacity
KW  - Pile driving
KW  - Pile foundations
KW  - Pile setup
KW  - Pipe piles
KW  - Soils
UR  - http://worldcat.org/oclc/722800375/viewonline
UR  - http://ntl.bts.gov/lib/37000/37800/37845/134415_FR.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37846/134415_ES.pdf
UR  - https://trid.trb.org/view/1102730
ER  - 

TY  - RPRT
AN  - 01340649
AU  - Nusairat, Jamal
AU  - Liang, Robert Y
AU  - Engel, Richard L
AU  - E. L. Robinson Engineering of Ohio Company
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Verification and Calibration of the Design Methods for Rock Socketed Drilled Shafts for Lateral Loads
PY  - 2011/02//Final Report
SP  - 399p
AB  - This project was aimed at: (1) evaluating and developing design methods for laterally loaded drilled shafts socketed in anisotropic rock, (2) developing a p-y criterion that can be used to analyze the response of drilled shaft socketed into transversely isotropic rock or jointed rock, (3) developing a new methodology for determining the five elastic constants of a transversely isotropic rock medium using the in-situ pressuremeter test device, (4) developing a new equation for estimating the transverse isotropic rock shear modulus (G’) using other elastic constants, and (5) developing a new methodology to obtain a p-y criterion using in-situ pressuremeter technique that can be used to analyze the response of drilled shaft socketed into transversely isotropic rock. The hyperbolic p-y criterion for rock proposed in SJN 134137 based on the field test data and extensive theoretical work was further validated using additional load test data. Validation of the proposed p-y criterion of rock was carried out by comparing the predictions of shaft deflections and bending moments using the hyperbolic p-y criterion against actual lateral load tests results. Based on the findings of this study, a complete solution for the design of drilled shafts socketed in anisotropic rock or intermediate geomaterials under lateral loads is provided.
KW  - Anisotropy (Physics)
KW  - Calibration
KW  - Design methods
KW  - Drilled shafts
KW  - Equations
KW  - Geomaterials
KW  - Lateral loads
KW  - P-y analyses
KW  - Pressure gages
KW  - Rock-socketed shafts
KW  - Shear modulus
UR  - http://worldcat.org/oclc/721935113/viewonline
UR  - https://trid.trb.org/view/1102698
ER  - 

TY  - RPRT
AN  - 01338810
AU  - Sobanjo, John O
AU  - Thompson, Paul D
AU  - Florida State University, Tallahassee
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - Enhancement of the FDOT's Project Level and Network Level Bridge Management Analysis Tools
PY  - 2011/02//Final Report
SP  - 329p
AB  - Over several years, the Florida Department of Transportation (FDOT) has been implementing the AASHTO Pontis Bridge Management System to support network-level and project-level decision making in the headquarters and district offices.  Pontis 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 these previous research efforts, FDOT further investigated several additional modeling issues that were not possible during earlier Pontis implementation work.  First, a sensitivity analysis was performed on the Project Level Analysis Tool (PLAT) and Network Analysis Tool (NAT), as well as a comparison made between the PLAT and NAT models and the National Cooperative Highway Research Program (NCHRP) Report 590, which explored the criteria used for priority setting and resource allocation.  The analysis suggested priority enhancements to PLAT/NAT, including improved deterioration and cost models, and multi-objective optimization.  Secondly, an improved version of the NBI Translator has been developed and implemented using two years of bridge inspection data from the Florida bridge inventory.  A standalone computer program was developed, as well as a Microsoft Excel spreadsheet version of the Translator program written in Visual Basic for Applications (VBA), which was incorporated into the PLAT.  Next, the research developed improved deterioration, action effectiveness, and cost models for Pontis and the PLAT.  A new, simplified procedure was developed for estimating one-step Markovian models that produces usable results with significantly smaller sample sizes than traditional regression.  As the fifth accomplishment, models were developed for estimating user costs at bridge sites where no detour is considered.  Several existing user cost models were reviewed in the study, including some traditional roadway-based models and the previous FDOT user cost model for bridges.  New accident models were formulated based on Florida crash data at bridge sites for years 2003 through 2007, including the following:  binomial logistic regression, Poisson regression, and negative binomial regression models.
KW  - Asset management
KW  - Bridge management systems
KW  - Crash data
KW  - Decision making
KW  - Deterioration
KW  - Florida
KW  - Network level models
KW  - Pontis (Computer program)
KW  - Project level models
KW  - Regression analysis
KW  - Sensitivity analysis
KW  - User cost models
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_MNT/FDOT_BDK83_977-01_rpt..pdf
UR  - https://trid.trb.org/view/1101251
ER  - 

TY  - RPRT
AN  - 01338178
AU  - Rakha, Hesham
AU  - El-Shawarby, Ihab
AU  - Amer, Ahmed
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Virginia Center for Transportation Innovation and Research
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Development of a Framework for Evaluating Yellow Timing at Signalized Intersections
PY  - 2011/02//Final Report
SP  - 71p
AB  - Studies show that the proper design of clearance intervals has significant implications for intersection safety. For example, in 2001, approximately 218,000 red-light-running crashes occurred at signalized intersections in the United States. These crashes resulted in nearly 181,000 injuries and 880 fatalities and an economic loss of $14 billion. Driver behavior while the driver is approaching high-speed signalized intersections at the onset of a yellow indication varies as a function of many parameters. Some of these parameters are related to the driver’s attributes, e.g., age, gender, perception-reaction time, and acceptable deceleration levels. Other parameters that relate to the intersection geometry include the approach speed, distance, and time to the intersection at the onset of the yellow indication. This study developed a novel approach for computing the clearance interval duration that explicitly accounts for the reliability of the design (probability that drivers are not caught in a dilemma zone). Lookup tables based on the limited data available from this study are provided to illustrate how the framework could be used in the design of yellow timings. The approach was developed using data gathered along Virginia’s Smart Road test facility for dry and clear weather conditions for two approach speeds: 72.4 km/h (45 mph) and 88.5 km/h (55 mph). Each dataset includes a complete tracking of the vehicle every deci-second within 150 m (500 ft) before and after the intersection. A total of 3,454 stop-run records were gathered. These include 1,727 records (687 running records and 1,040 stopping records) for an approach speed of 45 mph and 1,727 records (625 running records and 1,102 stopping records) for an approach speed of 55 mph. Using these data, models that characterize driver perception-reaction times and deceleration levels were developed. The application of the proposed approach demonstrates that the current design procedures are consistent with a reliability level of 98%.
KW  - Clearance interval (Traffic signal cycle)
KW  - Data collection
KW  - Dilemma zone
KW  - High speed intersections
KW  - Mathematical models
KW  - Reaction time
KW  - Red light running
KW  - Signalized intersections
KW  - Traffic safety
KW  - Traffic signal timing
KW  - Virginia Smart Road
KW  - Yellow interval (Traffic signal cycle)
UR  - http://www.mautc.psu.edu/docs/VT-2008-08.pdf
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-r12.pdf
UR  - https://trid.trb.org/view/1100672
ER  - 

TY  - RPRT
AN  - 01338176
AU  - Ferdous, Nazneen
AU  - Bhat, Chandra
AU  - Vana, Lakshmi
AU  - Schmitt, David
AU  - Bowman, John L
AU  - Bradley, Mark
AU  - Pendyala, Ram
AU  - University of Texas, Austin
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Comparison of Four-Step Versus Tour-Based Models in Predicting Travel Behavior Before and After Transportation System Changes – Results Interpretation and Recommendations
PY  - 2011/02
SP  - 140p
AB  - The main objective of this study was to examine the performance of the Mid-Ohio Regional Planning Commission’s (MORPC's) trip-based and tour-based frameworks in the context of three specific projects started and completed within the past 15 years in the Columbus metropolitan area. The three specific projects included (1) Polaris project, (2) Hilliard-Rome project, and (3) Spring-Sandusky interchange project. The performance evaluation of the trip-based and tour-based models was pursued at two levels. The first level corresponded to a region-level analysis (independent of specific projects) that compared selected model outputs from each of the trip-based and tour-based model systems with corresponding region-level observed data. The second level corresponded to a local-level analysis (specific to each of the three projects identified earlier) that compared the trip volume outputs on selected roadway links in and around the project region with corresponding link counts. For both the region-level and local-level analysis, the research team considered three years for analysis: 1990, 2000, and 2005. The results indicate that the tour-based model performed better overall than the trip-based model in the region-level analysis, while the predictive abilities from the trip and tour-based models were about equal in the local-level analysis. This project is a significant first step toward a better understanding of the tangible benefits of disaggregate tour-based modeling methods. But it would be imprudent to judge all model systems strictly on the results of this one project, since the transportation planning community has accumulated four decades of learning and experience on trip-based models while this particular tour-based model represents only one attempt, and one of the earliest, at implementing the tour-based or activity-based approach for practical use. Regardless, this project should serve as an important reference in the assessment of the potential practical benefits of disaggregate tour-based modeling approaches vis-à-vis aggregate trip-based methods.
KW  - Activity based modeling
KW  - Before and after studies
KW  - Columbus (Ohio)
KW  - Mid-Ohio Regional Planning Commission
KW  - Tour-based models
KW  - Traffic forecasting
KW  - Transportation improvement projects
KW  - Travel behavior
UR  - http://worldcat.org/oclc/720280085/viewonline
UR  - http://ntl.bts.gov/lib/55000/55700/55734/134368_FR.PDF
UR  - https://trid.trb.org/view/1100711
ER  - 

TY  - RPRT
AN  - 01338172
AU  - Ward, Carrie Z
AU  - Capital District Transportation Authority
AU  - Central District Management Association, Incorporated
AU  - New York State Energy Research and Development Authority
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Solar Transit Stops on Central Avenue
PY  - 2011/02//Final Report
SP  - 15p
AB  - This initiative sought to demonstrate existing commercially available transportation technologies for transit customer amenities that could significantly enhance transit experience and attract more riders – therefore making the Capital District Transportation Authority (CDTA) service more attractive, safe, and sustainable. CDTA installed solar-powered street transit amenities on a 2.5-mile section of Central Avenue in Albany, NY, located between Lark Street and the Albany city line to the West. Amenities installed were four (4) i-Shelter Solar Shelter Lighting systems, twenty-five (25) i-Stop solar-powered bus stop signs, and ten (10) BigBelly Cordless Compaction Systems. BigBelly Cordless Compaction Systems were installed at the future Bus Rapid Transit (BRT) stations located within the area of the proposal, i-Shelter Solar Shelter Lighting systems were installed at existing bus shelters located within the proposal area, and i-Stops were installed at all the existing bus stops within the proposal area that were not planned to become BRT stations and did not have a shelter. Project partners have been happy with the performance and feedback of the BigBelly systems and the solar shelters. The solar-powered bus stop signs have proven too expensive to maintain and too vulnerable to vandalism for the benefits they provide. Therefore, project partners are open to expanding their BigBelly and solar shelter infrastructure, but will not be expanding the i-Stop network along the Central Avenue corridor.
KW  - Albany (New York)
KW  - Bus rapid transit
KW  - Bus stop shelters
KW  - Bus stops
KW  - Bus terminals
KW  - Customer amenities
KW  - Garbage compaction systems
KW  - Lighting
KW  - Signs
KW  - Solar energy
UR  - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-08-04%20CDTA%20Solar%20Transit%20Stop%20Final%20Report_Feb%202011.pdf
UR  - http://ntl.bts.gov/lib/37000/37900/37994/C-08-04_CDTA_Solar_Transit_Stop_Final_Report_Feb_2011.pdf
UR  - https://trid.trb.org/view/1100694
ER  - 

TY  - RPRT
AN  - 01337327
AU  - Smith, Trevor
AU  - Banas, Andrew
AU  - Gummer, Max
AU  - Jin, Jaesup
AU  - Portland State University
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Recalibration of the GRLWEAP LRFD Resistance Factor for Oregon DOT
PY  - 2011/02//Final Report
SP  - 128p
AB  - The Bridge Section of the Oregon Department of Transportation (ODOT) is responsible for the design of all bridge structures and routinely uses GRLWEAP for controlling pile driving stresses and establishing capacity from the bearing graph. The LRFD resistance factor, φ, for GRLWEAP sets the factored amount of nominal capacity in the LRFD inequality. Foundation conditions throughout Oregon’s Willamette Valley and the Portland metropolitan area are predominantly sand, silt, and clay. Steel pipe and H section foundation piles typically are of sufficient length to be friction piles and exhibit set-up after the end of initial driving (EOID). The two objectives of this study were to build an extensive database of driven pile case histories to include restrike conditions from the present available sources that reflect ODOT’s diverse soils and piles, and to establish φ factors for EOID and beginning of restrike (BOR) conditions using GRLWEAP to match ODOT practice. A diverse group of existing databases, including the FHWA-built DFLTD and NCHRP 507 PDLT2000, were accessed and merged with new cases from the literature to build a comprehensive database, called the Full PSU Master. Neither of these two national databases proved always correct for the large amount of source input required, with the largest source of anomalies and missing data being the blow count, especially at the BOR condition. Over 150 new cases were added to establish the Full PSU Master database containing 322 piles, with each case placed into one of three input tiers for statistical profiling to assist in preserving quality for the φ calibration. The Full PSU Master database then supplied 179 cases analyzed by FHWA static capacity software DRIVEN and by GRLWEAP for capacity prediction by the bearing graph. These predictions generated bias mean λ and COV statistics for a range of ODOT selected scenarios. The 322 piles ranged up to 40 inches in diameter, and up to 197 ft in embedment length. The 179 analyzed piles ranged up to 36 inches in diameter and 167 ft in embedment length and had driving blow counts up to 100 BPI. This research showed similar trends for GRLWEAP capacity as that reported in NCHRP 507 for CAPWAP capacity on the statistical effects from variables such as blow count ranges. Sub-grouping λ by blow count revealed a clear decay in easy driving mean λ and COV parameters when blow counts were ≤ 2 BPI. Above 2 BPI, little difference was found in these parameters, and no upper limit of statistical accuracy was identified. A clear difference in statistical sample characteristics existed between piles supported in predominately cohesive soils to those in cohesionless soils, and also between pile types. For the ODOT case of redundant piles in groups, a reliability index β at 2.33 was used to establish φ resistance factors and φ/λ efficiency measures. Statistics for an initial ten scenarios were generated, and the First Order Second Moment (FOSM) resistance factor at EOID and BOR was reported, based on lognormal fits to the λ distribution. The final five ODOT selected scenarios to permit comparison to NCHRP 507 and to form a basis to design implementation measures underwent advanced Monte Carlo based probabilistic procedures using random number generation and the λ lognormal tail fits to provide EOID and BOR φ factors. Recommended resistance factors from the visual tail fit procedure on the likely best fit to ODOT practice scenario containing all soil and pile types were 0.55 and 0.4 for EOID and BOR respectively. Recommendations were made for a separate implementation activity, including additional φ calibration work based on the Full PSU Master including use of field measured hammer performance, CAPWAP based soil input parameters, and pile type.
KW  - Bridge foundations
KW  - Bridge piers
KW  - Driven piles
KW  - GRLWEAP (Computer program)
KW  - Load and resistance factor design
KW  - Pile driving
KW  - Resistance factors
KW  - Soils
UR  - http://ntl.bts.gov/lib/36000/36100/36116/GRLWEAP_LRFD.pdf
UR  - https://trid.trb.org/view/1098660
ER  - 

TY  - RPRT
AN  - 01335483
AU  - Frawley, William E
AU  - Borowiec, Jeffrey D
AU  - Protopapas, Annie
AU  - Warner, Jeffery E
AU  - Morgan, Curtis A
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Guidebook on Landside Freight Access to Airports
PY  - 2011/02
SP  - 85p
AB  - This guidebook provides cities, counties, regional planning agencies, metropolitan planning organizations, state agencies, shippers, and airport operators with a discussion of the issues and solutions related to landside freight access to airports. It is a result of numerous case studies developed from surveys and interviews of airport and freight industry personnel across the state and nation. It provides recommendations and examples of techniques to plan for and provide safe and efficient landside freight access to airports. In comparison to the full research report, this document is intended to serve as a quick reference guide. The objective of this guidebook is to identify the issues, barriers, physical bottlenecks, and solutions, including potential funding mechanisms, concerning landside access to airports in Texas and to propose a methodology for identifying and evaluating existing access performance from a freight perspective.
KW  - Air cargo
KW  - Airport access
KW  - Case studies
KW  - Freight traffic
KW  - Handbooks
KW  - Landside access
KW  - Landside operations (Airports)
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-6265-P1.pdf
UR  - https://trid.trb.org/view/1099046
ER  - 

TY  - RPRT
AN  - 01335453
AU  - Clower, Terry L
AU  - Ruggiere, Paul
AU  - Bomba, Michael
AU  - Arndt, Jeffrey C
AU  - Li, Jianling
AU  - Edrington, Suzie
AU  - Hendershot, Paul
AU  - University of North Texas, Denton
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluating the Impact of Transit-Oriented Development
PY  - 2011/02//Technical Report
SP  - 148p
AB  - Transit‐oriented development (TOD) is an increasingly popular urban form. Based on a survey of residents of TOD projects in areas served by Dallas Area Rapid Transit (DART), Fort Worth, Texas, and Capital Metro (Austin) rail transit, moving into TOD decreases vehicle miles of travel (VMT) by an average of 15 percent, or about 3,500 miles per year, which impacts the Texas Department of Transportation (TxDOT) motor fuel tax revenues. The data also indicate that these households shift their choice of route to include more arterial roads versus highways. Differential behavior is observed among the three areas studied with the greatest impact being on the DART system and the Capital Metro system showing smaller changes in TOD resident travel behaviors. Residents of TOD choose their housing based mostly on commuting distance and lifestyle characteristics, such as proximity to dining and entertainment venues. Proximity to a transit rail station is at least moderately important for 57 percent of respondents. The report recommends that TxDOT look to incorporate TOD into facility planning and design and seek ways to extract value from TOD projects.
KW  - Austin (Texas)
KW  - Capital Metropolitan Transportation Authority (Austin, Texas)
KW  - Dallas Area Rapid Transit
KW  - Fort Worth (Texas)
KW  - Fuel taxes
KW  - Life styles
KW  - Rail transit
KW  - Residential location
KW  - Route choice
KW  - Surveys
KW  - Transit oriented development
KW  - Travel behavior
KW  - Trip length
KW  - Vehicle miles of travel
UR  - http://www.unt.edu/cedr/FHWA-TX10-0-6511-1.pdf
UR  - http://ntl.bts.gov/lib/36000/36000/36025/FHWA-TX10-0-6511-1.pdf
UR  - https://trid.trb.org/view/1098912
ER  - 

TY  - RPRT
AN  - 01335449
AU  - Trejo, David
AU  - Head, Monique Hite
AU  - Mander, John
AU  - Mander, Thomas J
AU  - Henley, Mathew
AU  - Scott, Reece
AU  - Ley, Tyler
AU  - Patil, Siddharth
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Development of a Precast Bridge Deck Overhang System
PY  - 2011/02//Technical Report
SP  - 228p
AB  - Prestressed-precast panels are commonly used at interior beams for bridge decks in Texas. The use of these panels can provide ease of construction, sufficient capacity, and good economy for the construction of bridge decks in Texas. Current practice for the overhang deck sections require that formwork be constructed at the outer edges of the bridge. The cost of constructing the bridge overhang is significantly higher than that of the interior sections where precast panels are used. The development of a precast overhang system has the potential to improve economy and safety in bridge construction. This research investigated the overhang and shear capacity of a precast overhang system for potential use during the construction of bridges with precast overhang panels. The research was performed in three phases: the Phase 1 research including work specifically for the Rock Creek Bridge in Parker County, Texas; the Phase 2 research for general precast overhang panels, and; the Phase 3 research investigating the shear capacity. Grout material characteristics were also assessed for possible use in the haunch; constructability issues were also addressed. Results indicate that the capacity of the precast overhang system is sufficient to carry factored AASHTO loads with no or very limited cracking. Results from the shear study indicate that the shear capacity of threaded rods with couplers is lower than the conventional R-bar system. However, sufficient shear capacity can be achieved if sufficient pockets in the precast overhang panel are provided. A recommendation for the haunch form system for use on the bridge is also provided. The use of the precast overhang system evaluated can be implemented in bridge construction. However, further testing is needed to determine the number of pockets on the overhang panel—an issue critical to the constructability and economy of the system. This will be further addressed in report 0-6100-3.
KW  - Bridge decks
KW  - Bridges
KW  - Constructability
KW  - Construction
KW  - Grout
KW  - Haunches (Bridge decks)
KW  - Overhangs
KW  - Precast concrete
KW  - Prefabricated structures
KW  - Prestressed concrete
KW  - Shear capacity
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-6100-1.pdf
UR  - https://trid.trb.org/view/1098921
ER  - 

TY  - RPRT
AN  - 01335448
AU  - Kraus, Edgar
AU  - Fernando, Emmanuel
AU  - Li, Eric Yingfeng
AU  - Oh, Jeong Ho
AU  - Koncz, Nicholas
AU  - Quiroga, Cesar
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluating the Impact of Overweight Load Routing on Buried Utility Facilities
PY  - 2011/02//Technical Report
SP  - 212p
AB  - Overweight traffic movements can negatively affect pavement integrity and quality. However, it is less known to what degree buried utility plant along and across the right of way is affected by these overweight loads, especially if the utility facility is aged, placed under an exception to the Utility Accommodation Rules (UAR), and/or subjected to repetitive loads. Routing decisions for repetitive overweight loads may be determined without consideration of cumulative impacts to utility infrastructure, particularly municipally owned lines that could be aged, accommodated under an exception, or of substandard materials. Given the growth in volume in overweight load (particularly mid-heavy and superload) permits, the adequacy of the UAR is unknown. This report focuses on the year one project objectives, which were (a) provide a review of technical design and engineering requirements for utility accommodation in Texas, (b) provide a preliminary assessment of potential impact of overweight loads on buried utilities, (c) provide a preliminary assessment of UAR adequacy to deal with overweight loads on buried utilities, (d) provide preliminary recommendations for a business process for Texas Department of Transportation overweight routing coordination, and (e) provide recommendations for the phase 2 utility damage evaluation.
KW  - Aging infrastructure
KW  - Evaluation and assessment
KW  - Impacts
KW  - Overweight loads
KW  - Permits
KW  - Routing
KW  - Texas
KW  - Underground utility lines
KW  - Utility accommodation policy
UR  - http://tti.tamu.edu/documents/0-6394-1.pdf
UR  - https://trid.trb.org/view/1098910
ER  - 

TY  - RPRT
AN  - 01335390
AU  - Dudley, Megan M
AU  - Jacobi, William R
AU  - Brown, Cynthia S
AU  - Colorado State University, Fort Collins
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Improving the Performance of Roadside Vegetation
PY  - 2011/02//Final Report
SP  - 60p
AB  - Vegetation along roadways can be aesthetically pleasing and helps to stabilize the soil, which reduces wind-blown soil and soil erosion. While products containing chloride salts have proven to be very effective in helping to provide safe road surfaces, the accumulation of these products in roadside soils may create conditions unsuitable for the growth of some plant species. The purpose of this study was to determine the impact of a magnesium chloride-based deicer, a sodium chloride-based deicer, and the major salts contained in these deicers on seed germination and seedling growth and development of fifteen species of grasses and forbs native to Colorado. Seven of the fifteen species performed well at the low and medium concentrations of the salts and solutions; these are plants that can likely germinate in roadside areas. An increase in the concentration of chloride or sodium ions, or both, was related to a greater impact on the proportions of normal and abnormal seeds and seedlings. A few species were more negatively impacted by a particular salt type or formulation. Eight of the fifteen species tested had too few plant counts at either field site or in different soils and treatments to conduct individual data analysis on the impact of salt treatments. Salt treatments had no impact on the average numbers of plants for the remaining seven species, except the two fescue species, which were negatively impacted by high concentrations of salt treatments in topsoil. In general, all species had more plants and greater growth on topsoil than sand, and sand was better than gravel. The salt concentrations in the field plantings were diluted by precipitation during the study so the impacts were probably less than what would be seen with consistently high concentrations. Implementation: Using species with the highest germination rate provides the best opportunity for establishing plants along highways treated with deicing products. If possible, planting should be done in the fall and the soil should be amended to promote plant growth. Future studies should quantify conditions of vegetation along highways so that spatial relationships of highway maintenance, site factors, vegetation types, and metrological factors can be assessed.
KW  - Deicing chemicals
KW  - Environmental impacts
KW  - Germination
KW  - Grasses
KW  - Magnesium chloride
KW  - Native plants
KW  - Plant growth
KW  - Roadside flora
KW  - Seeds
KW  - Sodium chloride
KW  - Vegetation
UR  - http://www.coloradodot.info/programs/research/pdfs/2011/roadsidevegetation.pdf
UR  - https://trid.trb.org/view/1098663
ER  - 

TY  - RPRT
AN  - 01335382
AU  - Chilukuri, Venkat
AU  - Siromaskul, Smith
AU  - Trueblood, Michael
AU  - Ryan, Tom
AU  - HDR Engineering, Incorporated
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Diverging Diamond Interchange: Performance Evaluation (I-44 and Route 13)
PY  - 2011/02//Final Report
SP  - 62p
AB  - Performance evaluation was conducted on the first “diverging diamond interchange (DDI)” or “double crossover interchange (DCD)” constructed in the United States. It connects Interstate 44 and Missouri Route 13. This evaluation assessed traffic operations, safety, and public perceptions to determine the changes between the previous standard diamond interchange and the new DDI/DCD.
KW  - Design
KW  - Diverging diamond interchanges
KW  - Double crossover diamond interchanges
KW  - Evaluation and assessment
KW  - Highway operations
KW  - Interchanges
KW  - Performance measurement
KW  - Public opinion
KW  - Road user perception
KW  - Traffic safety
UR  - http://library.modot.mo.gov/RDT/reports/TRyy1013/or11012.pdf
UR  - https://trid.trb.org/view/1098716
ER  - 

TY  - RPRT
AN  - 01334690
AU  - Yen, Wen-Huei Phillip
AU  - Chen, Genda
AU  - Yashinsky, Mark
AU  - Hashash, Youssef
AU  - Holub, Curtis
AU  - Wang, Kehai
AU  - Guo, Xiaodong
AU  - Federal Highway Administration
AU  - Missouri University of Science and Technology, Rolla
AU  - California Department of Transportation
AU  - University of Illinois, Urbana-Champaign
AU  - Research  Institute of Highway Ministry of Communications
AU  - Sichuan Province Communications Department
AU  - Federal Highway Administration
TI  - China Earthquake Reconnaissance Report: Performance of Transportation Structures During the May 12, 2008, M7.9 Wenchuan Earthquake
PY  - 2011/02//Final Report
SP  - 54p
AB  - This report documents the lessons learned from damage caused in the May 12, 2008, M7.9 earthquake in Wenchuan County, China. The damage to the 14 observed bridges reminded the researchers of damage suffered during the 1971 San Fernando Earthquake in California. The bridges had few seismic details such as long seats, large shear keys, or tightly spaced transverse reinforcement. Most arch and girder bridges collapsed due to surface rupturing of the seismic faults in the Longmen-Shan thrust zone. A significant portion of roadways and bridges were pushed away or buried by landslides in the steep slopes of mountainous terrain. Damage to bridge superstructure included unseating of girders, longitudinal and transverse offset of decks, pounding at expansion joints, and shear key failure. The bearings of several girder bridges were either crushed or displaced significantly. The substructure and foundation of bridges were subjected to shear and flexural cracks, concrete spalling, stirrup rupture, excessive displacement, and loss of stability. More damage occurred in simply supported bridges than in continuous spans. Curved bridges either collapsed or suffered severe damage. Evidence of directivity effects on bridges near the earthquake epicenter was observed during the earthquake. The San Fernando earthquake significantly changed the seismic design and construction of bridges in the United States. The Wenchuan earthquake is expected to have the same significance for China’s bridge engineers.
KW  - Arch bridges
KW  - Bridges
KW  - China
KW  - Collapse
KW  - Curved bridges
KW  - Earthquakes
KW  - Girder bridges
KW  - Great Wenchuan Earthquake (China)
KW  - Highways
KW  - Landslides
KW  - Lessons learned
KW  - Loss and damage
KW  - Reconnaissance
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/11029/11029.pdf
UR  - https://trid.trb.org/view/1097929
ER  - 

TY  - RPRT
AN  - 01334570
AU  - Ramani, Tara L
AU  - Zietsman, Josias
AU  - Eisele, William
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Incorporating Sustainability into TxDOT’s Transportation Decision Making – Summary of Work Performed, Methods Used, and Results Achieved
PY  - 2011/02
SP  - 24p
AB  - This Texas Department of Transportation (TxDOT) implementation project involved the development of workshop material aimed at disseminating research findings and training participants in hands-on use of the MS Excel-based calculator [sustainability enhancement tool (SET)] through a series of workshops in Fiscal Years 2009 and 2010. The specific project tasks were:  Task 1 – Development of Draft Workshop Materials;  Task 2 – Perform Workshop Walkthrough;  Task 3 – Conduct Regional Workshops;  Task 4 – Develop Final Workshop Materials;  Task 5 – Update the Analysis Tool;  Task 6 – Develop District-MPO-Local Agency Consortium Implementation Plan; and  Task 7 – Develop Plan to Integrate into TxDOT Practice. The work done on these tasks is discussed in subsequent sections of this report. Chapter 2 describes the development of workshop materials, Chapter 3 summarizes the workshops conducted, Chapter 4 discusses local agency implementation and plans to integrate into TxDOT practice, and Chapter 5 provides the conclusion and future research. Overall, the research dealt with developing performance measures for sustainability at the highway corridor level.
KW  - Decision making
KW  - Highway corridors
KW  - Microsoft Excel (Software)
KW  - Performance measurement
KW  - Strategic planning
KW  - Sustainable transportation
KW  - Texas
KW  - Workshops
UR  - http://tti.tamu.edu/documents/5-5541-01-1.pdf
UR  - https://trid.trb.org/view/1097873
ER  - 

TY  - RPRT
AN  - 01334569
AU  - Briaud, Jean-Louis
AU  - Hurlebaus, Stefan
AU  - Chang, Kuang-An
AU  - Yao, Congpu
AU  - Sharma, Hrishikesh
AU  - Yu, Ok-Youn
AU  - Darby, Colin
AU  - Hunt, Beatrice E
AU  - Price, Gerald R
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Realtime Monitoring of Bridge Scour Using Remote Monitoring Technology
PY  - 2011/02//Technical Report
SP  - 440p
AB  - The research performed in this project focuses on the application of instruments including accelerometers and tiltmeters to monitor bridge scour. First, two large scale laboratory experiments were performed. One experiment is the simulation of a bridge with a shallow foundation, and the other is the simulation of a bridge with a deep foundation. A series of instruments were installed on the simulated bridge to monitor the performance of the bridge due to scour. Both the shallow foundation experiment and deep foundation experiment show that accelerometers and tiltmeters can be used in scour monitoring events since both give warning of bridge failure successfully. Subsequently, two individual monitoring systems were designed and installed on two bridges: US59 over Guadalupe River Bridge and SH80 over San Antonio River Bridge in Texas. Realtime data are collected and transmitted to a computer server at Texas A&M University, which can be accessed remotely. The instrumentation on the two bridges does not show great hope of application of accelerometers to monitor bridge scour because of a lack of sufficient excitation from traffic. Another issue with the accelerometers is the high power consumption during the transmission of accelerometer data, which cannot be satisfied with a typical solar panel and battery. Tiltmeters can provide the integral behavior of the bridge, and therefore are very useful devices for scour monitoring. Guidelines and protocols for scour monitoring based on the US59 over Guadalupe River Bridge and the SH80 over San Antonio River Bridge are provided in the study.
KW  - Accelerometers
KW  - Bridge foundations
KW  - Bridges
KW  - Deep foundations
KW  - Field studies
KW  - Guidelines
KW  - Monitoring
KW  - Real time information
KW  - Remote sensing
KW  - Scour
KW  - Shallow foundations
KW  - Simulation
KW  - Texas
KW  - Tiltmeters
UR  - http://tti.tamu.edu/documents/0-6060-1.pdf
UR  - https://trid.trb.org/view/1097901
ER  - 

TY  - RPRT
AN  - 01334387
AU  - Baker, Trey
AU  - Goodin, Ginger
AU  - Pourteau, Chris
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Is Texas Ready for Mileage Fees? A Briefing Paper
PY  - 2011/02//Briefing Paper
SP  - 24p
AB  - This project conducted a preliminary evaluation of how mileage fees might be used as an alternative funding mechanism in Texas. Researchers interviewed stakeholders, technology experts, and the general public to gather feedback on the challenges and opportunities associated with implementing mileage fees in Texas. Researchers also prepared a decision matrix that can aid policy makers in evaluating the various trade-offs in policy necessary to successfully implement a mileage-fee system. In addition to conducting a literature review, the research team also solicited different perspectives on the issue from around the state. Researchers collected input from 13 transportation stakeholder groups representing a variety of interests, a nationwide panel of technology experts who reviewed public opinions about possible deployment options, and focus groups conducted with the general public in five communities of varying size and geography. The project’s findings and recommendations are presented in this briefing paper. The three primary public acceptance barriers identified by the project are (1) feasibility, in terms of protecting privacy, administrative cost, and enforcement, (2) the need to adequately make the case for mileage fees, and (3) fairness of implementation.
KW  - Barriers to implementation
KW  - Expert panels
KW  - Feasibility analysis
KW  - Financing
KW  - Focus groups
KW  - Highways
KW  - Literature reviews
KW  - Mileage-based user fees
KW  - Policy making
KW  - Public opinion
KW  - Stakeholders
KW  - Texas
KW  - Trade-off analysis
UR  - http://tti.tamu.edu/documents/0-6660-P1.pdf
UR  - https://trid.trb.org/view/1097674
ER  - 

TY  - RPRT
AN  - 01334234
AU  - Hallenbeck, Mark
AU  - Pham, Chuong
AU  - Watkins, Kari
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Incident Response Evaluation Phase 3
PY  - 2011/02//Research Report
SP  - 188p
AB  - This project investigated the basic relationship of incidents to delay on Puget Sound area freeways. The intent was to determine the amount of delay caused by incidents and the benefits obtained from the incident response actions taken by the Washington State Department of Transportation (WSDOT). The analysis was based on data from 2006 and included all days in 2006. The study area included I-5 from SR 526 in the north to S. 320th in Federal Way in the south; all of I-90 west of milepost 19.5, which is east of Front Street in Issaquah; all of I-405; SR 167 from I-405 to SR 18; and all of SR 520. The study showed that incidents, including crashes, do not, in and of themselves, cause measurable delay. They cause delay only when the disruption they create causes functional capacity to fall below actual demand. However, the researchers calculated that the average incident that does not involve a lane closure results in 576 vehicle-minutes of delay per minute the incident is present. If the incident closes a lane, the effect of that lane closure adds 814 vehicle-minutes of delay per minute of closure. For the 2006 study year, a conservative estimate is that crashes and other traffic incidents (including disabled vehicles, debris, and other events requiring WSDOT intervention to remove hazards) cost travelers 5,300,000 vehicle-hours of delay, in addition to typical congestion delay, on the Puget Sound region’s freeway system. That is roughly 30 percent of the total delay from all causes that occurred on these roadways. Approximately 11 percent of the total delay (1,950,000 veh-hrs) was the result of reported vehicle crashes. The study also determined that crash rates increase substantially when delays caused in part by incidents occur. In fact, a simple summary of the available data indicated that crash rates essentially double in corridors slowed by unexpected incident-related queuing. Consequently, because reducing the duration of incidents results in faster clearance of incident-related queuing, it will also have a significant safety benefit, as measured in a reduced crash rate.
KW  - Crash rates
KW  - Disabled vehicles
KW  - Emergency management
KW  - Freeways
KW  - Incident response
KW  - Lane closure
KW  - Puget Sound Region
KW  - Road debris
KW  - Traffic crashes
KW  - Traffic delays
KW  - Traffic incidents
KW  - Traffic queuing
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/761.1.pdf
UR  - https://trid.trb.org/view/1097597
ER  - 

TY  - RPRT
AN  - 01331166
AU  - Henault, John W
AU  - Bliven, Jessica
AU  - Connecticut Department of Transportation
AU  - Connecticut Department of Transportation
AU  - Federal Highway Administration
TI  - Characterizing the Macrotexture of Asphalt Pavement Designs in Connecticut
PY  - 2011/02//Report 2
SP  - 47p
AB  - In response to a Federal Highway Administration Technical Advisory entitled Surface Texture for Asphalt and Concrete Pavements, the Connecticut Department of Transportation (ConnDOT) has begun to establish targets for pavement texture depth on high-speed facilities by characterizing the macrotexture of different ConnDOT hot mix asphalt (HMA) pavement mixes. The results of this effort are presented in this paper. Pavements evaluated include SuperPave mixes with nominal maximum aggregate sizes of 0.187-in., ¼-in., 3/8-in. and ½-in. The mean profile depth (MPD) and estimated texture depth of each were measured with a high-speed laser sensor (laser profiler) mounted to ConnDOT’s Dynatest 1295 Pavement Friction Tester. Laser profiler and Circular Track Meter (CTMeter) texture measurements were taken and compared at the Virginia Smart Road facility in Blacksburg, Virginia, in order to validate previously taken laser profiler measurements in Connecticut. Validation of the laser profiler measurements was necessary because laser profilers have not been used extensively in practice. The linear association comparing measurements taken with these two devices was relatively strong (R²=0.80) The laser profiler appears to provide a viable macrotexture measurement. MPD was the measure used to characterize the macrotexture of the above ConnDOT HMA mixes. The characterizing MPDs measured for the ConnDOT mixes ranged between 21 to 22-mils for the ½-in. mix, 15-mils for 3/8-in. mix, 12 to 15-mils for the ¼-in. mix, and -1 to 4 mils for the 0.187-in. mix.
KW  - Asphalt pavements
KW  - Connecticut
KW  - Depth
KW  - Hot mix asphalt
KW  - Laser profilers
KW  - Macrotexture
KW  - Mean profile depth
KW  - Nominal maximum aggregate size
KW  - Superpave
KW  - Texture
UR  - http://docs.trb.org/01331166.pdf
UR  - https://trid.trb.org/view/1094743
ER  - 

TY  - ABST
AN  - 01486030
TI  - Advanced Travel Forecasting (TRANSIMS)
AB  - TRANSIMS is a series of integrated transportation and air quality analysis and forecasting models being developed at the Los Alamos National Laboratory (LANL). The principal components of TRANSIMS are an activity generator an intermodal route planner a traffic microsimulation and an environmental analysis module.  The TRANSIMS design has been driven by legislative and analytical requirements that exceed the capabilities of current models and methodologies. To address these concerns TRANSIMS will offer transportation planning agencies increased policy sensitivity more detailed vehicle-emission estimates and improved analysis and visualization capabilities.
KW  - Air quality management
KW  - Exhaust gases
KW  - Intermodal transportation
KW  - Pollutants
KW  - Traffic forecasting
KW  - Traffic simulation
KW  - TRANSIMS (Computer model)
KW  - Transportation planning
UR  - https://trid.trb.org/view/1255651
ER  - 

TY  - ABST
AN  - 01485859
TI  - Livability
AB  - Livability can help transform the way transportation serves the American people and transportation's contribution to communities quality of life. Livability elements are important to both urban and rural communities. These elements might include a transportation system that provides reliable and safe access to jobs, education, health care as well as goods and services. This research will support activities such as websites for information dissemination training and technical assistance peer exchanges conferences workshops and sharing notable practices through case studies on livability.
KW  - Accessibility
KW  - Case studies
KW  - Quality of life
KW  - Sustainable development
KW  - Websites (Information retrieval)
UR  - https://trid.trb.org/view/1255084
ER  - 

TY  - ABST
AN  - 01465781
TI  - FY 2010 Federal Highway Administration Air Quality Analysis Support Tasks
AB  - The Volpe Center will be responsible for providing technical support and assistance to the Federal Highway Administration (FHWA) Office of Natural Environment in the Air Quality focus areas. These focus areas and specific tasks may be modified as conditions warrant, pending concurrence by the FHWA and Volpe Center. (1) Provide technical support and assistance for the implementation of emissions and air quality models. (2) Provide technical support and assistance for the project level analysis. (3) Provide logistic and technical support to conduct webinars, web-conferences peer exchanges, conferences, workshops, publications and other related outreach activities to enhance information-sharing for transportation and air quality practitioners. (4) Research, prepare and produce technical brochures, booklets, white papers and other publications to enhance the technical capacity of transportation and air quality practitioners in conducting emissions and air quality analysis.
KW  - Air quality
KW  - Peer exchange
KW  - Pollutants
KW  - Technical assistance
KW  - Technical support
KW  - Webinars
UR  - https://trid.trb.org/view/1234015
ER  - 

TY  - RPRT
AN  - 01335380
AU  - Lewis, Carol Abel
AU  - Goodwin, Gwendolyn C
AU  - Sabaroche, Sascha
AU  - Texas Southern University, Houston
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Assessment of Public Involvement
PY  - 2011/01/31/Technical Report
SP  - 50p
AB  - The Texas Department of Transportation (TxDOT) employs a range of methods and strategies to incorporate Texans in the many aspects of planning, project implementation and partnerships. This public involvement process is supported by TxDOT specific, state of Texas and federal legislative codes, which define involvement and cover basic requirements for meetings, hearings, inclusion of underrepresented groups and environmental processes. In addition, TxDOT designed guidelines, manuals and other materials to assist staff in conduct of public involvement activities. Because public involvement is a core component of transportation planning and project implementation, the public’s expectation is that their values and opinions will be included in each phase of the transportation process. The Texas Sunset Advisory Commission’s 2009 report recommended that TxDOT develop a more meaningful, consistent public involvement process, along with a policy statement reflecting the agency’s philosophy. With that objective, several key tasks were undertaken to strengthen TxDOT’s liaisons with the public. This project analyzed several meetings held by TxDOT, reviewed TxDOT’s literature and regulations, and assessed documents from other states. Also, interviews with representatives of governments that worked with TxDOT, TxDOT staff, and representatives of the Texas Sunset Advisory Commission were conducted. These synthesized findings led to the development of a policy statement and recommendations for consideration by TxDOT staff.
KW  - Environmental impact analysis
KW  - Policy
KW  - Programming (Planning)
KW  - Public participation
KW  - Texas Department of Transportation
KW  - Transportation planning
UR  - http://www.tsu.edu/PDFFiles/academics/science/program/transportation/CTTR/Publications_Reports/TxDOT%2006622%20Final%20Report.pdf
UR  - http://ntl.bts.gov/lib/36000/36000/36026/TxDOT_06622_Final_Report.pdf
UR  - https://trid.trb.org/view/1098774
ER  - 

TY  - ABST
AN  - 01574341
TI  - Signal Phase and Timing and Related Messages for Connected Vehicle Applications

AB  - This project is to identify the necessary interfaces for two-way communication of traffic signal information between the traffic signal controller and a mobile device, provide the concept of operations for the use of the interfaces, and develop prototypes of the interfaces using signal controllers from two different manufacturers. The interfaces and prototypes shall be for use by the connected vehicle applications that require signal phase and timing (SPaT) and its related messages.

KW  - Intelligent vehicles
KW  - Interfaces
KW  - Prototypes
KW  - Traffic signal controllers
KW  - Traffic signal timing
KW  - Vehicle to infrastructure communications
UR  - https://trid.trb.org/view/1367008
ER  - 

TY  - ABST
AN  - 01485861
TI  - PCB E/J and Visualization:Oth/Activites/Support State/Loc/Tribal Plan Capac Building
AB  - Needs and research for this emphasis area include providing assistance to State local and Tribal transportation officials to support and enhance their understanding of the transportation planning process.
KW  - Local transportation
KW  - Technical assistance
KW  - Transportation planning
KW  - Tribal government
KW  - Visualization
UR  - https://trid.trb.org/view/1255086
ER  - 

TY  - ABST
AN  - 01486034
TI  - TMIP: Data Collection
AB  - This research will fund demonstrations of innovative data collection methods.
KW  - Data collection
KW  - Demonstration projects
KW  - Financing
KW  - Technological innovations
UR  - https://trid.trb.org/view/1255655
ER  - 

TY  - RPRT
AN  - 01332477
AU  - Morian, Dennis A
AU  - Quality Engineering Solutions, Incorporated
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Cost Benefit Analysis of Including Microsurfacing in Pavement Treatment Strategies & Cycle Maintenance
PY  - 2011/01/18/Final Report
SP  - 96p
AB  - Preservation of the Pennsylvania state highway system has become more difficult with the development of funding shortages and placement of major emphasis on the bridge program. Therefore, it is appropriate to revisit the topic of timely, cost effective application of thin surface maintenance treatments to extend the life of existing pavements in the state highway system. While the benefit of previous approaches to maintaining pavements provides valuable experience, there are also available innovations for which experience is limited, or does not exist in Pennsylvania. This project was developed to address the need to re-evaluate thin surface treatments, review available new technologies with the objective of recommending potentially beneficial systems, and assess the cost effectiveness of these treatments for conditions in Pennsylvania. For this study, thin surface treatments, i.e., “microsurfacing,” has been defined as any treatment less than ¾-1” thick which can be applied to the surface of an existing pavement with the objective of improving the performance of the pavement and ultimately extending pavement life. Three distinct tasks were identified to achieve this objective: a review of existing related literature, a survey of experiences in other states with similar conditions, and a cost benefit analysis of the treatments identified. These tasks were conducted during the project study, with a summary report provided to the Pennsylvania Department of Transportation describing the findings from each. The details of these task results are subsequently presented in this report.
KW  - Benefit cost analysis
KW  - Cost effectiveness
KW  - Microsurfacing
KW  - Pavement maintenance
KW  - Pavement preservation
KW  - Pennsylvania
KW  - Surface treating
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/080503%20Microsurfacing%20Final%20Report.pdf
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/080503%20Report%20Appendices.pdf
UR  - https://trid.trb.org/view/1096612
ER  - 

TY  - RPRT
AN  - 01613784
AU  - Federal Highway Administration
TI  - Preparing for the Update of Vermont’s Strategic Highway Safety Plan
PY  - 2011/01/11
SP  - 12p
AB  - This report provides a summary of a peer exchange sponsored by the Vermont Agency of Transportation (VTrans) held January 11-12, 2011 in Montpelier, VT. The peer exchange convened Vermont’s Strategic Highway Safety Plan (SHSP) Core Group to discuss the strengths and weaknesses of Vermont’s current SHSP and to identity the opportunities and next steps for updating Vermont’s plan. Vermont’s safety team’s goal is to create a plan that will engage leadership and provide guidance for programs and policies to reduce serious injury crashes and fatalities on Vermont’s roadways. Selected peers included the Ohio Department of Transportation (ODOT), the Pennsylvania Department of Transportation (PennDOT), and the Idaho Transportation Department (ITD). Criteria for selecting peers included states with a record of creating effective SHSPs, developing strategies for recording and tracking data, and using performance measures to track progress. Vermont’s objectives in holding the peer exchange were to: (1) Learn about effective strategies to: Streamline the SHSP to reduce the number of emphasis areas and strategies; Develop tools for recording and tracking data; Use performance measures to measure progress; (2) Initiate the process for Vermont’s SHSP update; and (3) Create an ongoing dialogue about highway safety among Vermont’s SHSP stakeholders. The ultimate goal of the event was to prepare the Core Group to work together in identifying the next steps for creating an updated plan targeted to reduce serious injuries and traffic fatalities caused by specific highway safety issues. Forty professionals representing three of the “E’s” (engineering, enforcement, and education) attended the workshop, including representatives from Vermont’s only metropolitan planning organization (MPO) (Chittenden County MPO); the Governor’s Highway Safety Program (GHSP); Vermont State Police; and the Department of Motor Vehicles. Safety professionals from neighboring states New Hampshire and Maine, including representatives from both states’ departments of transportation and FHWA division offices, also participated. The peer exchange began with a brief overview of Vermont’s current SHSP, including its critical emphasis areas and strategies followed by presentations by the peer agencies.
KW  - Best practices
KW  - Highway safety
KW  - Idaho Transportation Department
KW  - Implementation
KW  - Information processing
KW  - Ohio Department of Transportation
KW  - Peer exchange
KW  - Pennsylvania Department of Transportation
KW  - Performance measurement
KW  - Stakeholders
KW  - State departments of transportation
KW  - Strategic Highway Safety Plan
KW  - Strategic planning
KW  - Vermont Agency of Transportation
UR  - http://ntl.bts.gov/lib/59000/59800/59833/peer_report_VT_Jan2011.pdf
UR  - https://trid.trb.org/view/1425525
ER  - 

TY  - RPRT
AN  - 01375851
AU  - Winston, R J
AU  - Hunt, W F
AU  - Kennedy, S G
AU  - Wright, J D
AU  - North Carolina State University, Raleigh
AU  - Research and Analysis Group
AU  - Federal Highway Administration
TI  - Evaluation of Permeable Friction Course (PFC), Roadside Filter Strips, Dry Swales, and Wetland Swales for Treatment of Highway Stormwater Runoff
PY  - 2011/01/07/Final Report
SP  - 110p
AB  - Stormwater runoff from roadways is a source of surface water pollution in North Carolina. The North Carolina Department of Transportation (NCDOT) is required to implement stormwater control measures (SCMs) in the linear environment. NCDOT has specific interest in evaluating pollutant loads from interstate highways and potential stormwater treatment measures. The research presented herein focuses on monitoring of highway runoff at four sites along Interstate 40 (I-40) in Johnston, Sampson, and Duplin counties. This entire stretch of I-40 had a permeable overlay [known as a permeable friction course (PFC)] applied in November, 1998. The overlay is porous, and allows water to pass through the surface of the pavement, reducing splash during rainfall and allowing for improved vehicle traction (Barrett et al. 2006). Drainage from the PFC was monitored at all four sites to determine highway pollutant concentrations and loads. Roadside filter strips are nearly ubiquitous on highways, as they are constructed to make grade and to hydraulically connect the roadway to the roadside swale. Two roadside filter strips (21.5 ft in width) were evaluated in this study. Finally, four linear roadside swales were monitored to determine their hydrologic and water quality benefits. Two of these swales were dry swales, meaning that they drained inter-event. The other two swales had wetland characteristics, including hydrophytic vegetation, hydric soils, and wetland hydrology. Data collection began in September 2008 and continued through May 2010. Runoff from the highway and the downslope edge of the filter strip was collected in separate slot drains. The drainage was conveyed to a weir and stage recorder, which enabled flow measurement. An outlet structure using a compound weir was installed in each swale and a similar weir and stage recorder was used for flow measurement. Flow-proportional, composite water quality samples were obtained at ten different locations, four at the edge-of-pavement, two at the downslope end of the filter strips, and four at the swale outlets. Monitored water quality parameters included total Kjeldahl nitrogen (TKN), nitrate- and nitrite-nitrogen (NO2,3-N), ammonium nitrogen (NH4-N), organic N (Org-N), total nitrogen (TN), total phosphorus (TP), and total suspended solids (TSS). Results showed that PFC sequestered and/or reduced the generation of TSS from the highway surface. Median effluent TSS concentrations were 8 mg/L, 8 mg/L, 9 mg/L, and 17 mg/L, lower than previous studies on standard asphalt highways (Barrett et al. 1998; Sansalone et al. 1998; Kayhanian et al. 2003). Other sediment-bound pollutant (such as phosphorus) concentrations, were reduced to what appeared to be at- or near-irreducible levels. Due to these findings, the authors support further use of PFC on highways throughout North Carolina. The roadside filter strips were shown to increase sediment and sediment-bound pollutant concentrations, due to relatively high slopes, fair vegetative cover, and clean influent. The wetland swales produced lower mean effluent concentrations (by approximately 0.4 mg/L) of TN when compared to the dry swales. Similar trends were not observed for TP and TSS. Therefore, there is the potential for greater nitrogen removal credit for wetland swales. Load reductions of pollutants were generally poor to fair for the roadside filter strips due to substantial measured soil compaction. In fact, TP and TSS loads increased through both filter strips studied. Pollutant loads were generally lowest at the swale outlets, except at site D, where a head cut in the swale caused substantial increases in TP and TSS loads vis-à-vis the edge-of-pavement.
KW  - Drainage
KW  - Filters
KW  - Friction course
KW  - Hydrology
KW  - Permeability
KW  - Runoff
KW  - Swales
KW  - Water quality
UR  - http://ntl.bts.gov/lib/44000/44700/44713/2007-21finalreport.pdf
UR  - https://trid.trb.org/view/1143023
ER  - 

TY  - ABST
AN  - 01573272
TI  - Scan International Technologies and Programs for Vehicle-Highway Cooperation

AB  - This proposed initial stage research would conduct a scan of these technology resources and research results, and then summarize the results into a report and presentation. These products would provide content for researchers already active, and also could encourage U.S. stakeholders to recognize the potential and importance of this area.  The results of the proposed scan could also provide information about the potential value of convening experts to validate the concepts and to help establish research in the United States that complements and leverages work done internationally. For example, scan products could be used to encourage modal partners, among others, to better understand, to become more interested, and to support these concepts for funding of additional developmental research and even technology demonstrations. Recent research recognizes that freeway travel is likely the nearest opportunity for deploying vehicle automation concepts, particularly because the Intelligent Transportation Systems (ITS) program is funding significant research in vehicle-vehicle communication systems that might enable new mobility applications based on vehicle automation as well.

KW  - Freeway operations
KW  - Intelligent transportation systems
KW  - Intelligent vehicles
KW  - Mobility
KW  - Technological innovations
KW  - United States
KW  - Vehicle to vehicle communications
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-11-0007
UR  - http://ntl.bts.gov/lib/46000/46700/46786/12033.pdf
UR  - https://trid.trb.org/view/1366405
ER  - 

TY  - RPRT
AN  - 01335443
AU  - Ludlow, Donald
AU  - Schermann, Jon
AU  - Zorrilla, Juan
AU  - Cambridge Systematics, Incorporated
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Analysis of Public Benefits for Pennsylvania Rail Freight Funding
PY  - 2011/01/04/Final Report
SP  - 57p
AB  - Building on best practices from other states and Pennsylvania’s existing evaluation processes, this project developed an assessment tool to help the Pennsylvania Department of Transportation (PennDOT) analyze the public benefits resulting from the investment of public funds in support of private freight-rail investments. This report describes the development and use of the tool (Pennsylvania Rail Benefits Estimator) to evaluate grant applications for freight rail funding.
KW  - Benefit analysis tool
KW  - Economic benefits
KW  - Evaluation and assessment
KW  - Financing
KW  - Freight trains
KW  - Freight transportation
KW  - Investments
KW  - Pennsylvania
KW  - Railroads
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Smart%20Transportation%20Solutions/Analysis%20of%20Public%20Benefits%20for%20PA%20Rail%20Freight%20Funding.pdf
UR  - http://ntl.bts.gov/lib/36000/36000/36075/Analysis_of_Public_Benefits_for_PA_Rail_Freight_Funding.pdf
UR  - https://trid.trb.org/view/1098947
ER  - 

TY  - ABST
AN  - 01573250
TI  - Long-Term Pavement Performance Program Standard Data Release (SDR) Number 25

AB  - The Standard Data Release (SDR) is the annual release of the Long-Term Pavement Performance (LTPP) program database. The SDR is available annually to the public in Microsoft Access® format and available on digital versatile discs (DVD) and/or universal serial bus (USB) drives.  SDR can be obtained through LTPP customer support services at ltppinfo@dot.gov. Perhaps one of the most useful documents contained here for beginners is the "Accessing LTPP Data" tutorial, which includes step-by-step examples of working with the SDR in Microsoft Access® and building queries for data extraction. The first document to read is the "Release Notes," which comes in hardcopy and electronic format with the SDR. These notes contain important information about organization, content, and significant changes that have occurred from release to release.A Reference Library DVD read-only memory accompanies the standard data release and gives the user the capability to search for software utilities, resource documents, and research reports that support the database.

KW  - Data collection
KW  - Digital computers
KW  - Long-Term Pavement Performance Program
KW  - Microsoft Access (Software)
KW  - Pavement design
KW  - Pavement performance
UR  - https://trid.trb.org/view/1366320
ER  - 

TY  - ABST
AN  - 01463700
TI  - Real Time Measurement of Scour Depths around Bridge Piers and Abutments
AB  - The objective of this project is to develop an accurate and reliable real-time scour monitoring system.
KW  - Accuracy
KW  - Bridge abutments
KW  - Bridge piers
KW  - Monitoring
KW  - Real time information
KW  - Scour
UR  - http://www.clemson.edu/t3s/scdot/pdf/projects/SPR692-report.pdf
UR  - https://trid.trb.org/view/1231927
ER  - 

TY  - ABST
AN  - 01556451
TI  - Legal Problems Arising out of Highway Programs. Topic 17-04. Legal Aspects of Performance-Based Specifications for Highway Construction and Maintenance Contracts
AB  - As state agencies have moved towards greater use of alternative contracting including design-build, warranty contracting, performance-based maintenance, and public-private partnerships for highway construction projects, these contracts use performance-based specifications to give contracting entities more flexibility to meet contract requirements. Whether delivered under a design-build or a traditional design-bid-build contract, construction contracts often contain both prescriptive (or method-based) and performance-based specifications. Under the Spearin doctrine, based on the landmark case United States v. Spearin, 248 U.S. 132 (1918), an owner using detailed design or method-based specifications is deemed to warrant that the specifications and other design information it provides to the contractor are accurate and suitable. However, when an owner decides to use a performance-based specification, setting forth general performance objectives and allowing the contractor to select design solutions, materials and methods to meet or exceed specified performance criteria, responsibility for the accuracy and sufficiency of the design and construction must shift to the contractor. Should the constructed product prove defective or fail to meet specified performance requirements, disputes have arisen over responsibility for curing defects or achieving the required performance. Sorting out issues of liability often hinge upon (1) which aspects are considered design or prescriptive requirements prescribed by the owner; (2) which aspects of construction are based on a performance requirement and hence are under the contractor's control; and (3) whether these requirements conflict in the specifications. Highway agency staff drafting or reviewing specifications, particularly for alternative contracts, need a clear understanding of performance-based specifications, including how they differ from traditional design or method-based specifications and how risk allocation changes. A technical and legal overview should be provided to determine when performance-based specifications should or should not be used. Case studies should be identified and analyzed that present lessons-learned from legal issues and disputes that have arisen regarding their use. The case studies can provide guidance on how to minimize legal issues, claims or protests regarding specification interpretation or responsibility for performance in highway construction and maintenance contracts.
KW  - Case studies
KW  - Contracting
KW  - Design bid build
KW  - Design build
KW  - Legal factors
KW  - Liability
KW  - Performance based specifications
KW  - Road construction
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3768
UR  - https://trid.trb.org/view/1345746
ER  - 

TY  - ABST
AN  - 01549559
TI  - Corrosion-Resistant, Structurally Reinforced Thermal Spray Coatings for In-Situ Repair of Load Bearing Structures
AB  - This project was aimed at developing and demonstrating the feasibility of in-situ reclamation of corroded components in load bearing infrastructures (such as bridges) providing robust corrosion protection with high-velocity thermal spray coating. Work in Stage 1 focused on the mechanical behavior of the optimized thermally-sprayed reclaimed steel. Initial efforts used Fe or Ni as the reclaimant material deposited using the high velocity oxy-fuel (HVOF) thermal spray process. Process optimization with in-situ monitoring of residual stresses demonstrated that compressive residual stresses could be achieved in HVOF reclamation material. Mechanical testing to date shows that in almost all cases, the addition of the coating shows load recovery and enhancement in yield stress. This suggests good coupling between the reclaimed material and the parent metal as well as demonstration of load bearing capability of the HVOF coating. Detailed comparisons between Fe and Ni coatings were made. At thin coatings, the Ni deposited ones presented a better performance compared to the Fe-based ones, since they were able to endure excessive loads and displacements without delamination. However, both coatings presented an increased load bearing capacity compared to virgins -uncoated- tensile test specimens. At thick coatings, new spraying parameters were required in order to produce more compressive coatings, as they were showing premature failure. The new compressive Ni coatings presented the highest load bearing capacities, compared to all coatings and virgin tensile specimens. The composite repaired structure with Nickel overlay also shows excellent corrosion resistance. Concurrently, efforts were initiated aimed at understanding of the operative mechanisms on strength reclamation via finite element modeling and experiments. Results to date appear promising and represent a good transition opportunity. The next step in furthering and implementing this technology is consider a larger scale component demonstration as well as future transfer of the Innovations Deserving Exploratory Analysis (IDEA) results into practice. For this active involvement of state departments of transportation (DOTs) is needed and being solicited.
KW  - Bearing capacity
KW  - Bridges
KW  - Coatings
KW  - Corrosion resistance
KW  - Mechanics
KW  - Monitoring
KW  - Reinforcement (Engineering)
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3238
UR  - https://trid.trb.org/view/1339713
ER  - 

TY  - ABST
AN  - 01548808
TI  - Research for the AASHTO Standing Committee on Planning. Task 99. How We Travel: A Sustainable National Program for Travel Data
AB  - Good travel data are essential to support critical policy choices and multimillion dollar investments facing decision makers.  Unfortunately, the travel data available today are inadequate to meet this demand.  To address the needs for public and private transportation policy analysis and decision making, the committee that authored Special Report 304: How We Travel: A Sustainable National Program for Travel Data recommends the organization of a National Travel Data Program built on a core of essential travel data sponsored at the federal level and well integrated with travel data collected by states, metropolitan planning organizations (MPOs), transit and other local agencies, and the private sector. The U.S. transportation system serves hundreds of millions of travelers and handles millions of tons of freight each day to help ensure the efficient movement of people and goods in support of personal goals and domestic and international commerce.  A well-functioning transportation system is essential for business travel and tourism, yet no national data have been collected on long-distance, intercity passenger travel by surface transportation modes since 1995.  A strong economy depends on state and regional investments in freight corridors to keep freight moving, but industry-based data on freight shipments, focused on supply chain linkages and local goods movement, are not collected.  Only coarse national-level data are available on intercity commodity flows. Increased energy efficiency and reductions in greenhouse gas emissions from vehicular travel are being sought to reduce the transportation sector's adverse environmental impacts, but the data on vehicle use necessary to monitor progress are no longer being collected. As these illustrations demonstrate, the travel data available today are inadequate to support policy and decision-making requirements.  The most comprehensive data are collected by the federal government in periodic surveys. However, coverage of these surveys is incomplete, sample sizes frequently are insufficient to support meaningful analyses, and the results often are not timely.  Moreover, funding for these surveys is subject to shifting political priorities that not infrequently put them at risk for cancellation The Executive Committee of the Transportation Research Board (TRB) requested this study, with funding provided by TRB, the Research and Innovative Technology Administration (RITA) and the Federal Highway Administration of the U.S. Department of Transportation (USDOT), and the American Association of State Highway and Transportation Officials through the National Highway Cooperative Research Program (NHCRP). The expert committee formed by TRB and the Committee on National Statistics to conduct the study was charged with assessing the current state of travel data at the federal, state, and local levels and defining an achievable and sustainable travel data system that could support public and private transportation decision making.  The primary goal was to develop a strategy for structuring, conducting, and funding the collection of critical travel data.  The study is national in scope, recognizing that travel data are collected and used at multiple geographic levels and by multiple sectors.  It covers all travel modes, with a focus on measuring the performance of the transportation system as a whole. To support the wise use of public resources for transportation, particularly in a time of slow growth and massive budget deficits, a National Travel Data Program should be organized and sustained, built on a core of essential travel data whose collection is sponsored at the federal level and well coordinated with travel data collected by states, MPOs, transit and other local agencies, and the private sector.  To manage and track the development and implementation of the program, a multiyear plan should be designed to assure Congress, the USDOT's data partners, and constituents that the National Travel Data Program is moving ahead. The report recommends that the responsibility for leading this effort should reside with the USDOT because these data are essential to its mission. The Secretary of Transportation should assume a strong leadership role, with program design and coordination being carried out by RITA and its Bureau of Transportation Statistics (BTS), the federal statistical agency for transportation, which already has a data collection and coordination mandate. A National Travel Data Program Advisory Council, broadly representing major travel data constituencies, should be formed to provide strategic advice directly to the Secretary of Transportation. RITA, in collaboration with its data partners, should invest aggressively in research and testing of new methods for data collection, integration, management, and dissemination. These new methods should include continuous data collection and greater use of technology. The additional cost of collecting the data required is estimated to be in the range of $9-$14 million annually, and additional funds would be needed for BTS's coordination role.
KW  - Data collection
KW  - Evaluation and assessment
KW  - Financing
KW  - Ground transportation
KW  - Intercity travel
KW  - Passenger transportation
KW  - Travel behavior
KW  - Travel data
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2824
UR  - https://trid.trb.org/view/1336280
ER  - 

TY  - ABST
AN  - 01543458
TI  - Legal Problems Arising out of Highway Programs. Topic 17-01. Update of Selected Studies in Transportation, Volume One: Transportation Contract Law
AB  - The purpose of this project is to update the Selected Studies in Transportation Law: Volume One: Transportation Contract Law  (Vol. 1) which was last published in 2005.  Since that time, case law and contracting practices have evolved in the transportation industry. To best serve transportation law practitioners, an updated evaluation of this Volume should be undertaken. A comprehensive update of this Transportation Contract Law Volume also should include an analysis of all sections to determine which sections need substantial updating and/or supplementing. Particular attention should be directed to the effect that recent law, changed practices, or regulations have had, if any, on the contracting activities of transportation entities. Since publication of Volume 1 new trends have emerged particularly in the use of design-build and other innovative contracting practices. Public-private partnerships (PPPs) have presented new contracting issues that need analysis. Issues pertaining to innovative contracting which should be researched include insurance and bonding capacity, particularly for large-scale projects; project-financing agreements; risk-transfer and liability; design-build and other innovative contracting methods. A comprehensive update of this Contracts Volume also should include an analysis of all sections to determine which sections need substantial updating and/or supplementing..
KW  - Contracting
KW  - Design build
KW  - Financing
KW  - Law
KW  - Legal factors
KW  - Liability
KW  - Public private partnerships
KW  - Road construction
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3766
UR  - https://trid.trb.org/view/1330914
ER  - 

TY  - RPRT
AN  - 01551282
AU  - Golembiewski, G A
AU  - Chandler, B
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - Roadway Safety Information Analysis: A Manual for Local Rural Road Owners
PY  - 2011/01
SP  - 56p
AB  - According to the Federal Highway Administration, over 6 million lane-miles are in rural areas, and more than two-thirds of these rural roads are owned and operated by local entities. In 2008, 56 percent of highway fatalities occurred in rural areas. Rural areas face a number of highway safety challenges. Data is the foundation of any roadway safety improvement program and often this is lacking, especially in local rural areas. This document was developed to provide data collection and analysis techniques as well as other processes applicable to the local practitioner to help improve the safety of local rural roads. The information will acquaint local practitioners – regardless of background or experience level – with the sources, calculations, tools, and methods to make data-supported decisions regarding local rural road safety.
KW  - Case studies
KW  - Countermeasures
KW  - Crash data
KW  - Crash rates
KW  - Data analysis
KW  - Data collection
KW  - Highway safety
KW  - Rural highways
KW  - Safety programs
UR  - http://safety.fhwa.dot.gov/local_rural/training/fhwasaxx1210/lrro_data.pdf
UR  - https://trid.trb.org/view/1341296
ER  - 

TY  - RPRT
AN  - 01541443
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - Eco-Logical Successes
PY  - 2011/01
SP  - 8p
AB  - From 2003 to 2006, eight Federal agencies came together to write the interagency document Eco-Logical: An Ecosystem Approach to Developing Infrastructure Projects. To promote ecosystem sustainability, these Federal agencies developed a document in response to a growing desire to better avoid, minimize, and mitigate the effects of infrastructure projects. The agencies envisioned  an enhanced and sustainable natural environment where necessary infrastructure can be developed in ways that are more sensitive to terrestrial and aquatic habitats. The Federal agencies that formed the interagency team included: Bureau of Land Management (BLM), Federal Highway Administration (FHWA), National Oceanic and Atmospheric Administration (NOAA) National Marine Fisheries Service,  National Park Service (NPS), U.S. Army Corps of Engineers (USACE), U.S. Department of Agriculture Forest Service (USFS), U.S. Environmental Protection Agency (EPA), and U.S. Fish and Wildlife Service (FWS). This document identifies and explains each Eco-Logical signatory agency’s strategic environmental programs, projects, and efforts that are either directly related to or share the vision  set forth in Eco-Logical. A brief description of an agency’s key program includes program activities and goals, contact information, and a list of other strategic initiatives being undertaken. Information from each agency’s key programs and selected environmental initiatives is contained in a matrix following the program descriptions. Finally, this document identifies potential joint projects and opportunities for  collaboration among the Eco-Logical signatory agencies.
KW  - Bureau of Land Management
KW  - Environmental policy
KW  - Federal government agencies
KW  - Habitat (Ecology)
KW  - Infrastructure
KW  - National Park Service
KW  - Sustainable development
KW  - U.S. Army Corps of Engineers
KW  - U.S. Environmental Protection Agency
KW  - U.S. Federal Highway Administration
KW  - U.S. Fish and Wildlife Service
KW  - U.S. Forest Service
KW  - U.S. National Oceanic and Atmospheric Administration
UR  - http://www.environment.fhwa.dot.gov/ecological/successes/index.asp
UR  - http://ntl.bts.gov/lib/48000/48300/48344/EcoLogical_Successes.pdf
UR  - https://trid.trb.org/view/1327141
ER  - 

TY  - RPRT
AN  - 01534778
AU  - Hall, Andrew
AU  - Cleary, Thomas
AU  - New Hampshire Department of Transportation
AU  - New Hampshire Department of Transportation
AU  - Federal Highway Administration
TI  - Investigation of the Performance of Self-Consolidating Concrete in Drilled Shafts
PY  - 2011/01//Final Report
AB  - This report summarizes the New Hampshire Department of Transportation’s (NHDOT's) investigation of the performance of self-consolidating concrete (SCC) when used in drilled shaft applications. SCC and conventional concrete (CC) piles were evaluated side-by-side for infilling properties, air content, and segregation. The investigation was undertaken because the method of construction on this highway project exposed several feet of the shafts after they were poured affording a unique opportunity to observe the infilling properties of the two mixes. The NHDOT concluded that for the mixes used, there was no significant difference in performance.
KW  - Air voids
KW  - Drilled shafts
KW  - New Hampshire
KW  - New Hampshire Department of Transportation
KW  - Piles (Supports)
KW  - Segregation (Aggregates)
KW  - Self compacting concrete
UR  - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-14282Y.pdf
UR  - https://trid.trb.org/view/1320445
ER  - 

TY  - RPRT
AN  - 01519398
AU  - ICF International
AU  - Federal Highway Administration
TI  - The Use of Climate Information in Vulnerability Assessments
PY  - 2011/01
SP  - 22p
AB  - This memorandum focuses on the use of climate information when performing a vulnerability assessment, a topic that was discussed at the Newark Pilot Peer Exchange Workshop on May 4-5, 2011. The memorandum describes several sources of climate information, and provides some recommendations on how this information can be used by the pilots (or other transportation planners) as they consider their climate-related risks. The memorandum is organized into three sections: Information about Historical Climate; Information about Future Climate; and Sources of Technical Assistance. The memorandum also has an Appendix which outlines some of the methods being employed by pilots to estimate the impacts of sea-level rise.
KW  - Air pilots
KW  - Climate change
KW  - Data collection
KW  - Guides to information
KW  - Risk assessment
KW  - Sea level
KW  - Weather and climate
UR  - http://www.fhwa.dot.gov/environment/climate_change/adaptation/resources_and_publications/vulnerability_assessments/fhwahep12010.pdf
UR  - https://trid.trb.org/view/1302418
ER  - 

TY  - SER
AN  - 01500370
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Krstulovich, James M
AU  - Van Dam, Thomas J
AU  - Smith, Kurt D
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of the Long-Term Durability of Joints Cut Using Early Entry Saws on Rigid Pavements
PY  - 2011/01
SP  - 121p
AB  - Early-entry sawing is an attractive operation to expedite the construction of jointed concrete pavements; however, there are some concerns that early-entry sawing may compromise a  pavement’s long-term performance. The Illinois Department of Transportation sponsored this study as an initial effort to investigate the feasibility of using early-entry sawing on rigid highway pavements in terms of expected joint durability. Joint performance as a function of cut depth and time was also considered. The investigation of early-entry sawing was integrated into an active construction project on Illinois Route 59 in Plainfield, IL featuring three 300-ft test sections (a control section cut to a depth of one-third of the slab thickness using a conventional wet saw, a test section cut to a depth of one-third of the slab thickness using an early-entry dry saw, and a test section cut to a nominal depth of 1.25 inches using an early-entry dry saw). During construction, paving and sawing operations were observed and documented; of particular interest were the sawing operations, during which signs of surface scarring, joint raveling, and slab edge breakouts were recorded and the extent of sawing-related damage was subjectively assessed. In addition to general pavement construction observations, climatic conditions were also monitored, along with  pavement temperatures. Ambient climate conditions and slab mixture and temperature data were used to perform an analysis to assess the potential for early-age cracking. Compressive strength cylinders were also cast and tested at 3, 7, and 28 days. Additionally, cores were retrieved from joints throughout the test site (6 cores from each test cell), and a battery of durability tests were conducted, including petrographic analysis, freeze-thaw testing, and susceptibility to salt scaling.  Overall observations from the field construction and findings from the laboratory testing program are summarized in this report.
KW  - Compressive strength
KW  - Contraction joints
KW  - Cracking of concrete pavements
KW  - Durability tests
KW  - Field studies
KW  - Illinois
KW  - Laboratory tests
KW  - Pavement performance
KW  - Rigid pavements
KW  - Sawed joints
KW  - Sawing
UR  - https://www.ideals.illinois.edu/bitstream/handle/2142/45843/FHWA-ICT-11-076.pdf?sequence=2
UR  - https://trid.trb.org/view/1278488
ER  - 

TY  - RPRT
AN  - 01493875
AU  - Andrew, Richard D
AU  - Bartingale, Ryan
AU  - Hume, Howard
AU  - Yeh and Associates, Incorporated
AU  - Federal Highway Administration
TI  - Context Sensitive Rock Slope Design Solutions
PY  - 2011/01//Final Report
SP  - 121p
AB  - The Federal Highway Administration (FHWA) Federal Lands Highway Division (FLHD) evaluated the application of context sensitive solutions (CSS) for rock slope design. The application of context sensitive design in transportation is a method of developing facilities that fit within the engineered setting and preserve scenic, aesthetic, historic, and environmental resources while maintaining safety and mobility. Proper development of context sensitive solutions starts before the scoping stage and incorporates a number of factors, including community concerns, the effects of roadway development on the physical character of the surrounding area, and a visual prioritization of design considerations. Before starting construction, the contractor and land management agency should agree on a defined standard of performance and communication protocols to ensure that all project goals are attained. The aesthetics of common rock slope construction and mitigation practices can be enhanced with some modifications. Advantages, limitations, design guidelines, aesthetic value, construction materials, case examples, relative costs, and maintenance procedures are included for each method. Discussions are intended to guide the reader in CSS rock slope development.
KW  - Context sensitive design
KW  - Design methods
KW  - Environmental impacts
KW  - Rock excavation
KW  - Rock slopes
KW  - Rockfalls
KW  - Slope stability
UR  - http://contextsensitivesolutions.org/content/reading/context_sensitive_rock_slope__d_199/resources/rockslopedesignsolutions/
UR  - https://trid.trb.org/view/1262537
ER  - 

TY  - RPRT
AN  - 01451372
AU  - United States Federal Highway Administration
TI  - Tooele County Midvalley Highway, Tooele County : environmental impact statement
PY  - 2011/01//Volumes held: Draft(2v)(v.2 folio), Final
KW  - Environmental impact statements
KW  - Utah
UR  - https://trid.trb.org/view/1219916
ER  - 

TY  - RPRT
AN  - 01446365
AU  - Christopher, Ed
AU  - Sööt, Siim
AU  - DiJohn, Joseph
AU  - Federal Highway Administration
AU  - University of Chicago
TI  - Emerging Commuting and Urban Development Trends in the New Millennium: Six-County Chicago Area, 1970 - 2008
PY  - 2011/01//Final Report
SP  - 22p
AB  - The Census Bureau collects information on where we live and where we work. Using this data the authors show that from 1970 to 2008 the pattern of commuting continues to change in the six-county metropolitan area, as population and jobs increase in collar counties. Several existing trends have continued, some new ones have emerged and others have demonstrated a marked shift. This report provides a brief overview of the most noteworthy of these changes in commuting since 2000 and interprets these changes by contrasting them with the previous forty years (since 1970). It highlights a substantial shift in bedroom communities, where the number of workers outnumbers the number of jobs. All of the collar counties have experienced major increases in commutes into the county. DuPage County again has more commuters coming to the county then leaving it, now by more than 90,000 workers. Lake County also has more commuting to the county than from the county. Job growth in the collar counties contributes to the continued trend of cross county border commuting. Several new trends emerged: travel times are no longer growing in all counties; job growth exceeded the rate of increases in previous decades; increases in population and commuters in the six-county region were nearly equivalent at approximately 350,000; in terms of population and job growth as well as changes in commuting time, Cook and DuPage now together constitute the metropolitan core; and commuting to Cook County from all counties is no longer growing.
KW  - Chicago (Illinois)
KW  - Commuting
KW  - Cook County (Illinois)
KW  - DuPage County (Illinois)
KW  - Jobs
KW  - Metropolitan areas
KW  - Population growth
KW  - Trend (Statistics)
KW  - U.S. Bureau of the Census
KW  - Urban development
KW  - Work trips
UR  - http://www.utc.uic.edu/research/reports/Co2Co2008_FinalVersion.pdf
UR  - https://trid.trb.org/view/1213887
ER  - 

TY  - SER
AN  - 01446038
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Krstulovich, James M
AU  - Van Dam, Thomas J
AU  - Smith, Kurt D
AU  - Applied Pavement Technology, Incorporated
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of the Long Term Durability of Rigid Pavement Joints Cut Using Early-Entry Saws
PY  - 2011/01
IS  - 11-076
SP  - 121p
AB  - Early-entry sawing is an attractive operation to expedite the construction of jointed concrete pavements; however, there are some concerns that the early-entry sawing may compromise the pavement’s long-term performance. The Illinois Department of Transportation sponsored this study as an initial effort to investigate the feasibility of using early-entry sawing on rigid highway pavements in terms of expected joint durability. The joint performance as a function of cut depth and time was also considered. The investigation of early-entry sawing was integrated into an active construction project on Illinois Route 59 in Plainfield, IL featuring three 300-ft test sections (a control section cut to a depth of one-third of the slab thickness using a conventional wet saw, a test section cut to a depth of one-third of the slab thickness using an early-entry dry saw, and a test section cut to a nominal depth of 1.25 inches using an early-entry dry saw). During construction, paving and sawing operations were observed and documented; of particular interest were the sawing operations, during which signs of surface scarring, joint raveling, and slab edge breakouts were recorded and the extent of sawing-related damage was subjectively assessed. In addition to general pavement construction observations, climatic conditions were also monitored, along with pavement temperatures. Ambient climate conditions and slab mixture and temperature data were used to perform a HIPERPAV® analysis to assess the potential for early-age cracking. Compressive strength cylinders were also cast and tested at 3, 7, and 28 days. Additionally, cores were retrieved from joints throughout the test site (6 cores from each test cell), and a battery of durability tests were conducted, including petrographic analysis, freeze-thaw testing, and susceptibility to salt scaling. Overall observations from the field construction and findings from the laboratory testing program are summarized in this report.
KW  - Concrete pavements
KW  - Contraction joints
KW  - Durability
KW  - Durability tests
KW  - Joint construction
KW  - Pavement joints
KW  - Pavement performance
KW  - Plainfield (Illinois)
KW  - Rigid pavements
KW  - Sawed joints
KW  - Sawing
UR  - https://www.ideals.illinois.edu/bitstream/handle/2142/45843/FHWA-ICT-11-076.pdf?sequence=2
UR  - http://ntl.bts.gov/lib/45000/45700/45767/FHWA-ICT-11-076.pdf
UR  - https://trid.trb.org/view/1212517
ER  - 

TY  - SER
AN  - 01446002
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - O'Rourke, Thomas
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Snowplow Simulator Training Study
PY  - 2011/01
IS  - 11-077
SP  - 96p
AB  - This report evaluates simulation training of Illinois Department of Transportation (IDOT) snowplow operators to improve IDOT snow and ice removal operations. Specifically, it assesses a drivers’ evaluation of snowplow simulation training immediately after training in fall 2009 and again after the snow season in spring 2010. The report includes the supervisors’ assessment of the simulator training after the snow season and a description of conventional training at the district level. Also included are an estimated cost analysis of the simulation training and the estimated cost of behind-the-wheel training, a review of the accident records of snowplow drivers who participated and who did not participate in the simulation training, and a review of reports from other states on simulator training. Results show favorable driver evaluations after the fall training but less positive evaluations after the snow season. Supervisor evaluation of simulation training was generally favorable. As presently conducted, simulation training appears more costly than conventional training. Finally, and consistent with most of the literature, no conclusive findings on driver performance were found when comparing drivers whose training included simulation to drivers whose training did not include simulation. Multiple reasons for this finding are provided in the report. Suggestions for future study are provided.
KW  - Costs
KW  - Driving simulators
KW  - Education and training methods
KW  - Evaluation and assessment
KW  - Maintenance personnel
KW  - Operators (Persons)
KW  - Snowplows
KW  - Training
KW  - Training simulators
KW  - Winter maintenance
UR  - https://www.ideals.illinois.edu/bitstream/handle/2142/45844/FHWA-ICT-11-077.pdf?sequence=2
UR  - http://ntl.bts.gov/lib/45000/45700/45769/FHWA-ICT-11-077.pdf
UR  - https://trid.trb.org/view/1212524
ER  - 

TY  - RPRT
AN  - 01444830
AU  - Baldwin, J David
AU  - Roswurm, Samuel
AU  - Nolan, Justin
AU  - Holliday, Lisa
AU  - University of Oklahoma, Norman
AU  - Oklahoma Department of Transportation
AU  - Federal Highway Administration
TI  - Energy Harvesting on Highway Bridges
PY  - 2011/01//Final Report
SP  - 24p
AB  - A concept for harvesting energy from the traffic-induced loadings on a highway bridge using piezoelectric materials to generate electricity was explored through the prototype stage. A total of sixteen lead-zirconate titanate (PZT) Type 5A piezoelectric wafers [0.080 inch (2.0 mm) thick] were attached to the steel shims of a six-layer bridge bearing; 60-durometer rubber sheets separated the shims. The outputs of the piezoelectric wafers were each sent through 480-ohm load resistors, and the voltage drops across the resistors were measured to estimate instantaneous power output and overall energy generation. The prototype energy harvesting bridge bearing was subjected to cyclic force loading (square wave) with mean load, load amplitude, and loading frequency being the experimental parameters. The highest observed energy generation of 1.253×10-6 W·hr occurred with a mean load of 10 kip (44.5 kN), a load amplitude of 4 kip (17.8 kN) and a frequency of 1.5 Hz. The concept of generating electric power from a piezoelectric-wafer-equipped bridge bearing was proven, but the energy generated was well below what would be required to operate a modest electrical load.
KW  - Bridge bearings
KW  - Electric power generation
KW  - Energy
KW  - Piezoelectric materials
KW  - Traffic loads
UR  - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/rad_spr2-i2224-fy2010-rpt-final-baldwin.pdf
UR  - http://ntl.bts.gov/lib/46000/46900/46952/Energy_harvesting_on_highway_bridges.pdf
UR  - https://trid.trb.org/view/1212174
ER  - 

TY  - RPRT
AN  - 01380413
AU  - Gucunski, Nenad
AU  - Romero, Francisco
AU  - Kruschwitz, Sabine
AU  - Feldmann, Ruediger
AU  - Parvardeh, Hooman
AU  - Center for Advanced Infrastructure and Transportation
AU  - Iowa Highway Research Board
AU  - Federal Highway Administration
TI  - Comprehensive Bridge Deck Deterioration Mapping of Nine Bridges by Nondestructive Evaluation Technologies
PY  - 2011/01//Final Report
SP  - 195p
AB  - The primary objective of this research was to demonstrate the benefits of non-destructive testing (NDT) technologies for effectively detecting and characterizing deterioration in bridge decks. In particular, the objectives were to demonstrate the capabilities of ground-penetrating radar (GPR) and impact echo (IE), and to evaluate and describe the condition of nine bridge decks proposed by Iowa Department of Transportation (DOT). The first part of the report provides a detailed review of the most important deterioration processes in concrete decks, followed by a discussion of the five NDT technologies utilized in this project. In addition to GPR and IE methods, three other technologies were utilized, namely: half-cell (HC) potential, electrical resistivity (ER), and ultrasonic surface waves (USW) method. The review includes a description of the principles of operation, field implementation, data analysis, and interpretation; information regarding their advantages and limitations in bridge deck evaluations and condition monitoring are also implicitly provided.. The second part of the report provides descriptions and bridge deck evaluation results from the nine bridges. The results of the NDT surveys are described in terms of condition assessment maps and are compared with the observations obtained from the recovered cores or conducted bridge deck rehabilitation. Results from this study confirm that the used technologies can provide detailed and accurate information about a certain type of deterioration, electrochemical environment, or defect. However, they also show that a comprehensive condition assessment of bridge decks can be achieved only through a complementary use of multiple technologies at this stage,. Recommendations are provided for the optimum implementation of NDT technologies for the condition assessment and monitoring of bridge decks.
KW  - Bridge decks
KW  - Concrete bridges
KW  - Deterioration
KW  - Electrical resistivity
KW  - Ground penetrating radar
KW  - Half cell potential
KW  - Impact echo tests
KW  - Nondestructive tests
UR  - http://ntl.bts.gov/lib/45000/45100/45160/SPR-NDEB_90_--8H-00_Final_ReportNonDestructiveBrdgeDeckEvalApril2011.pdf
UR  - https://trid.trb.org/view/1147508
ER  - 

TY  - RPRT
AN  - 01379831
AU  - Chavel, Brandon W
AU  - Yadlosky, John M
AU  - HDR Engineering, Incorporated
AU  - Federal Highway Administration
TI  - Framework for Improving Resilience of Bridge Design
PY  - 2011/01//Technical Report
SP  - 75p
AB  - Bridges are an integral and important part of the highway infrastructure system and need to be designed to provide the necessary safety for the traveling public. Bridge failures can result in the disruption of commerce and services, significant repair costs, and most importantly the loss of human life. Performing a failure analysis during design, coupled with the review of past bridge failures, can help to avoid the need to initiate investigations and perform forensic engineering after a failure. This is the motivation for the development of this Framework. The development of this Framework considers bridge failures that resulted in collapse, service closures, major repairs, or other significant issues that occurred while the bridge was in service or during construction. A fault tree methodology is adopted in the Framework, where lessons from past bridge failures are used extensively to identify potential events that could lead to a bridge failure. A bridge designer, conscientiously or unconscientiously, goes through a fault-tree analysis mentally while ensuring that the design is devoid of weaknesses that could lead to bridge malfunction or failure. This Framework can provide a starting point for the less than senior engineer to jump start a conscientious evaluation process, and is expected to be of interest to students and instructors of bridge engineering, bridge owners, bridge designers, inspectors, fabricators, contractors, and maintenance personnel.
KW  - Bridge design
KW  - Failure analysis
KW  - Fault tree analysis
KW  - Safety engineering
UR  - https://www.fhwa.dot.gov/bridge/pubs/hif11016/hif11016.pdf
UR  - https://trid.trb.org/view/1147531
ER  - 

TY  - RPRT
AN  - 01370163
AU  - Maher, Ali
AU  - Garabaglu, Mohsen
AU  - Systemic Concepts, LLC
AU  - Center for Advanced Infrastructure and Transportation
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Technical Consultation on the Use of Satellite Communications for Remote Monitoring of Field
Instrumentation Systems
PY  - 2011/01//Final Report
SP  - 21p
AB  - The increasing emphasis on the maintenance of existing infrastructure systems have led to greater use of advanced sensors and condition monitoring systems. Wireless sensors and sensor networks are emerging as sensing paradigms that the structural engineering field has begun to consider as substitutes for traditional tethered monitoring systems. The primary objective of the project is to review the state-of-the-art in satellite communication utilization in remote sensing to identify the current methods used for automated remote sensing including system availability and reliability, network performance and transmission error rate, and network protocol.
KW  - Instrumentation
KW  - Remote sensing
KW  - Satellite communication
KW  - Structural health monitoring
UR  - http://cait.rutgers.edu/files/Satellite-RU0781-final.pdf
UR  - https://trid.trb.org/view/1136637
ER  - 

TY  - RPRT
AN  - 01365285
AU  - Ryan, Keri L
AU  - Richins, Brian
AU  - Utah State University, Logan
AU  - Utah Department of Transportation
AU  - Federal Highway Administration
TI  - Design, Analysis, and Seismic Performance of a Hypothetical Seismically Isolated Bridge on Legacy Highway
PY  - 2011/01//Final Report
SP  - 179p
AB  - The need to maintain the functionality of critical transportation lifelines after a large seismic event motivates the strategy to design certain bridges for performance standards beyond the minimum required by bridge design codes. To design a bridge to remain operational, one may stiffen and strengthen the load carrying members to increase the capacity, or alternatively use response modification devices such as seismic isolators to shift the dynamic characteristics of the bridge, henceforth reducing the seismic demands. Seismic isolation systems are attractive because they are directly conducive to accelerated bridge construction techniques. The two strategies are compared for a typical Utah highway bridge, using a three-span, pre-stressed concrete girder bridge that crosses Legacy Highway as a case study example. The existing Legacy Bridge, which was designed as a Standard bridge for a 2500-year return period earthquake, is evaluated as an Essential bridge for a 1000-year return period earthquake. Subsequently, this bridge is redesigned and evaluated as a seismically isolated bridge. Configuration changes needed to accommodate a seismic isolation system are discussed, and reductions to column and foundation elements are proposed. Example seismic isolator designs are provided for several different types of isolation systems commonly used in the United States. Inspection and maintenance practices for seismically isolated bridges are discussed.
KW  - Base isolation
KW  - Bridge design
KW  - Earthquake resistant design
KW  - Performance measurement
KW  - Prestressed concrete bridges
KW  - Utah
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=42161
UR  - http://ntl.bts.gov/lib/44000/44100/44165/UT_11-01_1_ONLINE__VERSION.pdf
UR  - https://trid.trb.org/view/1133949
ER  - 

TY  - RPRT
AN  - 01361099
AU  - Liu, Hongchao
AU  - Kumfer, Wesley
AU  - Chintaluri, Bhargavi
AU  - Texas Tech University, Lubbock
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Synthesis of Successful Bicycle Planning in Mid-Size Cities
PY  - 2011/01//Technical Report
SP  - 128p
AB  - The Texas Tech Center for Multidisciplinary Research in Transportation worked together with the Texas Department of Transportation to conduct a survey of successful bicycle policies and practices in the United States. The team developed and released an online survey targeted at various groups including Metropolitan Planning Officials, government officials, bicycle users, bicycle advocacy groups, Texas Department of Transportation (TxDOT) employees, and TexITE members. The purpose of this survey was to rate various issues of funding, safety, and organization to create a clear picture of how successful bicycling would appear in Texas, particularly in mid-size cities. Although it is gaining popularity as a means of transportation, bicycling has historically been underutilized in the United States. The federal transportation funding program in the United States has focused on highway construction and maintenance for automotive travel. As a result, many U.S. cities have been developed with very little thought for the use of bicycling for recreation or travel. Insufficient and badly-designed bicycle facilities have caused many problems, including insufficient access, insufficient street markings, limited right-of-way, discontinuity, or heavily motorized vehicle traffic on bike paths. These challenges make it difficult for bicyclists to properly access and use the necessary facilities. The goal of this research project was to synthesize successful practices of bicycle planning in mid-size cities, including reviews of bicycle practices in the U.S. and successful experiences in planning, design, and implementation of bicycle facilities, conduct a survey of successful bicycle policies and practices in the U.S., and identify common problems in bicycling and key factors for promoting bicycling transportation. Key findings include that funding, culture, education, and engineering are equally important for promoting bicycling; funding and consistent commitment is the primary issue for transportation agencies while safety is the primary concern for bicyclists; there are few differences between city sizes for bicycle users and government officials; and that it is likely that bike plans are underutilized in mid-size cities. The research team suggests that the following actions be taken to properly plan and implement effective bicycle strategies: long-range and short-term transportation plans should be made with an aim at building livable societies in which bicycling is given dual consideration with automobile travel; local government agencies should be responsible for developing the bicycle plan and should be given authority to use federal funding for financing bicycle projects; mid-sized cities should have at least one bicycle coordinator employed by the city or local metropolitan planning organization (MPO); and state and local transportation agencies should be aware that promoting bicycling is a long-range endeavor which requires continuous funding support and coordinated planning, design, and maintenance efforts.
KW  - Bicycle facilities
KW  - Bicycle safety
KW  - Bicycle travel
KW  - Bicycles
KW  - Bikeways
KW  - Metropolitan planning organizations
KW  - Planning and design
KW  - Surveys
KW  - Texas
UR  - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/0-6582-1_revised.pdf
UR  - http://ntl.bts.gov/lib/43000/43500/43520/0-6582-1_revised.pdf
UR  - https://trid.trb.org/view/1127034
ER  - 

TY  - RPRT
AN  - 01361026
AU  - Gao, Lu
AU  - Chi, Seokho
AU  - Prozzi, Jorge
AU  - Yildirim, Yetkin
AU  - Zhang, Zhanmin
AU  - Centurion, Claudia
AU  - Murphy, Mike
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Peer State Assessment of TxDOT Maintenance Program and Practices—Workshop and Road Rally Findings
PY  - 2011/01//Technical Report
SP  - 179p
AB  - In an effort to evaluate and improve their practices to ensure the future excellence of the Texas highway system, the Texas Department of Transportation (TxDOT) sought a forum in which experts from other state departments of transportation could share their expertise. Thus, the Peer State Review of TxDOT Maintenance Practices project was organized and conducted for TxDOT by the Center for Transportation Research (CTR) at The University of Texas at Austin. The goal of the project was to conduct a workshop at CTR and in the Austin District that would educate the visiting peers on TxDOT’s maintenance practices and invite their feedback. CTR and TxDOT arranged the participation of the following directors of maintenance: Steve Takigawa, CA; Roy Rissky, KS; Eric Pitts, GA; Jim Carney, MO; Jennifer Brandenburg, NC; and David Bierschbach, WA. One of the means used to capture the peer reviewers’ opinions was a carefully designed booklet of 15 questions. The peers provided TxDOT with written responses to these questions, and the oral comments made during the workshop were also captured. This information was then compiled and summarized in the following report. An examination of the peers’ comments suggests that TxDOT should use a more holistic, statewide approach to funding and planning rather than funding and planning for each district separately. Additionally, the peers stressed the importance of allocating funds based on the actual conditions of the roadways instead of on inventory. The visiting directors of maintenance also recommended continuing and proliferating programs that enhance communication, such as peer review workshops.
KW  - Financing
KW  - Highway maintenance
KW  - Maintenance
KW  - Maintenance practices
KW  - Pavement Management Information System
KW  - Peer review
KW  - Planning
KW  - Texas
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6664_1.pdf
UR  - https://trid.trb.org/view/1127039
ER  - 

TY  - RPRT
AN  - 01360952
AU  - Drimalas, Thano
AU  - Clement, John C
AU  - Folliard, Kevin J
AU  - Dhole, Raj
AU  - Thomas, Michael D A
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Laboratory and Field Evaluations of External Sulfate Attack in Concrete
PY  - 2011/01//Technical Report
SP  - 190p
AB  - Sulfate attack is a complex form of deterioration that has damaged concrete structures throughout the world. Sulfate attack is particularly complex because the source of sulfates can be external or internal (delayed ettringite formation), and the distress can be chemical in nature, due to alteration of hydration of products, or physical in nature, due to phase changes in the penetrating sulfate solution. Although sulfate attack has been recognized as a cause of concrete distress for many years, it remains a controversial, confusing, and complex topic. There are many unresolved issues, far too many to be tackled in a single investigation. The research described in this report aims to address several of these lingering issues, especially those that are particularly relevant to the state of Texas.
KW  - Concrete structures
KW  - Deterioration
KW  - Ettringite
KW  - Sulfate attack
KW  - Sulfate resistance
KW  - Sulfates
KW  - Texas
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4889_1.pdf
UR  - https://trid.trb.org/view/1127033
ER  - 

TY  - RPRT
AN  - 01358542
AU  - Eliassen, Thomas D
AU  - Vermont Agency of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Hybrid Rockfall Barrier/Drape System
PY  - 2011/01//Initial Report
SP  - 17p
AB  - An evaluation of the constructability and performance of a hybrid rockfall barrier/drape fence (system) was conducted. An outline of the components making up the system, the sequence and methods for installation and observations of the performance of the system is presented. It appears that the hybrid system is performing as designed with no detrimental impacts to the system having been observed to date. A rating of very good was assigned for performance. Monitoring the effectiveness and maintenance of the system will continue as future rockfall occurs and the system ages.
KW  - Barriers (Roads)
KW  - Design
KW  - Fences
KW  - Installation
KW  - Performance
KW  - Rockfall protection systems
KW  - Rockfalls
UR  - http://vtransengineering.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/Final_Hybrid_Barrier_Drape_Rockfall_Fence.pdf
UR  - https://trid.trb.org/view/1124041
ER  - 

TY  - RPRT
AN  - 01357185
AU  - Armstrong, Amit
AU  - Roberts, Thomas C
AU  - Christians, Robin
AU  - Parsons Brinckerhoff
AU  - Federal Highway Administration
TI  - Current and Innovative Solutions to Roadside Revegetation Using Native Plants - A Domestic Scan Report
PY  - 2011/01//Domestic Scan Report
SP  - 40p
AB  - The use of native plants in roadside revegetation has evolved as more and more resource management agencies prescribe the practice as a much better approach for ecosystems. However, this practice is not widely used by state and local agencies that are responsible for building a majority of the roads. The goals and priorities of those responsible to successfully complete roadside revegetation projects are as diverse as the methods used to accomplish them. Even for the most seasoned revegetation professional, achieving success is not guaranteed. A domestic scan was initiated by the Federal Highway Administration to facilitate understanding about the processes and techniques used in successful and innovative projects that used native plants for roadside revegetation. This report summarizes the observations, discussions and broad conclusions of nationally-recognized revegetation specialists during the 2009 scan tour. A key finding was that there are many interconnected elements involved in both the technical and non-technical aspects of the revegetation process – all of which should be addressed in a project revegetation plan. Notably, the non-technical aspects—planning, design, implementation, monitoring, and maintenance—were found to be just as critical to the success of revegetation projects as the technical aspects.
KW  - Innovation
KW  - Native plants
KW  - Revegetation
KW  - Roadside flora
UR  - http://www.wfl.fhwa.dot.gov/programs/td/publications/documents/reveg-solutions.pdf
UR  - https://trid.trb.org/view/1120902
ER  - 

TY  - RPRT
AN  - 01354079
AU  - Persad, Khali R
AU  - Radhakrishnan, Krishnaprabha K
AU  - Boske, Leigh
AU  - Zhang, Zhanmin
AU  - Murphy, Michael
AU  - Harrison, Rob
AU  - Zhang, Guohui
AU  - Dobbins, Mike
AU  - Hayat, Tanveer
AU  - Dossey, Terry
AU  - Trevino, Manuel
AU  - Gao, Lu
AU  - Qazi, Abdus Shakur
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - RTI Special Studies for TxDOT Administration in FY 2010
PY  - 2011/01//Technical Report
SP  - 151p
AB  - This research project was established by TxDOT’s Research and Technology Implementation Office to address special studies required by the department’s Administration during FY 2010. Six short-term, quick-turnaround tasks were completed and are documented.
KW  - Contracting out
KW  - Project delivery methods
KW  - Project management
KW  - Texas Department of Transportation
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6581_CT_2.pdf
UR  - https://trid.trb.org/view/1116018
ER  - 

TY  - RPRT
AN  - 01353759
AU  - Abdallah, Imad
AU  - Nazarian, Soheil
AU  - University of Texas, El Paso
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Strategies to Improve and Preserve Flexible Pavement at Intersections
PY  - 2011/01//Technical Report
SP  - 206p
AB  - Many rural intersections originally constructed with thin untreated flexible base and hot mix or a two-course surface treatment experience severe pushing, shoving and rutting. These failures cause an extremely rough surface that can cause damage to small vehicles and potentially cause motorists to lose control of their vehicle. These distresses almost always result in complete failure of the existing pavement that must be repaired several times during the life of the roadway by maintenance forces. Pavement sections constructed with the same materials adjacent to the intersection perform adequately until the approach (approximately 150 ft in advance) of the intersection and in the intersection itself when the failures become apparent. The mechanisms of intersection pavement failures and the best practices to minimize the failures at existing intersection pavements are discussed in this report. The outcome of this project is an expert system that can be used to reduce the frequency of maintenance needed at rural intersections with consideration of the life-cycle cost analysis.
KW  - Best practices
KW  - Expert systems
KW  - Flexible pavements
KW  - Intersections
KW  - Life cycle costing
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Rehabilitation (Maintenance)
KW  - Rural areas
KW  - Rutting
KW  - Shoving (Pavements)
UR  - ftp://ftp.dot.state.tx.us/pub/txdot-info/rti/psr/5566.pdf
UR  - https://trid.trb.org/view/1118801
ER  - 

TY  - RPRT
AN  - 01353744
AU  - Brogan, James D
AU  - Hall, Jerome W
AU  - Ababio, Gloria
AU  - University of New Mexico, Albuquerque
AU  - New Mexico Department of Transportation
AU  - Federal Highway Administration
TI  - Queue Length Modeling
PY  - 2011/01//Final Report
SP  - 147p
AB  - This report summarizes the state-of-the-art and state-of-the-practice in queue length modeling through a literature search and survey of traffic engineering practitioners. The report also describes the selection and evaluation of four alternative software packages for modeling queue length at signalized intersections in New Mexico. Output from the four models (HCS+, SimTraffic, Synchro, and TEAPAC) was compared to maximum observed queues obtained from camera data at selected intersections. Data analysis involved determining both the percent error, and the actual difference, in number of vehicles, between model output and the observed queues. In general, both HCS+ and TEAPAC underestimated queue lengths for those approaches with low v/c ratios and overestimated it for those approaches with high v/c ratios. Synchro, on the other hand, calculated values that were, in most cases, lower than observed queues, with little variation across a range of v/c values. SimTraffic, particularly when calibrated using 95th percentile volumes and simulated for a time period approximately equal to the signal cycle length, most closely matched observed queues. Most simulated values, moreover, were somewhat over-estimated by SimTraffic, a more preferable situation than an under-estimate.
KW  - New Mexico
KW  - Signalized intersections
KW  - SimTraffic (Computer program)
KW  - Software
KW  - State of the art
KW  - State of the practice
KW  - Synchro (Computer program)
KW  - Traffic models
KW  - Traffic queue length
KW  - Traffic queuing
KW  - Volume/capacity ratios
UR  - http://dot.state.nm.us/content/dam/nmdot/Research/NM09DSN-01ComprehensiveFinalReportQLM.pdf
UR  - https://trid.trb.org/view/1118648
ER  - 

TY  - RPRT
AN  - 01343375
AU  - Hu, Wenying
AU  - Ryan, Keri L
AU  - Utah State University, Logan
AU  - Utah Department of Transportation
AU  - Federal Highway Administration
TI  - Exploratory Study of Partial Isolation of Highway Bridges
PY  - 2011/01//Final Report
SP  - 76p
AB  - A special class of seismically isolated bridges shares a common feature in that both ends of the superstructure are restrained and isolators over the columns of bridge uncouple the superstructure from the ground motions. They are defined as partial isolation bridges. From measured acceleration responses, the effectiveness of full seismic isolation had been confirmed widely. However, the seismic isolation behavior in the partial isolation has not been widely observed. The effectiveness of partial isolation is evaluated in this study. The static design procedures for linear and nonlinear partially isolated bridges are developed. Results from the static analysis of linear and nonlinear partially isolated bridges, compared with conventional and fully isolated bridges, demonstrate that the effectiveness of nonlinear partial isolation is close to full isolation for reducing the yield force and displacement of the columns in some parameter ranges. However, increased displacement demands at the abutments are observed. Nonlinear time history analyses of the different bridge models under earthquake excitations are carried out to investigate the accuracy of the design procedure for nonlinear partial isolation. In addition, an example shows the application of nonlinear partial isolation to a practical bridge.
KW  - Bridge abutments
KW  - Bridge design
KW  - Bridge superstructures
KW  - Columns
KW  - Earthquake resistant design
KW  - Highway bridges
KW  - Seismic isolation (Bridge engineering)
KW  - Seismicity
KW  - Time history analysis
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=41804
UR  - http://ntl.bts.gov/lib/38000/38000/38072/UT-11-03.pdf
UR  - https://trid.trb.org/view/1105165
ER  - 

TY  - RPRT
AN  - 01342035
AU  - Golembiewski, G A
AU  - Chandler, B
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - Roadway Departure Safety: A Manual for Local Rural Road Owners
PY  - 2011/01
SP  - 68p
AB  - According to the Federal Highway Administration, over 6 million lane-miles are in rural areas, and more than two-thirds of these rural roads are owned and operated by local entities. Rural areas face a number of highway safety challenges due to the nature of their facilities. Roadway departure crashes are frequently severe and account for the majority of fatalities in rural areas. This document provides information on effectively identifying roadway departure safety issues in local areas, choosing the countermeasures that address them, and evaluating the benefits of those treatments. It is geared toward local road managers and other practitioners with responsibility for operating and maintaining their roads. This document offers information on the procedures and processes to improve the safety of local rural roadways and to reduce the potential for future roadway departure crashes.
KW  - Countermeasures
KW  - Fatalities
KW  - Highway safety
KW  - Local roads
KW  - Ran off road crashes
KW  - Rural areas
KW  - Rural highways
UR  - http://safety.fhwa.dot.gov/local_rural/training/fhwasa1109/fhwasa1109.pdf
UR  - https://trid.trb.org/view/1104593
ER  - 

TY  - RPRT
AN  - 01342033
AU  - Golembiewski, G A
AU  - Chandler, B
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - Intersection Safety: A Manual for Local Rural Road Owners
PY  - 2011/01
SP  - 60p
AB  - According to the Federal Highway Administration, over 6 million lane-miles of roadway are in rural areas, and more than two-thirds of these rural roads are owned and operated by local entities. In 2008 56 percent of the 37,261 fatalities on U.S. roadways occurred in rural areas. Rural areas face a number of highway safety challenges due to the nature of their facilities. More than 20 percent of all traffic fatalities in the United States occur at intersections and over 80 percent of intersection-related fatalities in rural areas occur at unsignalized intersections. This document provides information on effectively identifying intersection safety issues in local areas, choosing the countermeasures that address them, and evaluating the benefits of those treatments. It is geared toward local road managers and other practitioners with responsibility for operating and maintaining their roads. It offers information on the procedures and processes to improve the safety of local rural unsignalized intersections and to reduce the potential for future crashes.
KW  - Countermeasures
KW  - Fatalities
KW  - Highway safety
KW  - Intersections
KW  - Manuals
KW  - Rural areas
KW  - Rural highways
KW  - Unsignalized intersections
UR  - http://safety.fhwa.dot.gov/local_rural/training/fhwasa1108/fhwasa1108.pdf
UR  - https://trid.trb.org/view/1104596
ER  - 

TY  - RPRT
AN  - 01341973
AU  - Schreffler, Eric N
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - National Cooperative Highway Research Program
TI  - Integrating Active Traffic and Travel Demand Management: A Holistic Approach to Congestion Management
PY  - 2011/01
SP  - 24p
AB  - The purpose of this primer is to introduce and define the active traffic management (ATM) and travel demand management (TDM) concepts and show the need for and benefits of integrating the concepts into efforts to address congestion on the most affected facilities. The primer provides a conceptual framework, originally suggested by the Dutch Ministry of Transport, for understanding the difference between traffic management and travel demand management. In a nutshell, managing travel demand is effectively addressing congestion before the decision is made on when, how, and whether to use a car. Managing traffic is efficiently addressing congestion once the traveler is in the automobile or has made the decision to use a car. The primer underscores the need to integrate the two concepts into a holistic approach to congestion management. The primer describes five types of ATM and TDM integration and provides examples of each, drawn from the United States and Europe. The following are the five types of integration: New partnerships for integrating ATM and TDM; Enhanced travel alternatives in actively managed corridors; Incentives to reduce traffic volumes on congested facilities; Real-time, multimodal traveler information to induce In-route mode shift; and Promotion of TDM at major trip generators in ATM corridors. Finally, an overall approach for integrating the two concepts is provided. It includes an overview of the integrated demand management under development in the United Kingdom.
KW  - Congestion management systems
KW  - Europe
KW  - Highway traffic control
KW  - Holistic approach
KW  - Incentives
KW  - Partnerships
KW  - Traffic congestion
KW  - Travel demand management
KW  - Traveler information and communication systems
KW  - United Kingdom
KW  - United States
UR  - http://international.fhwa.dot.gov/pubs/pl11011/pl11011.pdf
UR  - https://trid.trb.org/view/1104342
ER  - 

TY  - RPRT
AN  - 01341822
AU  - Rasmussen, Robert Otto
AU  - Transtec Group, Incorporated
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Tire/Pavement and Environmental Traffic Noise Research Study: Interim Report – 2009 Testing
PY  - 2011/01//Interim Report
SP  - 128p
AB  - This research study is being conducted in response to the Colorado Department of Transportation's (CDOT’s) interest in traffic noise in general, and the tire/pavement interaction in particular. Following a rigid set of testing protocols, data are being collected on highway traffic noise characteristics along with safety and durability aspects of the associated pavements. The overall goal of this research project is to develop and execute a comprehensive, long-term study to determine if a particular pavement surface type and/or texture can be successfully used in Colorado to help satisfy FHWA noise mitigation requirements. The study is needed to accomplish the following: Determine the noise generation/reduction characteristics of pavements as functions of pavement type, pavement texture, age, time, traffic loading, and distance away from the pavement; Determine a correlation between source measurements using on-board sound intensity (OBSI), and statistical passby (SPB) and time-averaged wayside measurements; and Accumulate information that can be used for validation and verification of the accuracy of the FHWA Traffic Noise Model (TNM) to use on future Colorado highway projects. The information included in this report highlights the third in a series of four measurements to be collected over a five-year period. While some of this information can be used immediately for decisions related to pavement design and specification, it is recommended that caution be exercised as the results from future testing will help further define the long-term acoustical durability of these pavement surfaces.
KW  - Colorado
KW  - Noise control
KW  - Pavements
KW  - Rolling contact
KW  - Surface course (Pavements)
KW  - Texture
KW  - Tire/pavement noise
KW  - Traffic noise
KW  - Traffic Noise Model
KW  - Validation
UR  - http://www.coloradodot.info/programs/research/pdfs/2011/qpr3.pdf/view
UR  - https://trid.trb.org/view/1103940
ER  - 

TY  - RPRT
AN  - 01339092
AU  - Amekudzi, Adjo
AU  - Meyer, Michael
AU  - Ross, Catherine
AU  - Georgia Institute of Technology, Atlanta
AU  - Federal Highway Administration
TI  - Transportation Planning and Sustainability Guidebook
PY  - 2011/01
SP  - v.p.
AB  - The guidebook presents critical issues involved in planning for sustainable transportation systems (Chapter 2) and then reviews current practices in the U.S. and abroad that address these issues (Chapter 3). One of the major challenges in implementing sustainability assessment for planning relates to data availability, so Chapter 4 describes potential data sources and examples of how data has been used in sustainability-related initiatives. Chapter 5 consists of case studies of sustainability practices that have been implemented by U.S. transportation agencies or comparable agencies abroad. It also describes cutting-edge evaluation methods that have not been widely applied by transportation agencies, but could greatly advance sustainability evaluation and planning. There is a wide range of sustainability activities that can occur at transportation agencies, the focus of which put agencies on very different pathways to similar destinations. Agencies that have supporting legislation with allocated funding to pursue sustainability goals are in a different place than those that do not. An agency that already has a sustainability plan is starting from a very different place than one that has just started to talk about sustainability. Agencies that have already created interdisciplinary teams or hired new staff to deal with sustainability issues are at an advantage to those lacking personnel and experience. How an agency uses this guidebook will depend on their particular sustainability objectives and the extent of their current sustainability practices. Chapters 1, 2, and 3 can be considered a sustainability primer - a useful resource for agencies or transportation professionals that have little experience with sustainability or that want to focus on new areas that are unsustainable. The case studies presented in Chapter 5 vary widely in their level of comprehensiveness, issues addressed, and phases of the planning process impacted. Collectively, the case studies provide agencies with a range of examples from which they can select what best meets their sustainability priorities and needs.
KW  - Case studies
KW  - Critical issues
KW  - Data sources
KW  - Handbooks
KW  - State of the practice
KW  - Strategic planning
KW  - Sustainable development
KW  - Transportation planning
UR  - http://www.fhwa.dot.gov/hep/climate/sustainability/index.cfm
UR  - https://trid.trb.org/view/1101694
ER  - 

TY  - SER
AN  - 01338002
JO  - ACPT TechBrief
PB  - Federal Highway Administration
AU  - Van Dam, Thomas J
AU  - Smith, Kurt D
TI  - Blended and Performance Cements
PY  - 2011/01
SP  - 8p
AB  - This TechBrief provides an overview of blended and performance cements for use in transportation infrastructure. The relatively new labeling for ASTM C595 blended cements, including ternary cements, is described. ASTM C1157 performance cements are also described with particular focus on portland-limestone cements and activated fly ash. An overall summary of the fresh and hardened properties of concrete made with blended and performance cements is also presented, along with a summary of current State practices.
KW  - ASTM C 595
KW  - ASTM C1157
KW  - Blended cement
KW  - Cement
KW  - Concrete
KW  - Fly ash
KW  - Portland limestone cement
KW  - Properties of materials
KW  - State of the practice
KW  - Transportation infrastructure
UR  - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif11025/hif11025.pdf
UR  - https://trid.trb.org/view/1100664
ER  - 

TY  - RPRT
AN  - 01337324
AU  - Grasman, Scott E
AU  - Long, Suzanna
AU  - Qin, Ruwen
AU  - Rolufs, Angela
AU  - Thomas, Mathew
AU  - Lin, Yaqin
AU  - Missouri University of Science and Technology, Rolla
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Alternative Energy Resources for the Missouri Department of Transportation
PY  - 2011/01//Final Report
SP  - 61p
AB  - This research investigates environmentally friendly alternative energy sources that could be used by the Missouri Department of Transportation in various areas, and develops applicable and sustainable strategies to implement those energy sources.
KW  - Benefit cost analysis
KW  - Environmental protection
KW  - Missouri Department of Transportation
KW  - Renewable energy sources
KW  - Sustainable development
UR  - http://library.modot.mo.gov/RDT/reports/TRyy1006/or11010.pdf
UR  - https://trid.trb.org/view/1098722
ER  - 

TY  - RPRT
AN  - 01337305
AU  - Sperley, Myra
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - FY 2011 Oregon Transportation Needs and Issues Survey: Summary of Statewide Results
PY  - 2011/01//Summary Report
SP  - 47p
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 2010 (State fiscal year (FY) 2011).  This report summarizes the results of the FY 2011 survey.  For some reoccurring questions, results are also compared to past surveys.
KW  - Customer satisfaction
KW  - Needs assessment
KW  - Oregon
KW  - Public opinion
KW  - Surveys
KW  - Transportation planning
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/TNIS2011final.pdf
UR  - https://trid.trb.org/view/1097621
ER  - 

TY  - JOUR
AN  - 01337068
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Bosch, Harold R
TI  - Winds, Windstorms and Hurricanes
PY  - 2011/01
VL  - 74
IS  - 4
SP  - pp 14-23
AB  - Wind-related events, such as hurricanes, tornadoes and storms, can damage highway infrastructure and disrupt operations on the Nation's transportation network. In addition, exposed sections of highways or elevated structures need to be closed periodically due to high winds to ensure the safety of the traveling public. This article highlights how the Federal Highway Administration's (FHWA) wind research program is working to make highway bridges more aerodynamically resilient. The FHWA wind research program staff and its partner laboratories are conducting basic, applied, and exploratory research to develop new test methods for aerodynamic assessments, tools for predicting structural response to wind, improved design guidance and mitigation techniques. The FHWA Aerodynamics Laboratory recently conducted research on wind loading in five project areas: highway signs and lights, cable-supported structures, full-scale measurements, long-term monitoring, and large amplitude cable vibration. Some of these studies are ongoing. Current FHWA research projects include parametric studies, aerodynamic assessments, and measurements of stresses on structural components.  Two new projects will involve optimizing aerodynamic performance and addressing vibration of stay cables. The wind research program conducts research using physical experiments, full-scale tests, and analytical studies.  They continue to expand their resources through automation of facilities, implementation of new simulation techniques, development of new sensors, and establishment of new test procedures.
KW  - Aerodynamic force
KW  - Aerodynamics
KW  - Bridge design
KW  - Cable stayed bridges
KW  - Highway bridges
KW  - Hurricanes
KW  - Laboratories
KW  - Monitoring
KW  - Overhead traffic signs
KW  - Parametric analysis
KW  - Prototype tests
KW  - Research
KW  - Storms
KW  - Structural analysis
KW  - Test procedures
KW  - Tornadoes
KW  - Traffic control devices
KW  - U.S. Federal Highway Administration
KW  - Vibration
KW  - Wind
KW  - Wind resistant design
UR  - http://www.fhwa.dot.gov/publications/publicroads/11janfeb/03.cfm
UR  - https://trid.trb.org/view/1098918
ER  - 

TY  - JOUR
AN  - 01337057
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Amjadi, Roya
AU  - Eccles, Kimberly
TI  - Twisting Roads Still Spell Trouble
PY  - 2011/01
VL  - 74
IS  - 4
SP  - pp 8-13
AB  - The National Cooperative Highway Research Program Report 500, Volume 7: A Guide for Reducing Collisions on Horizontal Curves identifies 13 strategies that potentially could reduce the likelihood of a vehicle leaving its lane and crossing the centerline/leaving the roadway, and/or minimize the adverse consequences of vehicles leaving the roadway at horizontal curves. This article describes how the Federal Highway Administration and state departments of transportation are evaluating a selection of these safety improvements for horizontal curves.  The improvements include curve delineation signage, centerline and edgeline pavement markings, centerline and edgeline rumble strips or stripes, and friction treatments for pavement surfaces. The study is considering how these strategies can be applied both individually and in selected combinations to achieve varying degrees of safety effectiveness.  Although research is ongoing, findings have shown that curve delineation appears to be a cost-effective strategy.  An evaluation of strategies for improving night visibility of curves suggests that streaming light emitting diode delineators offer greater potential safety benefit than standard reflectorized post-mounted delineators.  Multistrategy safety improvement evaluations in Iowa, Kansas, Kentucky and Missouri are highlighted.
KW  - Evaluation
KW  - Friction course
KW  - Highway curves
KW  - Highway delineators
KW  - Highway safety
KW  - Horizontal curvature
KW  - Iowa
KW  - Kansas
KW  - Kentucky
KW  - Light emitting diodes
KW  - Missouri
KW  - National Cooperative Highway Research Program
KW  - Night visibility
KW  - Road markings
KW  - Rumble strips
KW  - State departments of transportation
KW  - U.S. Federal Highway Administration
KW  - Warning signs
UR  - http://www.fhwa.dot.gov/publications/publicroads/11janfeb/02.cfm
UR  - https://trid.trb.org/view/1098914
ER  - 

TY  - JOUR
AN  - 01337049
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Arnold, James A
AU  - Gibson, David R P
AU  - Mills, Milton K
AU  - Scott, Michael
AU  - Youtcheff, Jack
TI  - Using GPR to Unearth Sensor Malfunctions
PY  - 2011/01
VL  - 74
IS  - 4
SP  - pp 24-29
AB  - Inductive loop wire sensors embedded in the roadway surface are devices that indicate the presence or passage of vehicles and provide information that supports traffic management applications such as signal control.  Malfunctioning in-roadway loop sensors can prevent traffic signals from sensing the presence of vehicles, a problem that can be particularly frustrating and dangerous for smaller vehicles, such as motorcycles and bicycles. To address sensor malfunction, the Federal Highway Administration (FHWA) in 2006 initiated a Small Business Innovation Research project, "Step-Frequency (SF) Ground Penetrating Radar (GPR) for Location and Evaluation of In-Roadway Sensors." This article describes this project, which was initiated to develop a nondestructive evaluation method employing GPR for detecting and assessing in-roadway inductive loop sensors. FHWA defined four objectives for the GPR detection of traffic sensor wires:  (1) locate a loop wire sensor with a new SF GPR technique; (2) perform testing to determine whether the loop is functional; (3) scan the details of a sensor using GPR and classify the record based on the results of the previous step; and (4) perform detailed analysis of GPR data to assess the condition of a sensor, with the goal of detecting the causes of malfunction. Researchers developed and tested two complementary technologies: a passive probe sensor and a SF GPR-based method for data collection and analysis imaging. The passive probe successfully determines whether the loop is functioning and, if functioning, shows its location through a plot of its signal strength. The SF GPR method then images the loop wire in the pavement to evaluate potential cracks, defects, or deterioration in the wire or adjoining pavement.  Although the loop wire imaging method developed and implemented in the FHWA study currently meets basic detection needs for many loop wire evaluation applications, improvements to the hardware and complementary software should lead to a  commercially viable, high resolution product.
KW  - Data collection
KW  - Defects
KW  - Evaluation
KW  - Ground penetrating radar
KW  - Imagery
KW  - Loop detectors
KW  - Nondestructive tests
KW  - Probes (Measuring devices)
KW  - Product development
KW  - Research projects
KW  - Sensors
KW  - Technological innovations
KW  - Traffic signal controllers
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/11janfeb/04.cfm
UR  - https://trid.trb.org/view/1098924
ER  - 

TY  - JOUR
AN  - 01337037
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Alfelor, Roemer M
AU  - Yang, C Y David
TI  - Managing Traffic Operations During Adverse Weather Events
PY  - 2011/01
VL  - 74
IS  - 4
SP  - pp 2-7
AB  - Weather affects the performance and safety of the Nation's highway system every day. This article describes how, through the Federal Highway Administration's (FHWA) Road Weather Management Program, partners from the transportation and meteorological communities are working together to develop strategies to reduce crashes and delays due to storms and harsh atmospheric conditions. Researchers are studying, developing, and implementing weather-responsive traffic management (WRTM) solutions.  The FHWA Road Weather Management Program reviews current practices, documents the benefits of existing approaches, and identifies needs. Advancements in intelligent transportation systems, road weather information systems, weather and traffic data collection, and forecasting technologies can present new opportunities for better understanding how drivers behave in adverse weather and how their decisions affect traffic flow. Ultimately, these technologies can support WRTM strategies such as real-time modification of traffic signal and ramp meter timing, operation of automated deicing systems, and setting of variable speed limits.  FHWA recently conducted research to identify relevant datasets, including domestic and international sources, and analyzed the gaps between research needs and data availability. In addition, an effort is underway to develop applications using data culled from weather stations and the U.S. Department of Transportation's IntelliDrive initiative. Ongoing research will evaluate how weather and traffic information can improve traffic operations by enabling system managers to reset traffic signals and ramp meters; display advisory and warning messages; and make decisions on traffic control, maintenance, routing and diversion. In the near term, FHWA also plans to expand development and deployment of decision-support modules for traffic management in adverse weather.
KW  - Data collection
KW  - Decision making
KW  - Decision support systems
KW  - Highway safety
KW  - Intelligent transportation systems
KW  - Operations
KW  - Research projects
KW  - Road weather information systems
KW  - Strategic planning
KW  - Traffic control
KW  - Traffic data
KW  - Traffic forecasting
KW  - Traffic safety
KW  - U.S. Federal Highway Administration
KW  - Weather conditions
KW  - Weather forecasting
UR  - http://www.fhwa.dot.gov/publications/publicroads/11janfeb/01.cfm
UR  - https://trid.trb.org/view/1098911
ER  - 

TY  - JOUR
AN  - 01337026
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Wiegand, Jonathan D
AU  - Yang, C Y David
TI  - Traffic Simulation Runs: How Many Needed?
PY  - 2011/01
VL  - 74
IS  - 4
SP  - pp 30-35
AB  - A microscopic simulation model is run multiple times for the roadway segment and traffic period being analyzed in order to determine the mean values that are needed to analyze transportation design alternatives.  To save money and time, engineers often elect to reduce the number of runs in microsimulations. However, this can lead to unreliable results. This article describes a Federal Highway Administration study that investigated the relationship between the number of traffic simulation runs and the aggregate results under various levels of error. The goal was to determine the level of simulation required for a calibrated network -- a model that reproduces field-measured traffic conditions -- to be considered statistically significant at a predefined confidence level for various measures of effectiveness (MOEs). FHWA's Corridor Simulation (CORSIM) software was used in a case study of computer model runs. The study used a calibrated model of six freeway links in the Minneapolis/St. Paul metropolitan area. Researchers analyzed the six links for the afternoon peak period. They calculated three link-level MOEs -- lane density, link discharge, and link speed -- for each link by analyzing the measured data collected during the CORSIM simulation runs. They also calculated the sampling error for the mean value at 95% confidence for each MOE. A sampling error under 10% represented stability in the mean value. For each of the six freeway links, the researchers carried out six independent run sets (5, 10, 15, 20, 25, and 30). Many of the numerical and graphical representations of the run sets revealed recognizable improvements to the results between 5 and 10 runs. Overall evidence indicated that at least 10 to 15 simulation runs were needed to stabilize the results. After the researchers achieved a stabilized run set, minimal benefit was obtained from additional runs. The sampling error peaked at over 70% for the 5-run set during the queue formation but was reduced to 20% for the 30-run set. The improvements to the mean values did vary between run sets. The researchers also documented the level of effort required to run the sets for the six scenarios, noting the time required for additional runs, the total time to complete all runs and analysis, the average time per run, and the range of times per run for each set. Results showed that the level of effort for additional runs was not significant.
KW  - Case studies
KW  - CORSIM (Traffic simulation model)
KW  - Highway design
KW  - Mean (Statistics)
KW  - Measures of effectiveness
KW  - Microsimulation
KW  - Simulation runs
KW  - Standard error
KW  - Traffic models
KW  - Twin Cities Metropolitan Area (Minnesota)
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/11janfeb/05.cfm
UR  - https://trid.trb.org/view/1098936
ER  - 

TY  - JOUR
AN  - 01337012
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Albert, Steve
AU  - Elrahman, O A
TI  - Pooling Talent and Technologies
PY  - 2011/01
VL  - 74
IS  - 4
SP  - pp 36-40
AB  - This article describes how university transportation centers (UTCs) are improving transportation through innovative partnerships. UTCs represent a model of government-university-industry collaboration that strives to bring stakeholders together, leverage resources, and ensure prompt application of evidence-based best practices. These partnerships play a significant role in creating new market-ready transportation technologies, while passing the knowledge to the next generation of professionals. The UTC system includes 59 centers involving 125 universities in 41 states. The U.S. Department of Transportation provides the primary funding, with the centers adding a 1:1 match through partnerships with state departments of transportation, universities, private industries, foundations, and other research entities.  The fundamental strength of the UTC model is that the centers can pool the specialized resources of diverse partners to their mutual benefit. UTCs serve as a point of convergence where partners can combine and integrate their strengths by working together to generate and test new research findings, to spread the knowledge so it can be implemented quickly and broadly, and to incorporate it into programs for educational and professional development. In addition, UTCs offer a formalized structure and administrative and leadership practices that promote success. The UTC system is enhanced by individual centers focusing on themes that enable them to develop specialized expertise on particular issues. UTCs can provide a vital bridge linking the prospective workforce to public and private transportation careers. The centers also offer opportunities for practicing professionals to take advantage of ongoing education on new technologies.  Also, UTCs can combine extensive research resources with advanced teaching methods and case studies to create comprehensive informational tools that meet the needs of transportation practitioners. Because the UTC collaborative model continues to produce results, many UTC initiatives are securing increasing levels of financial support from state departments of transportation and private entities.
KW  - Cooperation
KW  - Education and training
KW  - Partnerships
KW  - Personnel development
KW  - Research
KW  - Technological innovations
KW  - U.S. Department of Transportation
KW  - Universities and colleges
KW  - University Transportation Centers Program
UR  - http://www.fhwa.dot.gov/publications/publicroads/11janfeb/06.cfm
UR  - https://trid.trb.org/view/1098941
ER  - 

TY  - SER
AN  - 01334691
JO  - HSIS Summary Report
PB  - Federal Highway Administration
TI  - The Essential Information System for Making Informed Decisions About Highway Safety
PY  - 2011/01
SP  - 2p
AB  - The Federal Highway Administration (FHWA) operates and maintains the Highway Safety Information System (HSIS).  The HSIS is a roadway-based system that provides quality data on a large number of accident, roadway, and traffic variables.  It uses data already being collected by States for managing the highway system and studying highway safety.  This summary report provides information on HSIS participating States and the data format, the HSIS Web site (www.hsisinfo.org), guidebooks for using the HSIS, the two data element tables maintained by the HSIS, HSIS Summary Reports, and the HSIS Laboratory at the Turner-Fairbank Highway Research Center.
KW  - Data formats
KW  - Handbooks
KW  - Highway safety
KW  - Information systems
KW  - Reports
KW  - States
KW  - Tables (Data)
KW  - Turner-Fairbank Highway Research Center
KW  - U.S. Highway Safety Information System (HSIS)
KW  - Websites (Information retrieval)
UR  - http://www.fhwa.dot.gov/publications/research/safety/hsis/11031/11031.pdf
UR  - https://trid.trb.org/view/1097926
ER  - 

TY  - RPRT
AN  - 01334685
AU  - Adams, Michael
AU  - Nicks, Jennifer
AU  - Stabile, Tom
AU  - Wu, Jonathan
AU  - Schlatter, Warren
AU  - Hartmann, Joseph
AU  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - Geosynthetic Reinforced Soil Integrated Bridge System, Interim Implementation Guide
PY  - 2011/01
SP  - 174p
AB  - This manual outlines the state-of-the-art and recommended practice for designing and constructing Geosynthetic Reinforced Soil (GRS) technology for the application of the Integrated Bridge System (IBS). The procedures presented in this manual are based on 40 years of State and Federal research focused on GRS technology as applied to abutments and walls. This manual was developed to serve as the first in a two-part series aimed at providing engineers with the necessary background knowledge of GRS technology and its fundamental characteristics as an alternative to other construction methods. The manual presents step-by-step guidance on the design of GRS-IBS. Analytical and empirical design methodologies in both the Allowable Stress Design (ASD) and Load and Resistance Factor Design (LRFD) formats are provided. Material specifications for standard GRS-IBS are also provided. Detailed construction guidance is presented along with methods for the inspection, performance monitoring, maintenance, and repair of GRS-IBS. Quality assurance and quality control procedures are also covered in this manual.
KW  - Allowable stress design
KW  - Bridge abutments
KW  - Bridge design
KW  - Construction
KW  - Geosynthetics
KW  - Inspection
KW  - Integrated design
KW  - Load and resistance factor design
KW  - Maintenance
KW  - Manuals
KW  - Materials
KW  - Mechanically stabilized earth
KW  - Quality assurance
KW  - Quality control
KW  - Retaining walls
KW  - Soil structure interaction
KW  - Specifications
KW  - State of the art
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/11026/11026.pdf
UR  - http://ntl.bts.gov/lib/55000/55700/55731/11026_GRS_INTERIM_IMPLEMENTATION_GUIDE.PDF
UR  - http://ntl.bts.gov/lib/55000/55700/55757/FHWA_HRT_11_026_ERRATA.PDF
UR  - https://trid.trb.org/view/1097935
ER  - 

TY  - RPRT
AN  - 01334683
AU  - Adams, Michael
AU  - Nicks, Jennifer
AU  - Stabile, Tom
AU  - Wu, Jonathan
AU  - Schlatter, Warren
AU  - Hartmann, Joseph
AU  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - Geosynthetic Reinforced Soil Integrated Bridge System, Synthesis Report
PY  - 2011/01
SP  - 68p
AB  - This report is the second in a two-part series to provide engineers with the necessary background knowledge of Geosynthetic Reinforced Soil (GRS) technology and its fundamental characteristics as an alternative to other construction methods. It supplements the interim implementation manual (FHWA-HRT-11-026), which outlines the design and construction of the GRS Integrated Bridge System (IBS). The research behind the proposed design method is presented along with case histories to show the performance of in-service GRS-IBS and GRS walls.
KW  - Bridge design
KW  - Case studies
KW  - Construction
KW  - Geosynthetics
KW  - Integrated design
KW  - Mechanically stabilized earth
KW  - Retaining walls
KW  - Soil structure interaction
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/11027/11027.pdf
UR  - http://ntl.bts.gov/lib/55000/55700/55732/11027.PDF
UR  - https://trid.trb.org/view/1097945
ER  - 

TY  - RPRT
AN  - 01334571
AU  - Tadepalli, Padmanabha Rao
AU  - Hoffman, Norman
AU  - Hsu, Thomas T C
AU  - Mo, Y L
AU  - University of Houston
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Steel Fiber Replacement of Mild Steel in Prestressed Concrete Beams
PY  - 2011/01//Technical Report
SP  - 192p
AB  - In traditional prestressed concrete beams, longitudinal prestressed tendons serve to resist bending moment and transverse mild steel bars (or stirrups) are used to carry shear forces. However, traditional prestressed concrete I-beams exhibit early-age cracking and brittle shear failure at the end zones despite the use of a high percentage of stirrups (4.2%). Moreover, producing and placing stirrups require costly labor and time. To overcome these difficulties, it is proposed to replace the stirrups in prestressed concrete beams with steel fibers. This replacement concept was shown to be feasible in a Texas Department of Transportation (TxDOT) project (TxDOT project 0-4819) recently completed at the University of Houston. The replacement of stirrups by steel fibers in highway beams requires a set of shear design provisions and guidelines for Prestressed Steel Fiber Concrete (PSFC) beams. The development of rational shear provisions with wide applications must be guided by a mechanics-based shear theory and must be validated by experimental tests on I- and box-beams. A rational shear theory, called the Softened Membrane Model (SMM), has been developed at the University of Houston for reinforced concrete beams. This theory satisfies Navier’s three principles of mechanics of materials, namely, stress equilibrium, strain compatibility and the constitutive relationship between stress and strain for the materials. The first phase of the research consisted of testing 10 full-size PSFC panels. This was done to establish the effect of fiber factor and the level of prestress on the constitutive models of steel fiber concrete and prestressing tendons. From the data a set of constitutive models was developed to predict the behavior of PSFC. Notable findings include the fact that increasing steel fiber content has a beneficial effect on the softening properties of PSFC. Additionally, the findings show that increasing steel fiber content increases tension stiffening in prestressed PSFC under tensile loading. The second phase of this research project generalizes the SMM shear theory for application to PSFC beams. This was achieved by feeding the new constitutive models of fiber concrete and prestressing tendons into a finite element program (OpenSees). The accuracy of the new shear theory was evaluated by testing full-size PSFC I- and box-beams that fail in shear modes. The developed finite element program was used to simulate the shear behavior of the beams with acceptable accuracy. Finally, a design equation and recommendations were provided for use when designing PSFC beams. Using the design equations, a series of four design examples was also provided.
KW  - Beams
KW  - Box beams
KW  - Design
KW  - Equations
KW  - Finite element method
KW  - I beams
KW  - Open System for Earthquake Engineering Simulation (OpenSees)
KW  - Prestressed concrete
KW  - Prototype tests
KW  - Shear tests
KW  - Simulation
KW  - Softened membrane model
KW  - Steel fibers
UR  - http://library.ctr.utexas.edu/hostedPDFs/UH_0-5255-2Final.pdf
UR  - https://trid.trb.org/view/1097904
ER  - 

TY  - RPRT
AN  - 01334568
AU  - Baker, Richard
AU  - Goodin, Ginger
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Exploratory Study: Vehicle Mileage Fees in Texas
PY  - 2011/01//Technical Report
SP  - 104p
AB  - This project evaluates Vehicle Mileage (VM) fees as a possible funding mechanism for meeting the State of Texas’ long-term transportation needs. Researchers conducted listening sessions with the general public and stakeholders to gather input on the concept. Researchers also prepared a decision matrix that can aid policy makers in evaluating the various trade-offs in policy that will be encountered in vehicle mileage fee system development. This study identified both challenges and opportunities for implementation of VM fees: 1)  most study participants viewed the implementation of mileage fees as unworkable; privacy, cost of administration, and enforcement emerged as the most commonly cited concerns; 2) the rationale for transitioning to mileage fees has not been adequately established with the general public; 3) a new funding mechanism will inherently raise fairness concerns among rural and low-income drivers; 4) despite concerns, research shows that the vehicle mileage fees are a logical, sustainable, long-term option to supplement or replace the fuel tax; 5) if pursued, simple implementation solutions will engender the greatest public and stakeholder support; 6) field demonstrations that illustrate the full spectrum of implementation aspects, including payment, administration, and enforcement, can show how the concept might work in Texas; and 7) effective policy design can address any major public acceptance issues. Finally, researchers recommend a demonstration approach that focuses on electric vehicles, tests all aspects of payment, administration and enforcement, and offers a low-technology deployment (using odometer readings) that would provide drivers with the option to adopt a high-technology alternative.
KW  - Acceptance
KW  - Administration
KW  - Alternatives analysis
KW  - Barriers to implementation
KW  - Equity (Justice)
KW  - Feasibility analysis
KW  - Fuel taxes
KW  - Law enforcement
KW  - Mileage-based user fees
KW  - Payment
KW  - Policy making
KW  - Public support
KW  - Stakeholders
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-6660-1.pdf
UR  - https://trid.trb.org/view/1097872
ER  - 

TY  - RPRT
AN  - 01334386
AU  - Gharaibeh, Nasir G
AU  - Shelton, Debora
AU  - Ahmed, Jubair
AU  - Chowdhury, Arif
AU  - Krugler, Paul E
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Performance-Based Evaluation Methods and Specifications for Roadside Maintenance
PY  - 2011/01//Technical Report
SP  - 126p
AB  - Quality assurance methods and specifications for roadside performance-based maintenance contracts (PBMCs) were developed for potential use by the Texas Department of Transportation (TxDOT). These methods include a set of performance standards and timeliness requirements, a statistical condition assessment method for evaluating compliance with these performance standards, and a method for developing performance-based pay adjustment formulas. The developed performance standards, condition assessment method, and pay adjustment formulas were tested and refined using field trials. The field trials consisted of five 10-mi roadway segments located in TxDOT’s Dallas, El Paso, San Antonio, Tyler, and Waco Districts. Finally, current practices in best-value bid evaluation methods for procuring PBMCs were identified and evaluated using simulation techniques.
KW  - Bids
KW  - Compliance
KW  - Field tests
KW  - Maintenance
KW  - Pay adjustments
KW  - Payment
KW  - Performance based maintenance contracting
KW  - Performance based specifications
KW  - Procurement
KW  - Quality assurance
KW  - Roadside
KW  - Simulation
KW  - State of the practice
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-6387-1.pdf
UR  - https://trid.trb.org/view/1097676
ER  - 

TY  - RPRT
AN  - 01333860
AU  - Phares, Brent M
AU  - White, David J
AU  - Bigelow, Jake
AU  - Berns, Mark
AU  - Zhang, Jiake
AU  - Iowa State University, Ames
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Identification and Evaluation of Pavement-Bridge Interface Ride Quality Improvement and Corrective Strategies
PY  - 2011/01//Final Report
SP  - 266p
AB  - Bridge owners have long recognized that the approach pavement at bridges is prone to exhibiting both settlement and cracking, which manifest as the “bump at the end of the bridge.” This deterioration requires considerable on-going maintenance expenditures, added risk to maintenance workers, increased distraction to drivers, reduced steering control, increased damage to vehicles, a negative public perception of the highway system, and a shortened useful bridge life. This problem has recently begun to receive significant national attention, as bridge owners have increased the priority of dealing with this recurring problem. No single factor, in and of itself (individually), leads to significant problems. Rather, it is an interaction between multiple factors that typically leads to problematic conditions. As such, solutions to the problem require interdisciplinary thinking and implementation. The bridge-abutment interface is a highly-complex region and an effective “bump at the end of the bridge” solution must address the structural, geotechnical, hydraulic, and construction engineering disciplines. Various design alternatives, construction practices, and maintenance methods exist to minimize bridge approach settlement, but each has its own drawbacks, such as cost, limited effectiveness, or inconvenience to the public. The objective of this work is to assist the Ohio Department of Transportation in the development of pre-construction, construction, and post-construction strategies that will help eliminate or minimize the “bump at the end of the bridge.” Implementation of the details and procedures described herein will provide a tangible benefit to both the Ohio Department of Transportation and the traveling public, in the form of smoother bridge transitions, reduced maintenance costs, and a safer driving environment. As a result of this work, several conclusions and recommendations were made. Generally, these could be grouped into three categories: general, structural, and geotechnical. In some cases, the recommendations may require notable changes to the Ohio Department of Transportation bridge design policy. Suggestions for such changes have been made.
KW  - Bridge abutments
KW  - Bridge approaches
KW  - Bridge construction
KW  - Bridge design
KW  - Geotechnical engineering
KW  - Highway bridges
KW  - Ride quality
KW  - Settlement (Structures)
UR  - http://worldcat.org/oclc/708399432/viewonline
UR  - https://trid.trb.org/view/1097315
ER  - 

TY  - RPRT
AN  - 01333748
AU  - Finley, Melisa D
AU  - Theiss, LuAnn
AU  - Trout, Nada D
AU  - Miles, Jeffrey D
AU  - Nelson, Alicia A
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Studies to Determine the Effectiveness of Longitudinal Channelizing Devices in Work Zones
PY  - 2011/01//Technical Report
SP  - 122p
AB  - This report describes the methodology and results of analyses performed to determine whether the following longitudinal channelizing device (LCD) applications improve the traffic safety and operations of work zones relative to the use of standard drums: (1) Continuous LCDs in the vicinity of exit ramps on high-speed, limited-access facilities. (2) Continuous LCDs in the merging taper of a lane closure on low-speed roadways. (3) Single LCDs (similar to Type 3 barricades) in the merging taper of a lane closure on high-speed roadways. (4) Continuous LCDs in the vicinity of driveways on low-speed urban roadways. Based on the research findings, researchers recommended the use of continuous LCDs in the immediate vicinity of an exit ramp within a lane closure under the following conditions: (1) When a high number of deliberate intrusions into the work zone are expected or occur while using standard channelizing devices. (2) In situations where the exit ramp opening (in feet) is less than or equal to two times the posted speed limit (in mph), workers and equipment are in the work area near the exit ramp opening, and there are concerns that drivers may unintentionally enter the work area trying to access the exit ramp. Recommendations regarding the minimum exit ramp opening length within a work zone lane closure and the use of a closer drum spacing in the immediate vicinity of exit ramps are also discussed. Researchers do not recommend the use of continuous LCDs or single barricade style LCDs to form a lane closure merging taper. While continuous LCDs may also be used to delineate the edge of a travel lane in a work zone on an urban roadway, the height and location of the LCDs should be considered since they impact the ability of drivers to view approaching traffic. Researchers also discuss LCD delineation and other implementation considerations.
KW  - Longitudinal channelizing devices
KW  - Traffic channelization
KW  - Traffic control devices
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://tti.tamu.edu/documents/0-6103-1.pdf
UR  - https://trid.trb.org/view/1094820
ER  - 

TY  - RPRT
AN  - 01333742
AU  - Roop, Stephen S
AU  - Ragab, Ayman H
AU  - Olson, Leslie E
AU  - Protopapas, Annie A
AU  - Yager, Michael A
AU  - Morgan, Curtis A
AU  - Warner, Jeffery E
AU  - Mander, John
AU  - Parkar, Anagha
AU  - Roy, Subha Lakshmi
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - The Freight Shuttle System: Advancing Commercial Readiness
PY  - 2011/01//Technical Report
SP  - 50p
AB  - This report summarizes the results of research aimed at advancing the commercial readiness of a new hybrid mode of intermodal freight transportation called the Freight Shuttle System (FSS). The FSS represents a unique combination of the best features of rail and truck transportation designed to mitigate many of the adverse impacts of over-the-road truck transportation; pavement damage, diesel emissions, congestion, and safety issues. A FSS business model has been developed that lends itself to private financing and operations, in keeping with the commercial nature of goods movement. A modular system design has emerged that facilitates implementation in numerous settings, such as border crossings, marine terminals, or heavily traveled commercial corridors between markets ranging in distance from 10–500 miles. The FSS has been developed to provide a lower-cost and more reliable mode of freight transportation that will induce traffic through pricing and time-certain delivery schedules. The FSS has also been shown to have the potential to play an important role in attracting private capital to the transportation infrastructure. The public benefits projected to accrue from a single FSS are significant and are detailed in the report.
KW  - Business models
KW  - Commercial use
KW  - Freight shuttle system
KW  - Freight traffic
KW  - Freight transportation
KW  - Intermodal transportation
KW  - Shipments
KW  - Trade
UR  - http://tti.tamu.edu/documents/9-1528-1.pdf
UR  - https://trid.trb.org/view/1094907
ER  - 

TY  - RPRT
AN  - 01332484
AU  - Vadali, Sharada
AU  - Aldrete, Rafael Manuel
AU  - Bujanda, Arturo
AU  - Samant, Swapnil
AU  - Li, Yingfeng
AU  - Geiselbrecht, Tina
AU  - Kuhn, Beverly
AU  - Lyle, Stacey
AU  - Dalton, Kyle
AU  - Zhang, Ming
AU  - Tooley, Shaun
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Planning Tools to Assess the Real Estate Leveraging Potential for Roadways and Transit: Technical Report
PY  - 2011/01//Technical Report
SP  - 222p
AB  - A funding crisis exists for financing much needed transportation infrastructure projects across the nation and Texas is no exception. Texas has responded to the crisis by passing several bills allowing innovative financing and alternative options for project financing. Among these is Senate Bill 1266 (SB1266), which is a landmark legislation and was passed in 2007 as part of the 80th Legislature to provide the legal backdrop for the creation of the Transportation Reinvestment Zone (TRZ) to facilitate value capture of the tax increment from a future transportation project. This research aimed to provide various mechanisms to augment the implementation and understanding of SB1266 provisions across the state of Texas including but not limited to documenting the current understanding and knowledge of the legislative provisions, compilation of actual implementation case examples, development of standardized methods for screening, TRZ development and revenue assessments, and also presents the results of a workshop held to augment the understanding of TRZ for highway projects. An additional section of this research explores the implications of SB1266 for transit finance and discusses this aspect within the larger context for innovative finance of all transit infrastructure both those on the state highway systems and off. Finally, specific recommendations to the legal framework are made in the light of specific objectives of the research both for highways and transit in regard to the use of increment based finance.
KW  - Financing
KW  - Highway projects
KW  - Incremental approach
KW  - Legislation
KW  - Real estate development
KW  - Texas
KW  - Transit projects
KW  - Transportation infrastructure
KW  - Transportation Reinvestment Zones
KW  - Value capture
UR  - http://tti.tamu.edu/documents/0-6538-1.pdf
UR  - https://trid.trb.org/view/1096666
ER  - 

TY  - RPRT
AN  - 01332466
AU  - Eisele, William L
AU  - Yager, Christine E
AU  - Brewer, Marcus A
AU  - Frawley, William E
AU  - Park, Eun Sug
AU  - Lord, Dominique
AU  - Robertson, James A
AU  - Kuo, Pei-fen
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
AU  - Southwest Region University Transportation Center
AU  - Research and Innovative Technology Administration
TI  - Safety and Economic Impacts of Converting Two-Way Frontage Roads to One-Way: Methodology and Findings
PY  - 2011/01//Technical Report
SP  - 320p
AB  - In the research documented here, researchers develop information to communicate the safety and economic impacts of converting frontage roads from two-way to one-way. Researchers studied five locations in Texas where frontage roads were converted from two-way operation to one-way operation. Researchers identified a comparison site in Texas that remained two-way for comparison to four of the treatment (conversion) sites. Researchers developed accident modification factors (AMFs) related to frontage road conversion segments that roadway designers can use to guide frontage road conversion project planning. Researchers developed AMFs based on non-property-damage-only (non-PDO) crashes for segments and interchange intersections. Researchers developed 12 AMFs and provide confidence intervals around the estimates. Researchers describe how the AMFs were developed, associated caveats, and how to apply the AMFs. Researchers also document the process used to build the safety database from electronic data-sets and printed crash reports. Finally, researchers provide recommendations to facilitate and expedite future crash analyses. Researchers attempted to investigate the economic impacts of frontage road conversion by analyzing gross sales data, appraisal data, employment data, and surveys of business owners/managers and customers. Only the appraisal data and survey information were at the parcel level along the corridors and survey sample size was limited.
KW  - Accident modification factors
KW  - Economic impacts
KW  - Frontage roads
KW  - One way traffic
KW  - Texas
KW  - Traffic safety
UR  - http://swutc.tamu.edu/publications/technicalreports/0-5856-1.pdf
UR  - http://tti.tamu.edu/documents/0-5856-1.pdf
UR  - https://trid.trb.org/view/1096422
ER  - 

TY  - RPRT
AN  - 01332465
AU  - Krugler, Paul E
AU  - Estakhri, Cindy K
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Implementation of Transverse Variable Asphalt Rate Seal Coat Practices in Texas
PY  - 2011/01//Technical Report
SP  - 80p
AB  - An implementation project was performed to expand use of transversely varied asphalt rate (TVAR) seal coat practices in all districts. The project included nine regional workshops, continued field texture testing of test sites, provided one set of sand patch test equipment to each Texas Department of Transportation (TxDOT) district, and published 500 copies of the TVAR Field Guide for broad TxDOT distribution.
KW  - Application rates
KW  - Field tests
KW  - Guidelines
KW  - Sand patch method
KW  - Seal coating
KW  - Testing equipment
KW  - Texas
KW  - Texture
KW  - Workshops
UR  - http://tti.tamu.edu/documents/5-5833-01-1.pdf
UR  - https://trid.trb.org/view/1096573
ER  - 

TY  - RPRT
AN  - 01332464
AU  - Williams, William F
AU  - Menges, Wanda L
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - MASH Test 3-11 of the TxDOT Portable Type 2 PCTB with Sign Support Assembly
PY  - 2011/01//Technical Report
SP  - 60p
AB  - Portable concrete traffic barriers (PCTBs) are commonly used in work zones or in temporary median barrier applications. PCTBs are needed for separation and channelization of vehicle movement and for worker protection. Signage is often necessary wherever PCTBs are used. Placement of signs where driver visibility is optimal is often necessary. It might be desirable to place signs in the shoulder of the left hand lane between the PCTB and the roadway. Signs placed in the shoulder of roadways are often supported by skids that are weighted down with sand bags. Often, there is not enough shoulder width for these skid-type sign supports. One solution would be to mount the sign supports directly on the PCTB. The goal of this project was to develop a sign support mount connection that could be incorporated into the Texas Department of Transportation (TxDOT) standard specifications for sign supports used in construction zones. This report presents the details of the design developed for mounting the traffic control sign support on top a PCTB, description of the full scale crash test performed on the design, and an assessment and evaluation of the performance of the PCTB with the sign support mounted on top according to specifications of "Manual for Assessing Safety Hardware" (MASH). The PCTB mounted sign support assembly anchored to the top of the TxDOT Type 2 PCTB tested for this project performed acceptably for MASH test 3-11. Based on the successful crash performance, the sign support assembly anchored to the top of the TxDOT Type 2 PCTB, in conjunction with the steel strap connection plates, as tested for this project, is recommended for implementation.
KW  - Anchorages
KW  - Barrier mounted sign supports
KW  - Design
KW  - Impact tests
KW  - Sign supports
KW  - Structural connection
KW  - Temporary barriers
KW  - Traffic signs
KW  - Work zones
UR  - http://tti.tamu.edu/documents/0-6143-1.pdf
UR  - https://trid.trb.org/view/1096574
ER  - 

TY  - RPRT
AN  - 01609448
AU  - Claggett, Michael
AU  - Miller, Terry L
AU  - Federal Highway Administration
TI  - A Methodology for Evaluating Mobile Source Air Toxic Emissions Among Transportation Project Alternatives
PY  - 2011
SP  - 21p
AB  - With the final update to its on-road mobile source emission factor model, MOBILE6.2, the U.S. Environmental Protection Agency (EPA) added capabilities of predicting emission factors for a select number of mobile source air toxics (MSAT), commonly referred to as the six priority MSATs. These are acetaldehyde, acrolein, benzene, 1,3-butadiene, diesel particulate matter, and formaldehyde. This presentation describes a methodology for computing and evaluating emissions of MSATs among a group of transportation project alternatives. The suggested scale of analysis is the affected transportation network, defined as those links where the annual average daily traffic is expected to change by ± 5% or more as a result of the project. This analysis scale is considered reasonably representative of the regional scale emission factors predicted by MOBILE6.2. To gauge how emissions could change over an affected transportation network, provided are calculation ranges of MSAT emission factors produced by the model due to changes in a variety of input parameters. These include calendar year, ambient temperature, fuel Reid vapor pressure, and vehicle speed. Finally, a technique is presented for assessing MSAT emissions from the affected transportation network considering their relative toxicities. The technique allows a way to gauge the importance of increases and decreases in individual MSAT species amid proposed transportation alternatives and/or mitigation measures.
KW  - Evaluation
KW  - Highway corridors
KW  - Methodology
KW  - Mobile Source Air Toxics
KW  - MOBILE6.2 (Computer model)
KW  - Pollutants
KW  - Toxicity
KW  - Transportation planning
UR  - http://www.fhwa.dot.gov/environment/air_quality/air_toxics/research_and_analysis/methodology/msatemissions.pdf
UR  - https://trid.trb.org/view/1420620
ER  - 

TY  - RPRT
AN  - 01531743
AU  - Bahia, Hussain U
AU  - University of Wisconsin, Madison
AU  - Federal Highway Administration
TI  - Synthesis of Use of Crumb Rubber in Hot Mix Asphalt
PY  - 2011///Final Report
SP  - 45p
AB  - This study started with a significant literature review and analysis of trends reported in the literature regarding ground tire rubber (GTR) reaction time and attempts to dissolve it in asphalt. The results of the literature review were summarized in a white paper that is included in Appendix A of this report. In addition to the literature review, an extensive experimental plan was conducted to compare different GTR modified binders produced using recycled tire rubber by altering the percent modifier used, the reaction time allowed during the blending process, and the temperatures at which this blending was performed. This study investigates the variability in properties as the time exposed to elevated temperatures progresses, as the potential for material degradation during this period may increase. Multiple percentages of GTR were used to modify the same base binder and each of these percentages was prepared at a range of reaction times. Each binder was characterized using current Superpave procedures, although it is argued that several testing procedures may not be appropriate for GTR-modified binders. Data collected in this study generally shows that standard Superpave procedures can be used for GTR modified binders, resulting in effective binder characterization. In addition to testing binders modified with GTR, binders and mixtures produced with other types of polymer modifiers were produced and tested. Mixtures were produced using one aggregate source and gradation mixed with four binders including the neat/unmodified binder, the neat binder modified with an elastomeric polymer, a plastomeric polymer, and with GTR. All three modifications were done to modify the base binder, which is a PG 64-22, to an equivalent PG grade of PG 76-22. Repeated creep testing was performed on the mixes to determine if the elastic or plastic effects of corresponding binders was observed, and GTR mix response was compared to the response of mixes containing the polymer-modified asphalts to determine the elastic versus plastic effects of the GTR. In addition to mechanical testing, two-dimensional (2D) image analysis was performed on the mixtures to allow for quantification of the aggregate structure to determine if the decreased solubility of GTR influences the aggregate structure within the mix. This characterization was then compared to the mechanical performance to see if internal structure may serve as an indicator of a mixture’s resistance to permanent deformation.
KW  - Creep tests
KW  - Crumb rubber
KW  - Hot mix asphalt
KW  - Image analysis
KW  - Literature reviews
KW  - Modified binders
KW  - Rutting
KW  - Scrap tires
UR  - http://rmrc.wisc.edu/wp-content/uploads/2012/11/Bahia-No.-54-Synthesis-of-the-Use-of-Crumb-Rubber-in-Hot-Mix-Asphalt.pdf
UR  - https://trid.trb.org/view/1316214
ER  - 

TY  - RPRT
AN  - 01518796
AU  - Drobot, Sheldon
AU  - Mahoney, William P
AU  - Schuler, Elena
AU  - Wiener, Gerry
AU  - Chapman, Michael
AU  - Pisano, Paul A
AU  - Kennedy, Pat
AU  - McKeever, Benjamin B
AU  - Stern, Andrew D
AU  - National Center for Atmospheric Research
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
AU  - Noblis, Incorporated
TI  - IntellidriveSM Road Weather Research & Development - The Vehicle Data Translator
PY  - 2011
SP  - 13p
AB  - One of the goals of the Research and Innovative Technology Administration’s IntelliDriveSM initiative is for the public and private organizations that collect, process, and generate weather products to utilize vehicle sensor data to improve weather and road condition products. It is likely that some users will not be able to contend with the complexities associated with vehicle data, such as data quality, representativeness, and format. A solution for addressing this issue is to utilize a Vehicle Data Translator (VDT) to preprocess weather-related vehicle data before they are distributed to data subscribers. This paper will describe  the VDT and how vehicle data sets are being processed by the prototype VDT to generate derived weather and road condition information.
KW  - Data quality
KW  - Information processing
KW  - IntelliDrive (Program)
KW  - Prototypes
KW  - Road weather information systems
KW  - Vehicle Data Translator
KW  - Weather conditions
UR  - http://ops.fhwa.dot.gov/weather/resources/publications/itsapaper9005/itsapaper9005.pdf
UR  - https://trid.trb.org/view/1300420
ER  - 

TY  - RPRT
AN  - 01481177
AU  - Federal Highway Administration
TI  - Greening Transportation at the Border
PY  - 2011
SP  - 37p
AB  - On February 23–24, 2011, Federal agencies from the United States, Canada, and Mexico sponsored a workshop in San Diego, California, to discuss opportunities for improvement regarding the greening of transportation at the the U.S./Mexico and U.S./Canada borders. Greening refers to the adoption of environmentally sustainable practices to reduce environmental impacts. The workshop, which approximately 130 people attended, focused on the following four border transportation themes: sustainability and livability; green financing and industry; green technology; and performance measures. The report, which presents an overview of green transportation technologies, policies, and initiatives, is based on presentations given and discussions held at the workshop. It is intended to serve as a reference for agencies involved in border transportation planning, including national, state/ provincial, and local governments.
KW  - Environmental impacts
KW  - Environmental policy
KW  - Financing
KW  - International borders
KW  - Performance measurement
KW  - Sustainable development
KW  - Technology
KW  - United States-Canada Border
KW  - United States-Mexico Border
UR  - http://www.borderplanning.fhwa.dot.gov/GreenBorderRpt/green_border_final.pdf
UR  - http://www.borderplanning.fhwa.dot.gov/GreenBorderRpt/index.asp
UR  - https://trid.trb.org/view/1250041
ER  - 

TY  - RPRT
AN  - 01477163
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Chapter 5 Virginia's Top Five Percent High Crash Locations
PY  - 2011
SP  - 18p
AB  - Following the new Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) Highway Safety Improvement Program (HSIP) requirements [Section 148 (c) (1) (D)] for reducing traffic deaths and injuries on public roads, the Virginia Department of Transportation (VDOT) has identified and prioritized the top five percent of high crash locations exhibiting the most severe safety needs and documented the following: potential remedies to the identified hazardous locations; estimated costs of the remedies; and impediments to implementation. For identifying the high crash locations, VDOT conducted a two step data analysis: 1) the Rate-Quality Control Method for network screening and 2) the Crash Frequency Method for site prioritization using the last three calendar years of crash and inventory data (2006 – 2008) available from the Highway Traffic Records Information System and Roadway Network System. At the time of this report, year 2009 crash data were not completely coded. However, for the last three reports the number and location of the top five percent sites have not changed substantially. As such, potential countermeasures proposed for improving safety with planning level estimates are summarized and updated from previous reports based on implemented and ongoing treatment studies.
KW  - Annual reports
KW  - Costs
KW  - Countermeasures
KW  - Crash rates
KW  - High risk locations
KW  - Highway safety
KW  - Virginia
KW  - Virginia Department of Transportation
UR  - http://safety.fhwa.dot.gov/hsip/fivepercent/2011/va_5prt_rpt2011.pdf
UR  - https://trid.trb.org/view/1246274
ER  - 

TY  - RPRT
AN  - 01454415
AU  - Castro, Javier
AU  - Li, Wenting
AU  - Pour-Ghaz, Mohammad
AU  - Golias, Mike
AU  - Tao, Bernie
AU  - Sun, Hongfang
AU  - Weiss, Jason
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Durability of Saw-Cut Joints in Plain Cement Concrete Pavements
PY  - 2011///Final Report
SP  - 44p
AB  - The objective of this project was to evaluate factors influencing the durability of the joints in portland cement concrete pavement in the state of Indiana.  Specifically this work evaluated the absorption of water, the absorption of deicing solutions, the relationship between the degree of saturation and concrete deterioration, and the role of Soy Mehyl Esters as a potential concrete sealant.   The aforementioned items were studied in conjunction with the observation of premature joint deterioration in concrete pavements.   Previous work by the PI identified that deteriorating joints were observed to frequently have standing water and damaged joint sealant.  To better understand the potential mechanisms responsible for joint deterioration, a series of mortars were tested that are consistent with the mortar fraction of concrete paving mixtures.  The first portion of the work examined the role of deicing salt solutions on the wetting and drying behavior of concrete elements (this was a joint series of experiments with SPR 3093).  It was observed that salts altered the equilibrium relative humidity of the solution, as such concrete containing deicing solutions dried less frequently than concrete containing only pore solution.  Further, it was observed that the rate of water absorption was related to the square root of ratio of surface tension and viscosity.  Salt solutions have a slower rate of absorption than plain water.  It was also observed that concrete previously exposed to deicing salts also exhibited an altered rate of water absorption.  The second portion of the work examined the concept of the degree of saturation and its relationship with freeze-thaw damage.  Specifically mortars with different air contents were examined.  Fagerlund developed a model that proposed a critical degree of saturation could be correlated with the onset of freeze-thaw damage.  The work suggests that absorption testing should be used to determine the degree of saturation which can be used to estimate the time to reach a critical degree of saturation.  Once this critical degree of saturation was reached freeze-thaw damage was inevitable.  While entrained air was observed to slow the time to reach a critical degree of saturation, this critical degree of saturation could not be avoided.  The final portion of the work examined the potential use of penetrating concrete sealers (like soy methyl esters) to reduce water absorption and the corresponding freeze-thaw damage.  While absorption testing was able to show the benefits of sealers, differences were observed regarding the influence of sealer composition on freeze-thaw damage.
KW  - Absorption
KW  - Acoustic emission
KW  - Concrete pavements
KW  - Deicing chemicals
KW  - Indiana
KW  - Pavement distress
KW  - Pavement joints
KW  - Portland cement concrete
UR  - http://dx.doi.org/10.5703/1288284314649
UR  - https://trid.trb.org/view/1218706
ER  - 

TY  - RPRT
AN  - 01454032
AU  - Federal Highway Administration
TI  - Our Nation's Highways 2011
PY  - 2011
SP  - 64p
AB  - With over 4 million miles of public roads, including more than 164,000 miles of National Highway System roadways, our nation is connected coast-to-coast and community-to-community. The 2011 edition this document includes updates on our complex roadway infrastructure, revenue and finance, travel trends, and travel behavior. It also provides the latest updates on projects and programs associated with the American Recovery and Reinvestment Act of 2009.
KW  - American Recovery and Reinvestment Act of 2009
KW  - Financing
KW  - Highway travel
KW  - Highways
KW  - Revenues
KW  - Travel behavior
KW  - Trend (Statistics)
KW  - United States
UR  - https://www.fhwa.dot.gov/policyinformation/pubs/hf/pl11028/onh2011.pdf
UR  - https://trid.trb.org/view/1222400
ER  - 

TY  - RPRT
AN  - 01449556
AU  - Federal Highway Administration
TI  - Partner Feedback Report 2011
PY  - 2011
SP  - 28p
AB  - This report is a  summary of the feedback Federal Highway Administration (FHWA), Eastern Federal Lands Highway Division (EFLHD) received in relation to their program and project delivery in Fiscal Year 2011.  It also includes identification of proposed  improvement actions and reports on some of their accomplishments. The following web-based surveys were distributed to Partner Agencies: Program Administration (Program Support Throughout Project Delivery); Environmental Collaboration; Project Development (Design); and Completed Projects (Construction). In FY 2011, 37 projects were awarded over $187 million in construction contracts from which  survey solicitations were requested.  Comments came from the National Park Service, U.S. Fish and Wildlife Service, U.S. Forest Service, State Departments of Transportation,  US Army Corps of Engineers, and other Agencies. The surveys are sent at the completion of the environmental  assessment, project design and construction phase, and annually to gauge overall program administrative support.
KW  - Cooperation
KW  - Eastern Federal Lands Highway Division
KW  - Government agencies
KW  - Project delivery
KW  - Project management
KW  - Surveys
UR  - http://www.efl.fhwa.dot.gov/files/about/EasternFederalLands-PartnerFeedbackReport2011.pdf
UR  - https://trid.trb.org/view/1214958
ER  - 

TY  - RPRT
AN  - 01449537
AU  - Federal Highway Administration
TI  - Bridge Management: Practices in Idaho, Michigan and Virginia
PY  - 2011
SP  - 42p
AB  - Bridge management practices of departments of transportation (DOTs) in three US states, Idaho, Michigan and Virginia, are reported. These DOTs are examples of the success that is possible for asset management practices applied to bridges and culverts. Idaho, Michigan and Virginia employ bridge management practices that include four features: measurement of performance of bridges and culverts with targets for performance; work programs that respond to performance measurements and targets; reporting to stakeholders on performance of bridges and culverts; and commitment within DOTS to preservation of existing assets.
KW  - Asset management
KW  - Bridge management systems
KW  - Bridges
KW  - Case studies
KW  - Idaho Department of Transportation
KW  - Michigan Department of Transportation
KW  - Performance measurement
KW  - Preservation
KW  - State departments of transportation
KW  - Structural health monitoring
KW  - Virginia Department of Transportation
UR  - http://www.fhwa.dot.gov/asset/hif12029/hif12029.pdf
UR  - https://trid.trb.org/view/1216809
ER  - 

TY  - RPRT
AN  - 01380403
AU  - Goodwin, Lynette
AU  - Pisano, Paul
AU  - Mitretek Systems
AU  - Federal Highway Administration
TI  - Current Practices in Transportation Management During Inclement Weather
PY  - 2011
SP  - 9p
AB  - The Road Weather Management Program of the Federal Highway Administration has documented transportation management practices used during inclement weather. Best management practices include road weather and traffic surveillance to assess threats to transportation system performance, arterial and freeway management to regulate roadway capacity, as well as dissemination of advisory information to influence traveler decisions and driver behavior. These management practices are employed in response to various weather threats including low visibility, high winds, precipitation, hurricanes, flooding, and avalanches. Weather-related transportation management practices (1) improve mobility by increasing roadway capacity and promoting uniform traffic flow, (2) increase public safety by minimizing accident risk and exposure to hazards, as well as (3) enhance the safety and productivity of road maintenance personnel.
KW  - Arterial highways
KW  - Best practices
KW  - Freeways
KW  - Highway safety
KW  - Highway traffic control
KW  - Road weather information systems
KW  - Traveler information and communication systems
KW  - Weather conditions
UR  - http://ops.fhwa.dot.gov/weather/resources/publications/fhwa/ite2002_currentprac.pdf
UR  - https://trid.trb.org/view/1148122
ER  - 

TY  - RPRT
AN  - 01370215
AU  - Day, Christopher M
AU  - Brennan, Thomas M
AU  - Sturdevant, James R
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Performance Evaluation of Traffic Sensing and Control Devices
PY  - 2011
SP  - 36p
AB  - High quality vehicle detection is essential to properly operate actuated phases at traffic signals and to facilitate effective management of technician and engineering resources. INDOT operates over 2600 traffic signal controllers, approximately 2000 of which use some form of vehicle detection. The private sector continues to develop innovative sensing technologies that may potentially benefit Indiana motorists and taxpayers by improving system efficiency and lowering installation and maintenance costs. However, the acceptance of new sensing technology requires careful evaluation to ensure that they provide robust performance 24 hours a day, 365 days a year, with minimal impact on maintenance resources. This study developed a technical protocol for evaluating vehicle detector performance and applied those techniques to both video detection (in partnership with Texas) and wireless magnetometers. Based on experiences in designing the detector test bed, recommendations are given for stop bar detection zone design using wireless magnetometers. Additional results include a detailed study of the inductive loop detector sensing range for several loop geometries, and an innovative method for interrogating NTCIP-compliant traffic signal systems to allow quality control on signal timing plan implementation. Since this project spanned several years, interim results were documented in the professional literature as they became available. This technical report summarizes those results and provides references to the published papers.
KW  - Loop detectors
KW  - Magnetometers
KW  - Performance measurement
KW  - Sensors
KW  - Traffic signal timing
KW  - Traffic signals
KW  - Vehicle detectors
UR  - http://docs.lib.purdue.edu/jtrp/1487/
UR  - http://dx.doi.org/10.5703/1288284314641
UR  - https://trid.trb.org/view/1136914
ER  - 

TY  - RPRT
AN  - 01370158
AU  - Peeta, Srinivas
AU  - Kumar, Amit
AU  - Sharma, Sushant
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Post-Processing Techniques to Enhance Reliability of Assignment Algorithm Based Performance Measures
PY  - 2011///Final Report
SP  - 39p
AB  - This study develops an enhanced transportation planning framework by augmenting the sequential four-step planning process with post-processing techniques. The post-processing techniques are incorporated through a feedback mechanism and aim to improve the stability and convergence properties of the solution, thereby improving the reliability of the planning process. There are three building blocks of the proposed post-processing module: slope-based multi-path algorithm or SMPA, perturbation assignment, and O-D prioritization technique. SMPA is the most important part of the module and it can be used as both a post-processing algorithm and an independent static traffic assignment algorithm. In addition to SMPA, the post-processing module consists of perturbation assignment and O-D prioritization schemes. Perturbation assignment provides warm start and the O-D prioritization improves the rate of convergence by deciding the sequence in which the O-D pairs are brought into the flow update process. A detailed implementation procedure for perturbation assignment is developed along with six different criteria for O-D prioritization. Computational experiments using the Sioux Falls, Anaheim and Borman Corridor networks provide insights on these techniques. Results of the computational experiments show that SMPA has a superior rate of convergence compared to state-of-the-practice algorithms even without O-D prioritization and warm start. Results of computational experiments further reveal that a warm start using perturbation assignment and O-D prioritization provides significant benefits in improving the convergence properties and obtaining a more stable solution.
KW  - Algorithms
KW  - Origin and destination
KW  - Performance measurement
KW  - Perturbations
KW  - Reliability (Statistics)
KW  - Strategic planning
KW  - Traffic assignment
UR  - http://docs.lib.purdue.edu/jtrp/1488/
UR  - http://dx.doi.org/10.5703/1288284314643
UR  - https://trid.trb.org/view/1136913
ER  - 

TY  - RPRT
AN  - 01370123
AU  - Nantung, Tommy Edward
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - High Performance Concrete Pavement in Indiana
PY  - 2011///Final Report
SP  - 66p
AB  - Until the early 1990s, curling and warping of Portland cement concrete pavement did not concern pavement engineers in many transportation agencies. Since beginning construction of the interstate system in the United States in the late 1950s through the late 1980s, the performance of Portland cement concrete pavement has been associated with properties of concrete as a pavement material. In those years developed standards and design guidelines emphasized better concrete materials and construction control. At the time, combining curling and loading stresses was quite controversial due to the nature of the load-carrying capacity of concrete pavement and the occurrence of types of loads. Arguments developed that the types of loads (traffic and curling) rarely occurred at the same time of day. The concrete pavement design principle did not include the effects of curling and warping of concrete pavement as determining design factors in pavement performance. This research project was initiated as a response from the INDOT Pavement Steering Committee related to the joint spacing of Jointed Plain Concrete Pavement in Indiana. There was an initiative in the Committee to reduce the joint spacing from 18 feet to 15 feet as a way to reduce premature concrete pavement deterioration. There was an indication that some newly paved JPCP had transverse cracks even before the pavement section was opened to traffic. In this experimental study, several important conclusions were drawn from temperature analysis, stress-strain analysis, and other data analysis. The analysis from this experimental study supports the decision by INDOT to shorten the concrete pavement joint spacing to increase the performance of Jointed Plain Concrete Pavement in Indiana.
KW  - Concrete pavements
KW  - High performance concrete
KW  - Indiana
KW  - Jointed plain concrete pavements
KW  - Pavement design
KW  - Pavement joints
KW  - Pavement performance
KW  - Spacing
UR  - http://dx.doi.org/10.5703/1288284314644
UR  - https://engineering.purdue.edu/JTRP/files/2642-Technical-Summary.pdf
UR  - https://trid.trb.org/view/1136466
ER  - 

TY  - CONF
AN  - 01368156
AU  - Abd El Halim, Amir
AU  - Dalziel, Andy
AU  - Whiteley-Lagace, Leanne
AU  - Moore, Gary
AU  - Andoga, Richard
AU  - Pontificia Universidad Catolica de Chile
TI  - Development of a Cost-Effective Decision Making Model for Upgrading Surface-Treated Pavements to Asphalt Concrete Pavements
SN  - 9789561412309
PY  - 2011
SP  - 14p
AB  - As part of the City of Hamilton’s ongoing strategic plan, asset management rationalization has been an expressed concern of the City Council, as well as Asset Managers. In order to assist in the management of the City's right of way assets, a decision making model for upgrading surface-treated (SRFT) pavements to an asphalt concrete pavement was developed, in order to reduce ongoing maintenance costs, in addition to increasing service levels. The City initiated a study to develop a strategy or decision making model to assist in determining which SRFT roads should be maintained as is and which roads should be upgraded to asphalt concrete pavements. The study consisted of three phases. The first phase involved a Spatial Analysis using geographic information system (GIS) tools to identify a list of candidate SRFT sections for potential upgrade and further evaluation and investigation. This was based on a number of parameters including traffic in terms of the Annual Average Daily Traffic, proximity to asphalt concrete pavements, existing granular thickness, and subgrade strength based upon the subgrade resilient modulus. The second phase consisted of developing a maintenance strategy for various classes of existing SRFT roads based on the aforementioned parameters and performing Life Cycle Cost Analysis to identify the most cost effective strategy for each case. The third phase consisted of pavement evaluation and investigations. The results of this study provided the City with a decision making model based on cost effectiveness and sound engineering principles which can be used to assist in selecting candidate SRFT roads for upgrade.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asphalt concrete pavements
KW  - Asset management
KW  - Decision making
KW  - Hamilton (Canada)
KW  - Life cycle costing
KW  - Mathematical models
KW  - Pavement management systems
KW  - Strategic planning
KW  - Surface treatment (Pavements)
UR  - https://trid.trb.org/view/1136936
ER  - 

TY  - CONF
AN  - 01368155
AU  - Yager, Thomas J
AU  - Franco, Anibal
AU  - Pontificia Universidad Catolica de Chile
TI  - Current Status of Roadway and Runway Friction Evaluations
SN  - 9789561412309
PY  - 2011
SP  - 11p
AB  - This presentation describes some of the early history of tire/pavement friction measurements as well as the current ground friction measuring equipment available to monitor pavement friction conditions from other than “bare and dry”. Weather patterns can reduce tire pavement braking and cornering friction levels to near zero values under certain conditions, i.e. wet ice. A review of American Society of Testing and Materials (ASTM) E17 Committee, Society of Automotive Engineers (SAE), Federal Aviation Administration (FAA) and the International Civil Aviation Organization (ICAO) activities are identified and discussed. The capabilities of NASA Langley’s new Mobile Tire Test Facility (MTTF) will be described. Several ground vehicle friction classification tables are discussed and compared. The paper concludes with recommendations on future ground vehicle and aviation community activities directed to improving accuracy and efficiency of friction data collection in an effort to better insure the safety of all roadway vehicles and aircraft ground operations under adverse weather conditions.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Airport runways
KW  - Data collection
KW  - Friction
KW  - Highways
KW  - Measurement
KW  - Measuring instruments
KW  - Rolling contact
KW  - Weather conditions
UR  - https://trid.trb.org/view/1136943
ER  - 

TY  - CONF
AN  - 01368154
AU  - Whiteley-Lagace, Leanne
AU  - Helali, Khaled
AU  - Dietz, Jason
AU  - Voth, Michael
AU  - Suder, Steve
AU  - Pontificia Universidad Catolica de Chile
TI  - Pavement Management System Implementation for Asphalt, Gravel and Native Roads
SN  - 9789561412309
PY  - 2011
SP  - 15p
AB  - Nearly one-third of the land area of the United States is Federally owned and administered. The Federal Highway Administration (FHWA) is authorized to assist its Federal Agency partners, including the US Fish & Wildlife Service, to perform engineering and related services for the development and improvement of these highways. As part of a pilot project, the Eastern Federal Lands Highway Division (EFLHD) retained Stantec Consulting (Stantec) to investigate the feasibility of implementing a pavement management system for the U.S Fish & Wildlife Service Regions 2 & 6 refuge roads, where the majority of the road surfaces were either gravel or native/primitive. The project team had previously implemented pavement management systems for other federal land road networks, including the National Park Service and the Forest Service. However, this was their first implementation of a pavement management system for unsurfaced pavement structures. A network-level pavement condition survey had previously been conducted on all the road segments. Initial prediction models and decision trees were developed based on engineering experience and input from the project team. Two separate ground truth trips covering 10 refuges in five States were conducted to verify the models and proposed treatment options. It was found that the performance of unpaved roads was dramatically influenced by precipitation and maintenance practices. As such, the team developed time-based maintenance and rehabilitation decision models (rather than performance-based decision models) as well as best practices for routine maintenance for different environmental zones based on field observations.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Best practices
KW  - Decision making
KW  - Federal Lands Highway Program
KW  - Gravel roads
KW  - Mathematical models
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Precipitation (Meteorology)
KW  - Rehabilitation (Maintenance)
KW  - Unpaved roads
UR  - https://trid.trb.org/view/1136937
ER  - 

TY  - CONF
AN  - 01368153
AU  - Ruck, Gary
AU  - Falcioni, Robert
AU  - Halverson, Randy
AU  - Pontificia Universidad Catolica de Chile
TI  - Enhancing Pavement Project Selection for the City of Greater Sudbury
SN  - 9789561412309
PY  - 2011
SP  - 15p
AB  - Located in Northern Ontario, Canada, the City of Greater Sudbury has a population of about 158,000. Since 2000 the City's pavement management group has been using a computerized pavement management system (PMS) to help select candidate projects. Initially this PMS primarily used pavement condition to determine which candidate projects should be selected. This method of selection did well for many years but the economics of today required a change in business practices. In 2005, the City Council asked staff to develop a more balanced approach to funding allocation and communicated a desire to look beyond just pavement condition in project selection. A rating system that consisted of alleviating safety concerns, harmonization with water and wastewater projects, economic development opportunity, enhancing environment by looking at traffic congestion and still incorporating a detailed pavement condition rating was adopted. This new rating system resulted in the development of an Overall Condition Index (OCI) that fulfilled the social, economic and environmental responsibilities of the City and provided for a better method of project selection and more well managed roads within the City. This paper explores in detail the components of this new approach and shows the various elements that go into the OCI. The paper shows how some of these nebulous components can in fact be quantified. Concluding with the benefits now realized by the City of Greater Sudbury since they have adopted this approach, this paper discusses how other agencies could benefit from a similar approach.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Maintenance management
KW  - Pavement Condition Index
KW  - Pavement management systems
KW  - Pavement performance
KW  - Sudbury (Canada)
UR  - https://trid.trb.org/view/1136935
ER  - 

TY  - CONF
AN  - 01368152
AU  - Arguelles, Gilberto Martínez
AU  - Velasquez, Oscar Mauricio
AU  - Fuentes, Luis Guillermo
AU  - Yaruro, Libardo Celis
AU  - Pontificia Universidad Catolica de Chile
TI  - A Review of Bogota's Pavement Management System
SN  - 9789561412309
PY  - 2011
SP  - 13p
AB  - In 1999 the City Council of Bogota assigned the creation of a road network information system to the Urban Development Institute of Bogota (UDI). The UDI, with the support of private consultants, developed an Infrastructure Management System (IMS) that includes a Pavement Management System (PMS) and public space management system.The IMS is used by the UDI as a management and storage tool for the city`s infrastructure that optimizes the decision-making process on the investment and maintenance strategies to be implemented in both systems. A detailed description of the PMS module of the IMS is presented. Furthermore, the performance and effectiveness of the PMS was evaluated by different engineers that interact with the system. Finally, as a result of the study, shortcomings of the PMS were identified, which led to the proposal of an improvement plan that will result in a more suitable system in accodance with the needs of road infrastructure of Bogota city.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Bogota (Colombia)
KW  - Decision making
KW  - Maintenance management
KW  - Pavement management systems
UR  - https://trid.trb.org/view/1136941
ER  - 

TY  - CONF
AN  - 01368151
AU  - Molenaar, Andre A A
AU  - Xiao, Yue
AU  - van de Ven, Martin F C
AU  - Wu, Shaopeng
AU  - Poot, Marco R
AU  - Pontificia Universidad Catolica de Chile
TI  - Adhesion Properties of Tar-Containing Antiskid Surface Layers on Runways in Airfield
SN  - 9789561412309
PY  - 2011
SP  - 15p
AB  - Tar-containing antiskid surface layers are currently used on airfield runways. They have very good adhesion properties and an excellent fuel resistance, which make them outstanding compared to other surface layers with bitumen as binder. However, tar-containing products have a high Polycyclic Aromatic Hydrocarbons (PAHs) content. They are toxic and not environmental-friendly. Tar-containing products are not allowed in the Netherlands since 20 years ago, with one temporary exception for antiskid surfaces on runways. After 2010, the use of such antiskid layers will not be allowed anymore. For this reason, alternatives to tar-containing binders for antiskid runways are strongly required. Before looking into alternatives, the properties of tar-containing antiskid surface layers need to be evaluated and benchmarks should be developed. This paper focuses on the mechanical properties of tar-containing antiskid surface layers. A special Leutner shear test and an advanced pull test were designed to test the shear and tensile strength in the interface between the tar containing antiskid layer and the asphalt mixture layer below. Furthermore the antiskid binder was retrieved and dynamic shear rheometer (DSR) tests were performed to obtain the mechanical characteristics of the material. All this information was used as input for finite element analyses to determine the stresses and strains in the binder as well at the interfaces between binder and aggregates. Test results as well as results from finite element analyses are reported in this paper.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Adhesion
KW  - Airport runways
KW  - Finite element method
KW  - Mechanical properties
KW  - Netherlands
KW  - Shear strength
KW  - Skid resistance
KW  - Surface course (Pavements)
KW  - Tar
KW  - Tensile strength
UR  - https://trid.trb.org/view/1136942
ER  - 

TY  - CONF
AN  - 01368150
AU  - Frontier, Silvana
AU  - Grainger, Patricio
AU  - Pontificia Universidad Catolica de Chile
TI  - Participative Paving Program in the Metropolitan Region of Chile
SN  - 9789561412309
PY  - 2011
SP  - 7p
AB  - The Participative Paving Program is a management system for low-standard roads which is characterized by public-private participation in the whole process: from project to ex-post evaluation. The implementation of the Participative Paving Program in the Metropolitan Region since 1994 to the present day has resulted in paving deficit reduction, reduced pollution levels, increased fiscal patrimony and increased investment. During these 17 years of operation, it has been shown that people take greater care and give more value to their surroundings when they take part in the decisions concerning what is done in them and how it will be done. Additionally, although the Participative Paving Program is open to the whole population, it has benefited mostly low-income people. Initially, the user’s final opinion was not surveyed, but satisfaction surveys were applied in a later stage, with positive results in more than 95% of cases. The Program scope has grown over time: initially, it only included the paving of new roadways; and later the possibility of resurfacing roads and paving and/or repaving sidewalks. Currently running $19 million per project, covering 85 km linear, it is being implemented as part of the methodology in other lines of implementing urban road projects and, moreover, it proposes a more end-user participation in the design of urban space, including the design of landscaping associated with paving.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Chile
KW  - Landscaping
KW  - Maintenance management
KW  - Metropolitan areas
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Public participation
UR  - https://trid.trb.org/view/1136940
ER  - 

TY  - CONF
AN  - 01368149
AU  - Scott, Peter
AU  - Cooper, Scott
AU  - Ingram, Philip
AU  - Chalmers, Hamish
AU  - Miller, Sean
AU  - Pontificia Universidad Catolica de Chile
TI  - Road Asset Management Systems
SN  - 9789561412309
PY  - 2011
SP  - 14p
AB  - The road asset (excluding structures) includes more than just the pavement; it also includes earthworks, drainage, safety barriers, lighting, signs, lines and the soft estate (grassland, trees and shrubs). This valuable asset, ideally needs to be monitored and managed, and therefore requires asset management systems which are geographic information system (GIS) based, to properly manage the asset information. When these are integrated to a common base, we have an integrated asset management system (IAMS). The value of a good IAMS is that it must be really useful and virtually intuitive to be used, for occasional use by all levels of people from senior managers down. It can be used for considering and comparing reliable data and information they hold, across all assets, from the inventory, network and detailed surveys. The HA (Highways Agency) is responsible for the motorways and trunk roads in England, and already uses individual and shared asset management systems (AMS). They are used in the HA's bidding and prioritisation process for maintenance of all road assets. Proposed maintenance schemes are assessed through the HA's Integrated Value Management process, before approving budget allocations. The HA will be introducing an IAMS nationally next year. This paper covers some of the existing HA's AMS together with the development and implementation of an easy to use GAIMS, an "intelligent" Geographical Asset Integrated Management System, used at the local (MA) level. GAIMS-P (GAIMS for pavements) has been successfully used with the other AMS to optimise maintenance interventions and justify bids for funding for pavement schemes based on projected condition.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asset management
KW  - England
KW  - Highway maintenance
KW  - Maintenance management
KW  - Value management processes
UR  - https://trid.trb.org/view/1136939
ER  - 

TY  - CONF
AN  - 01368148
AU  - Covalt, Margaret
AU  - Comer, Carol
AU  - Potvin, Kyle
AU  - Pontificia Universidad Catolica de Chile
TI  - Status of Statewide Airport Pavement Management Systems
SN  - 9789561412309
PY  - 2011
SP  - 10p
AB  - A paper was written in 2003 for the 6th International Conference on Managing Pavements on the status of statewide airport pavement management systems (APMS) in the United States. In 2011, the authors return to this topic to compare past results to current findings. In particular, the authors wanted to determine if more or fewer states were using APMS to manage the pavement infrastructure, how they were using their APMS, and whether the overall pavement conditions were improving or deteriorating. To complete this paper, a survey was sent to each state that asked questions regarding their pavement management practices. Follow-up telephone calls were made to several states to obtain additional information. The answers were then compared to those received during the 2003 survey. Pavement management databases were also obtained for twelve states that contain historical pavement condition data for more than 900 airports. The findings included an unfortunate trend of decreasing pavement conditions since 2003. The investigation also showed a decrease in the use of proprietary pavement management software. The number of states using APMS showed an overall slight decrease, with two additional states implementing APMS during that time period, and three states allowing their existing APMS to go dormant due to funding and/or lack of personnel.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Airport runways
KW  - Pavement management systems
KW  - State of the practice
KW  - Surveys
KW  - United States
UR  - https://trid.trb.org/view/1136938
ER  - 

TY  - CONF
AN  - 01367936
AU  - Cordova, Juan Acevedo
AU  - Gomez, Gerardo Echeverria
AU  - Flores, Miguel Valdes
AU  - Pontificia Universidad Catolica de Chile
TI  - Analysis, Follow-Up and Calibration of Distress Model of Asphalt Overlay on Concrete Pavements
SN  - 9789561412309
PY  - 2011
SP  - 9p
AB  - The problem, for the elaboration of programs of investment in conservation of pavements to medium and long term, is to have models to predict the evolution of the different types of distress based on present conditions, structural factors, climatic zones and traffic loads. A fit model allows for carrying out technical-economic evaluations with different conservation plans with a high percentage of real conditions to which the pavements will be exposed. For the previous analysis, the following are required: a) To know in theoretical form the behavior of the structure of pavement being studied based on the structural characteristics and traffic loads; b) To have analysis tools that allow to model in time the structures of pavements based on the variables before indicated; c) Creation of a data base with the structural and functional behavior of pavements; and d) Calibration of the models of distress to local conditions using the data base. The primary target of this work is to calibrate, to Chilean conditions, the models of distress for asphalt overlays on concrete pavements, present in the software GIMPh (Integral Management of Maintenance of Concrete Pavements) developed by the Ministry of Publics Works of Chile and the Institute of Assay of Materials of the University of Chile. These models correspond to roughness and transverse cracking. In order to adapt the distress models to the Chilean conditions, ten test sections, distributed in five regions of Chile, were measured generating a data base with great statistical representation.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Bituminous overlays
KW  - Calibration
KW  - Chile
KW  - Concrete pavements
KW  - Data collection
KW  - Mathematical models
KW  - Pavement distress
KW  - Roughness
KW  - Test sections
KW  - Transverse cracking
UR  - https://trid.trb.org/view/1136631
ER  - 

TY  - CONF
AN  - 01367935
AU  - Rastogi, Rajat
AU  - Kumar, Praveen
AU  - Gupta, Ankit
AU  - Pontificia Universidad Catolica de Chile
TI  - Flexible Pavement Performance Model for Low Volume Roads
SN  - 9789561412309
PY  - 2011
SP  - 12p
AB  - Development of an intelligent flexible pavement performance model is the need of implementing organizations to prioritize pavement maintenance and rehabilitation works, as this involves cost economics. The pavement performance model is an equation that relates some extrinsic ‘time factor’ (age or number of load applications) to a combination of intrinsic factors (structural responses, etc.) and performance indicators (which simulate the deterioration process of pavement condition) and provides forecasting of pavement condition over a period of time. These pavement performance or deterioration models play a pivotal role in pavement management systems. To develop these models, structural and functional response measurement of 18 sections of low volume pavements were carried out for two years continuously in Uttarakhand and Uttar Pradesh states of India. Statistical analysis tools and an Artificial Neural Network (ANN) are used to develop the models. Statistical performance indicators and logical relationships between input parameters and output parameters are used to select the best fit model. Polynomial relationship best relates to the input parameters such as pavement age, CBR of subgrade, traffic, pavement thickness and also to the output parameters, i.e. pavement condition indicators such as deflection, riding quality, surface roughness. Paired t-test is also carried out for the validation purpose of the chosen best fit models.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Deterioration
KW  - Flexible pavements
KW  - India
KW  - Low volume roads
KW  - Maintenance management
KW  - Mathematical models
KW  - Neural networks
KW  - Pavement management systems
KW  - Pavement performance
KW  - Statistical analysis
UR  - https://trid.trb.org/view/1136628
ER  - 

TY  - CONF
AN  - 01367934
AU  - Troncoso, Juan Ricardo
AU  - Muril, Carol Andrea
AU  - Pontificia Universidad Catolica de Chile
TI  - Reduction Life on Flexible Pavements in Bogota Due to Overloading Truck Traffic
SN  - 9789561412309
PY  - 2011
SP  - 10p
AB  - The most important factors on life cost analysis and serviceability of roads and bridges are the vehicle loads and traffic volume. The traffic effect is related to the vehicle types and the load carrying capacity. In general, many countries and cities have a standard legal axle load limit. In Colombia, the Minister of Transport is responsible for establishing the maximum load on highways. The country´s economic growth has improved during the last years. Therefore, most on-road vehicles have a total weight that exceeds the legal load limit. This additional load damages the pavement structure and reduces exponentially its life span. In order to establish maintenance strategies for the city´s road network, the local government is interested in determining the actual vehicle loading. Bogota´s road network represents 35% of the total roads built in Colombia. Taking into consideration the length of paved roads in the city (around 16.000 km), the first step towards a life cost analysis is to select an important and representative section of the city´s road network. This study aims to evaluate the reduction in flexible pavement life of an urban highway (Boyacá Avenue) in Bogotá, due to an increase of loads. Boyacá Avenue is a high-capacity urban road that crosses from north to south the west side of the city. This road is 35 km in length and was built entirely in flexible pavement. Damages on the pavement structure will determine the maintenance criteria and rehabilitation program to be implemented by the local government.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Bogota (Colombia)
KW  - Flexible pavements
KW  - Life cycle costing
KW  - Maintenance management
KW  - Overweight loads
KW  - Service life
KW  - Truck traffic
UR  - https://trid.trb.org/view/1136618
ER  - 

TY  - CONF
AN  - 01367933
AU  - Gupta, Ankit
AU  - Kumar, Praveen
AU  - Rastogi, Rajat
AU  - Pontificia Universidad Catolica de Chile
TI  - Effect of Environmental Factors on Flexible Pavement Performance Modeling
SN  - 9789561412309
PY  - 2011
SP  - 13p
AB  - A need has been felt by the various implementing organizations to develop an intelligent pavement performance model that can prioritize pavement maintenance and rehabilitation works, as this involves cost economics. Such models can forecast the pavement remaining service life and pavement rehabilitation needs. The flexible pavement deterioration models involve the complex interaction between vehicles and the environment, and the structure and surface of the pavement. The road deterioration models predict the deterioration of the pavement over time and under varying environmental conditions, which, generally, is manifested in various kinds of distresses. Each mode of distress develops and progresses at different rates in differing environment scenarios. Performance models relating the pavement material properties to various environmental factors are analyzed and developed by various researchers. A review of the literature related to the pavement performance prediction models indicates 'remaining age of the pavement' in terms of equivalent single axle load (ESAL) is the most significant predictor of serviceability. The modulus of elasticity and resilient modulus of the pavement materials, expressed in terms of various environmental factors like moisture content and temperature play only a secondary role in forecasting performance of pavements. But most of these models are found applicable to a particular set of traffic and environment conditions, thus highlighting the need for models that can work in varied conditions satisfactorily. The paper presents a detailed review of the effects of various environmental factors on pavement performance. Limitations and gaps are identified in the present knowledge of such models.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Deterioration
KW  - Environmental impacts
KW  - Flexible pavements
KW  - Maintenance management
KW  - Mathematical models
KW  - Pavement distress
KW  - Pavement performance
KW  - Service life
UR  - https://trid.trb.org/view/1136627
ER  - 

TY  - CONF
AN  - 01367932
AU  - Zeng, Feng
AU  - Li, Qiang
AU  - Lin, Xiang
AU  - Wang, Wen
AU  - Pontificia Universidad Catolica de Chile
TI  - Study on the Distribution of Road Network Pavement Service Life in P.R. China
SN  - 9789561412309
PY  - 2011
SP  - 9p
AB  - Pavement service life is one of the key indicators in the pavement structure design, and also essential to determine long-term performance of the pavement structure. So far, however, road engineers usually rely on empirical knowledge experiences to determine the pavement structure service life. Since 2007, a large scale research program has been carried out by use of self-developed Multi-functional High Speed Road Monitor CiCS, and a long-term pavement performance data bank has been established with consecutive four years data collected for roads over 250,000 km. On the other hand, the authors have established a road maintenance data bank, covering data over 20 years from 92 expressway sections and 373 ordinary trunk road sections, based on the field survey data/information collection and questionnaire survey. Through great amounts of data analysis, the authors have gained the characteristics of road pavement structure and road traffic, as well as the effectiveness of the semi-rigid base course, and the impacts of road maintenance activities on pavement service life and the life-cycle distribution pattern. The study showed that the semi-rigid base course has much longer service life, and the bitumen surface layer’s service life is much shorter, which might be caused by incompatible functional performance of the structure layers. The study outcomes have a positive impact on facilitating technological advancement of road maintenance in China.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - China
KW  - Condition surveys
KW  - Data collection
KW  - Pavement design
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Service life
UR  - https://trid.trb.org/view/1136602
ER  - 

TY  - CONF
AN  - 01367931
AU  - MacLeod, Donaldson R
AU  - Walsh, Robin
AU  - Pontificia Universidad Catolica de Chile
TI  - Pavement Management for Permafrost Conditions
SN  - 9789561412309
PY  - 2011
SP  - 12p
AB  - Permafrost by definition is permanently frozen ground. It is composed of an upper active layer that thaws and refreezes each year and a passive under layer that remains permanently frozen. This under layer may range from a metre to over 100 metres in thickness and in many cases, this layer is ice-rich. In the case of discontinuous permafrost, its temperature is approximately -1°C and consequently minor changes in the thermal regime such as adding a fill to natural terrain will cause this ice to thaw, resulting in major distortions of highway subgrades. The basic concept in constructing highways on permafrost is to keep the ground frozen. Various techniques have been developed over the years with varying levels of success to prevent the underlying layers from thawing. Bituminous surface treatment performance data have been collected for a poorly performing highway on permafrost that was constructed some 50 years previously. This performance is compared to adjacent sections constructed with modern technology. Many of these sections showed considerable distress after construction. Pavement management data are also used to evaluate whether the performance of the highway is stabilizing with time. It was expected that the sections constructed using modern technology would, in general, provide better performance. However, the performance of individual sections has been disappointing. In summary, the findings are that recent developments in permafrost construction technology have made some improvements to bituminous surface treatment performance but more work is required to develop longer term solutions.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Bituminous pavements
KW  - Pavement design
KW  - Pavement management systems
KW  - Pavement performance
KW  - Permafrost
KW  - Surface course (Pavements)
KW  - Thaw prevention
UR  - https://trid.trb.org/view/1136635
ER  - 

TY  - CONF
AN  - 01367930
AU  - Bevins, Adam
AU  - Wilson, Douglas
AU  - Pontificia Universidad Catolica de Chile
TI  - Moving from Lag Indicators to Lead Indicators Capturing Field Operative's Knowledge to Make Better Network Decisions
SN  - 9789561412309
PY  - 2011
SP  - 19p
AB  - Over the past 15 years in New Zealand, machine collected data such as texture, roughness, and rutting have been the mainstay for pavement analysis and performance measurement. The problem is that ‘machine’ collected data does not portray the full pavement performance picture; particularly as one is always looking at historical data. The measures, therefore, become ‘lag’ measures. Field work is a key component of analysis. It is, however, often left until after the desktop analysis (data mining and modelling). Also, field operatives traditionally find it difficult to contribute to discussions around Pavement Modelling and Performance Indicators and, therefore, can feel disconnected. This research paper investigates an enhanced visual condition rating system of actual pavement defects that can be used to reconnect the decision makers with the field staff and their observations. For the test network (Wanganui District Council, New Zealand) decision makers now have a (near) real-time view of the changing performance of the network. This has led to the development of new types of performance measures, i.e. ‘lead’ indicators that are sensitive enough to identify the quality of maintenance intervention strategies. This has allowed asset managers to proactively manage maintenance (routine and periodic) in a more agile environment and for the development of new contract delivery models. This approach has contributed, on the test network, to a 21% improvement in the way funds are turned into asset value, i.e. value for money.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asset management
KW  - Condition surveys
KW  - Decision making
KW  - Inspection
KW  - Maintenance management
KW  - Maintenance personnel
KW  - New Zealand
KW  - Pavement maintenance
KW  - Performance measurement
UR  - https://trid.trb.org/view/1136605
ER  - 

TY  - CONF
AN  - 01367929
AU  - Thyagarajan, Senthilmurugan
AU  - Sivaneswaran, Nadarajah
AU  - Petros, Katherine
AU  - Muhunthan, Balasingam
AU  - Pontificia Universidad Catolica de Chile
TI  - Development of a Simplified Method for Interpreting Surface Deflections for In-Service Flexible Pavement Evaluation
SN  - 9789561412309
PY  - 2011
SP  - 12p
AB  - A simplified method for evaluating flexible pavements using surface deflection measurements is presented. The horizontal tensile strain at the bottom of hot mix asphalt (HMA) layer that can be estimated from deflection measurements is proposed as a robust parameter for estimating remaining structural capacity and for use in pavement management. This deflection-strain relationship was developed for loading conditions corresponding to both the Falling Weight Deflectometer (FWD) and Rolling Wheel Deflectometer. The layered linear elastic analysis program, JULEA, was used to develop the deflection-strain relationship from the calculated deflection and tensile strain for a suite of randomly generated hypothetical pavement structures. Curvature indices, computed as the difference between the deflection at the center and at an offset distance, were found to be better predictors of HMA layer condition. These indices were used to develop relationships with horizontal tensile strain at the bottom of HMA layer. The relationships were found to be good indicators of the progressive deterioration typically observed in pavements over the design life. The mechanistic-empirical pavement design program CalME was used to compute structural deterioration over the pavement design life. The strain estimates for the FWD loading condition were validated with the field measurements. It is shown that tensile strains at the bottom of HMA layer computed from deflection measurements using the approach presented in this study can be used for the development of structural performance curves in pavement management applications. The proposed approach can also be extended to provide estimates of remaining structural capacity.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Deflection
KW  - Deterioration
KW  - Elastic analysis
KW  - Falling weight deflectometers
KW  - Flexible pavements
KW  - Hot mix asphalt
KW  - Maintenance management
KW  - Mechanistic-empirical pavement design
KW  - Pavement management systems
KW  - Pavement performance
KW  - Pavement structural capacity
KW  - Tension
UR  - https://trid.trb.org/view/1136603
ER  - 

TY  - CONF
AN  - 01367928
AU  - Saa, Gabriel Garcia
AU  - Zuniga, Manuel Caro
AU  - Pontificia Universidad Catolica de Chile
TI  - Repeatability and Reproducibility of Typical Inertial Profilers Used in Chile and Their Impact on Roughness Measurements
SN  - 9789561412309
PY  - 2011
SP  - 11p
AB  - In Chile, the surface smoothness of newly constructed public and “in-consession” highways, is measured by means of inertial profilers and reported using the International Roughness Index (IRI) for 200-m length sections. This study arises from the need to evaluate the performance of the typical profilers utilized in Chile, where there is no methodology to ensure the quality of the measured data. Experimental measurements were performed in fifteen test sections in central Chile, covering a wide range of pavement types and surfaces, using two profilers. The IRI and profile repeatability for each device, and the reproducibility between them was analyzed. Several methods were applied: cross-correlation analysis (AASHTO Standard PP49-08), comparison of traces (ASTM E950), the method of spectral analysis of pavement profiles, and roughness profiles. The profilers evaluated, were able to obtain adequate levels of repeatability and reproducibility for network-level applications. However, for quality control or determining acceptance and penalty of newly constructed pavements, repeatability of one profiler was compromised, especially in textured surfaces. It is believed that the laser light geometry affected the measurements. The use of the IRI from a 200-m length section as the only criteria for acceptance and penalty is not adequate. Moreover, in the national practice, roughness values are obtained from only one measurement. Thus, the precision and accuracy associated with every device is critical. A complete revision of the national normative, as well as a methodology to ensure the quality of the roughness measurements in Chile, is suggested.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Chile
KW  - Inertial road profilers
KW  - International Roughness Index
KW  - Profilometers
KW  - Quality control
KW  - Repeatability
KW  - Reproducibility
KW  - Roughness
UR  - https://trid.trb.org/view/1136610
ER  - 

TY  - CONF
AN  - 01367927
AU  - Ahangari, Hossein Jafari
AU  - Evans, Robert
AU  - Pontificia Universidad Catolica de Chile
TI  - Rutting as a Measure of Pavement Strength for Low Volume Roads in Victoria
SN  - 9789561412309
PY  - 2011
SP  - 14p
AB  - The adjusted Structural Number (SNP) is a very good indicator of the structural capacity for multilayered pavements. It is commonly used by Australian State Road Authorities as an individual or independent variable for pavement condition prediction models such as roughness and rutting progression models. As the SNP is typically calculated from Falling Weight Deflectometer (FWD) measurements, which are nonexistent for low volume roads (due to the high cost associated with data collection), SNP can be estimated from pavement structural composition data. This paper has studied the correlation between estimated SNP values and rutting data. The estimated SNP values were calculated from 75 test sections located in Western Victoria, Australia. All test sections consisted of unbound granular pavements with an active (reactive clay) subgrade. Overall, rutting data were found to be an appropriate substitute for SNP in the absence of expensive FWD data. It was also observed that traffic loading only had a moderating effect on the relationship between SNP and rutting.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Bearing capacity
KW  - Deflection
KW  - Falling weight deflectometers
KW  - Low volume roads
KW  - Rutting
KW  - Structural number (Pavements)
KW  - Test sections
KW  - Unbound granular pavement
KW  - Victoria (Australia)
UR  - https://trid.trb.org/view/1136634
ER  - 

TY  - CONF
AN  - 01367926
AU  - Jomoto, Masakazu
AU  - Kawamura, Akira
AU  - Tomiyama, Kazuya
AU  - Nakatsuji, Takashi
AU  - Pontificia Universidad Catolica de Chile
TI  - Study on Relaitonships Between Road Profile and Structural Damage of the Pavement
SN  - 9789561412309
PY  - 2011
SP  - 12p
AB  - Pavement is a structure that is directly exposed to very severe external actions such as traffic load, natural environmental impact, etc. Pavement failure begins to progress soon after being opened to traffic. A bad pavement surface degrades the running performance of motor vehicles. In turn, the vehicles vibrate in a vertical direction causing further damage to the pavement surface. In this study, the authors note that the dynamic load on the pavement by the running motion of vehicles varies with their vertical vibration, which is ascribable to the surface profile. So it is considered possible to predict the pavement life taking into account actual traffic conditions which could eventually measure the dynamic load. The focus of the study is as follows: (1) a method of estimating dynamic load from the vibration acceleration measured on the unsprung mass of the vehicle was suggested as a simplified way for measuring the dynamic load the vehicle applies to the pavement surface and (2) the impacts given to the dynamic load by two factors, surface profile and running speed, which are assumed to affect dynamic load, were determined by theoretical calculation The simplified method for measuring the dynamic load the vehicle applies to the pavement surface has been made known and the fact that the damage given to the pavement varies with the surface profile and running speed has been theoretically verified. This paper reports on these results of this verification.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Dynamic loads
KW  - Motor vehicles
KW  - Pavement performance
KW  - Pavement profile
KW  - Roughness
KW  - Running speed
KW  - Service life
KW  - Vibration
UR  - https://trid.trb.org/view/1136607
ER  - 

TY  - CONF
AN  - 01367925
AU  - Hussain, Jawad
AU  - Wilson, Douglas J
AU  - Henning, Theunis F P
AU  - Alabaster, David
AU  - Pontificia Universidad Catolica de Chile
TI  - Investigating the Performance of Surface Seal Techniques and Pavement Materials Under Wet Conditions Using Accelerated Pavement Testing
SN  - 9789561412309
PY  - 2011
SP  - 13p
AB  - Low volume roads are normally the backbone of a country’s rural road infrastructure. In New Zealand most of these roads consist of unbound flexible pavements with a wearing course that varies between unsealed, chip seal (surface dressing) and thin asphalt surfacing. Chip seals are used on the majority of these roads with the primary role of keeping the unbound pavement layers watertight along with various other functions (i.e., reducing maintenance and vehicle operating costs, dust control and increasing safety). The construction and maintenance of chip seals varies between countries and regions depending on climatic conditions and accepted construction techniques. For example, some countries like South Africa use a penetration membrane (prime coat) prior to placing seal chips on the road surface. This practice was used previously in New Zealand, however, because of safety reasons is now not that common and likewise in other countries. This paper documents research on the ability of different surface techniques to keep surfaces watertight. It investigates the behaviour of different base course materials under these varying moisture conditions and specifically the aggregate susceptibility to moisture. The experiment was conducted at the Canterbury Accelerated Pavement Testing Indoor Facility (CAPTIF). This was the first experiment at CAPTIF involving the simulation of water being introduced on the pavement surface. Time domain reflectometers (TDRs) were installed to measure the relative moisture change in unbound layers. The results confirmed earlier studies that water can infiltrate through the chip seal surfacing at surprisingly high rates. The results also indicate that high moisture levels can cause failures much earlier (within 5000 standard axle loads) on low volume roads.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Accelerated tests
KW  - Base course (Pavements)
KW  - Chip seals
KW  - Flexible pavements
KW  - Low volume roads
KW  - Moisture susceptibility
KW  - New Zealand
KW  - Permeability
KW  - Time domain reflectometers
UR  - https://trid.trb.org/view/1136604
ER  - 

TY  - CONF
AN  - 01367924
AU  - Sherwood, James A
AU  - Pontificia Universidad Catolica de Chile
TI  - Effects of Concrete Mixture Designs on Skid Numbers
SN  - 9789561412309
PY  - 2011
SP  - 10p
AB  - This paper documents the effects of Portland Cement Concrete mixture design parameters on skid numbers, measured with locked wheel skid trailers. Information from the Long Term Pavement Performance (LTPP) Program database was analyzed for this purpose. One of the experiments developed under the LTPP Program, is Specific Pavement Study number 2 (SPS-2) on the structural design factors of rigid pavements. SPS-2 planned to build 12 pavement sections in 16 States. The sets of 12 pavement sections included three types of base course, two slab thicknesses and two widths. Slab length and dowel bars were held constant. Two concrete mixtures were designed by each State with local materials for target 14 day flexural strengths of 3800 and 6200 kPa. Most States included supplemental sections, with typical mixtures used by the State. In most cases the component materials remained constant while the proportions varied for the two concrete mixtures. In several States the geological class of the stone was different for the two mixtures. In each State the construction practices, including finishing, texturing and curing were the same for both levels of concrete strength. The climate and traffic were also the same for all 12 sections at each SPS-2 site. Thus it was possible to isolate the mixture design as the most likely variable affecting the friction or skid number. The development of relationships between mixture design parameters and friction number is the first step to quantify safety, as a factor for materials design, in a pavement asset management system.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asset management
KW  - Concrete
KW  - Highway safety
KW  - Long-Term Pavement Performance Program
KW  - Mix design
KW  - Skid resistance
KW  - Specific Pavement Studies (LTPP)
UR  - https://trid.trb.org/view/1136606
ER  - 

TY  - CONF
AN  - 01367923
AU  - Vera, Ignacio
AU  - Thenoux, Guillermo
AU  - Echaveguren, Tomas
AU  - de Solminihac, Hernan
AU  - Pontificia Universidad Catolica de Chile
TI  - A Model for Performance Assessment of Road Maintenance Programs
SN  - 9789561412309
PY  - 2011
SP  - 12p
AB  - Maintenance planning assessment is based on tools that need many data and that require an intensive work of calibration, or generalized models that do not behave well when adapted to local conditions. This research proposes a tool for assessing maintenance programs for highways. The tool calibrates models at a project level by using inventory, traffic and pavement condition of Chilean highways. Detailed network segmentation, based on traffic behavior, pavement structure and weather conditions was performed. A traffic model that considers heavy traffic and highway capacity was calibrated. Considering subgrade data and pavement condition, a deflection model was calibrated to identify strong and weak pavement structures. Afterward, a roughness [international roughness index (IRI)] progression model was developed. The model relates IRI with pavement age, cumulated equivalent axis and structural number for asphalt pavements. For concrete pavements, cracking and faulting were included in the models. A model that describes the effectiveness of maintenance activities was calibrated. This model considers 6 maintenance activities and their effect on IRI. Finally, a performance index was developed which allows comparing different maintenance activities and identifying better maintenance strategies. The tool was implemented in a spreadsheet and applied to 3 cases of Chilean highways to illustrate the potential of the model. It was concluded that the tool developed is suitable for before and after assessment of maintenance programs. One of its advantages is that little data are needed in comparison with other maintenance assessment tools.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asphalt pavements
KW  - Chile
KW  - Concrete pavements
KW  - Evaluation and assessment
KW  - International Roughness Index
KW  - Maintenance management
KW  - Mathematical models
KW  - Pavement maintenance
KW  - Pavement performance
UR  - https://trid.trb.org/view/1136608
ER  - 

TY  - CONF
AN  - 01367922
AU  - Svensson, Markus
AU  - Erlingsson, Sigurdur
AU  - Pontificia Universidad Catolica de Chile
TI  - Modeling of Performance for Road Structure Rutting and Cracking Based on Data from the Swedish LTPP Database
SN  - 9789561412309
PY  - 2011
SP  - 11p
AB  - Roads are in a state of constant form of degradation due to factors such as climate and heavy traffic loads and are therefore constructed to have a certain lifetime before being reconstructed. To minimize the cost of construction and reconstruction, robust models for predicting their performance are needed. The aim for this project is to develop prediction models for flexible pavement structures for initiation and propagation of fatigue cracks in the bound layers and rutting for the whole structure. The models are based on observations from the Swedish Long Term Pavement Performance (LTPP) database. The intention is to use the models for planning maintenance as a part of a pavement management system (PMS). A statistical approach is used for the modeling where both cracking and rutting are related to traffic data, climate conditions and the subgrade characteristics as well as the pavement structure. The results for one arterial road are then shown.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Fatigue cracking
KW  - Flexible pavements
KW  - Maintenance management
KW  - Mathematical models
KW  - Pavement management systems
KW  - Pavement performance
KW  - Rutting
KW  - Sweden
UR  - https://trid.trb.org/view/1136632
ER  - 

TY  - CONF
AN  - 01367921
AU  - de Solminihac, Hernan
AU  - Bustos, Marcelo
AU  - Echaveguren, Tomas
AU  - Chamorro, Alondra
AU  - Tejeda, Sergio Vargas
AU  - Pontificia Universidad Catolica de Chile
TI  - Conceptual Development of an Integrated System for Quality Control of Skid Resistance Measurements
SN  - 9789561412309
PY  - 2011
SP  - 12p
AB  - Safety is one of the main issues that must be considered when evaluating the quality of service provided by a road. Therefore, skid resistance measurement procedures are quite important components of a road management system. Currently, many equipments and procedures are used to measure skid resistance in pavement surfaces, like British Pendulum, GripTester, SCRIM, among others. Skid resistance data collected with such devices are afterwards processed and compared against minimum threshold values, predefined for the road management procedures. However, to ensure an acceptable reliability and quality level of such results, continuous monitoring of measurement procedures and also revision and calibration of devices must be performed. In this paper, a general methodology is proposed, to be used as a quality control system for devices and skid resistance measurements. Such methodology has been designed by using checklists and applying statistical concepts of repeatability and reproducibility. The methodology was therefore applied to evaluate the quality level achieved by skid resistance devices and measurement procedures used in Chile, with good results. The quality of the evaluation procedures included in the methodology were also verified applying Six- Sigma statistical analysis techniques, which contributed significatively to improve the proposed quality control system.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Chile
KW  - Maintenance management
KW  - Measurement
KW  - Measuring instruments by technique
KW  - Quality control
KW  - Repeatability
KW  - Reproducibility
KW  - Skid resistance
KW  - Statistical analysis
UR  - https://trid.trb.org/view/1136609
ER  - 

TY  - CONF
AN  - 01367920
AU  - Valdes, Miguel
AU  - Hidalgo, Priscila
AU  - Chamorro, Alondra
AU  - Gutierrez, Diego
AU  - Pontificia Universidad Catolica de Chile
TI  - Monitoring Asphalt Pavements to Calibrate HDM-4 Deterioration Models to Chilean Conditions
SN  - 9789561412309
PY  - 2011
SP  - 10p
AB  - To determine the adjustment factors for various models in HDM-4 for asphalt pavements, the authors conducted an analysis in a diverse range of geographical areas in Chile. These models included cracks, ravelling, potholes, rutting and roughness. The technique used to develop the calibration was the “windows” method, which allowed for the construction of the evolution curve for a pavement’s behavior using deterioration data. These data were taken from observations at different ages and on different roads with similar characteristics. Finally, the conclusions of the study are presented along with some recommendations for the use of the HDM-4 models calibrated during the study. The conclusions take into account the various different situations in which the models might be applied.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asphalt pavements
KW  - Calibration
KW  - Chile
KW  - Deterioration
KW  - Highway Development and Management Tool (HDM-4)
KW  - Mathematical models
UR  - https://trid.trb.org/view/1136611
ER  - 

TY  - CONF
AN  - 01367919
AU  - Graves, R Clark
AU  - Mahboub, Kamyar C
AU  - Pontificia Universidad Catolica de Chile
TI  - Sampling Based Flexible Pavement Design Reliability Evaluation of the Mechanistic Empirical Pavement Design Guide (MEPDG)
SN  - 9789561412309
PY  - 2011
SP  - 13p
AB  - The Mechanistic-Empirical Pavement Design Guide (MEPDG) Version 1.1 developed under NCHRP 1-40 is a very complex tool for the evaluation of pavement structures. The guide provides a means to utilize a variety of input parameters to characterize the materials and construction techniques utilized to build roadway pavements. It provides a prediction of the performance of a variety of distresses. This prediction is considered to be a mean (50% reliability) based upon the input parameters utilized. In addition, it allows the designer the option to select design reliability. This reliability is based upon the prediction error (standard error) of the distress prediction equations, and it is assumed to be normally distributed about the mean predicted distress. Additionally, it is assumed that this reliability would account for all the variation in the design inputs and model parameters. This research provides a method for evaluating the variation of the predicted outputs based upon the assumed variability of the input parameters. This is accomplished by selecting typical variability of the input parameters and then processing them through the MEPDG. The study varied the following input parameters: Average Annual Daily Truck Traffic (AADTT), hot mix asphalt (HMA) surface mix properties, HMA base mix properties, HMA base, and crushed stone thicknesses and moduli. More than 100 design scenarios were randomly sampled from these input matrices. The results of this study indicated that the variability of the predicted performance is not necessarily normally distributed through typical ranges of input parameters. An alternative method for addressing reliability in MEPDG may involve utilizing the actual distribution of errors.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Average annual daily truck traffic
KW  - Design reliability
KW  - Flexible pavements
KW  - Hot mix asphalt
KW  - Mathematical prediction
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement distress
KW  - Pavement performance
UR  - https://trid.trb.org/view/1136601
ER  - 

TY  - RPRT
AN  - 01367573
AU  - Merwade, Venkatesh
AU  - Kumar, Sanjiv
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Analysis of INDOT Current Hydraulic Policies
PY  - 2011///Final Report
SP  - 24p
AB  - Hydraulic design often tends to be on a conservative side for safety reasons. Hydraulic structures are typically oversized with the goal being reduced future maintenance costs, and to reduce the risk of property owner complaints. This approach leads to a conservative design with higher construction costs. Therefore, there is a need to quantify the cost-benefit aspect of this conservative approach. Accordingly, the overall objective of this project is to compare hydraulic design policies of Indiana Department of Transportation (INDOT) with that of other states, and perform cost-benefit analysis of large versus smaller hydraulic structures in terms of capital and maintenance costs. Comparison of INDOT’s culvert design is similar to that of Michigan, and is most updated compared to Ohio, Illinois and Kentucky. INDOT uses Q100 as the design discharge, which is conservative compared to other neighboring states that use Q50 as the design discharge for designing culverts. By using the data from 16 culvert design examples including both new-alignment and replacement structures, cost benefit analysis is performed in the light of suggested revision in culvert hydraulics policy. Results show that an increase in backwater limit to 1’ will result in 44% reduction in culvert size (represented as culvert area) with an average backwater of 0.79’. Increase in backwater limit will also increase the outlet velocity by 72% that may result into extra cost in outlet protection structures. Depending on the type and the size of the culvert, a change in hydraulic policy may result in saving from 12 -58% of the original cost associated with the current conservative design.
KW  - Benefit cost analysis
KW  - Culverts
KW  - Design
KW  - Hydraulic structures
KW  - Hydraulics
KW  - Policy
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=2967&context=jtrp
UR  - http://docs.lib.purdue.edu/jtrp/1482/
UR  - https://trid.trb.org/view/1136103
ER  - 

TY  - RPRT
AN  - 01367563
AU  - McCullouch, Bob
AU  - Land, Walter
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Project Management Training
PY  - 2011///Final Report
SP  - 17p
AB  - In 2005 the Indiana Department of Transportation (INDOT) went through a complete reorganization of its operations going from centralized to decentralized (District) management. This reorganization gave Districts autonomy to manage construction projects with one exception - all added capacity projects are managed in the central office by the office of project management. Following in 2006 INDOT initiated a program named “Major Moves.” This is a ten year major road building program that was funded partially through a $4 billion lease of the Indiana Toll Road. Through Major Moves annual new construction will go from $213 million in FY 2006 to $1.2 billion in FY2009. These two factors caused INDOT to change their approach toward managing design and construction. This “new” approach toward projects requires an individual to manage projects with skills and functions that are not common at INDOT. Therefore the purpose of the project was to: 1. Determine what skills were needed for INDOT project managers;  2. Develop a training program to develop these needs;  3. Deliver a training program;  This report describes the training program established at INDOT and contains the resources available for project managers and training materials.
KW  - Construction scheduling
KW  - Project management
KW  - Road construction
KW  - Training
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1835&context=jtrp
UR  - http://docs.lib.purdue.edu/jtrp/1483/
UR  - https://trid.trb.org/view/1136102
ER  - 

TY  - RPRT
AN  - 01367543
AU  - Farnsworth, Grant D
AU  - Brennan, Thomas M
AU  - Bullock, Darcy M
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Recovering Full Repair Costs of INDOT Infrastructure Damaged by Motor Vehicle Crashes
PY  - 2011
SP  - 118p
AB  - There are approximately 4,000 instances per year where state property located along Indiana Department of Transportation (INDOT) maintained right-of-way needs to be replaced or repaired due to motor vehicle crashes. INDOT incurs significant financial losses to repair state property damage that is not recovered from the responsible driver because responsible parties cannot be identified and invoices do not reflect the fully-loaded cost of the repair. This study’s objective is to identify enhanced management procedures to decrease the financial burden of the state by identifying best practices supporting the following four goals: 1) increasing the percent of invoices collected, 2) more effectively associating vehicle crash reports with crash damaged infrastructure, 3) decreasing the process time, and 4) ensuring that invoices reflect the fully-loaded repair cost. As part of the study INDOT’s recovery process was compared to peer states, a prototype process to document crash damaged infrastructure was field tested, enhanced crash repair documents were developed, and crash report queries were evaluated. Based on the research, this report recommends that the recovery process should begin with the placement of a tag by the investigating law enforcement officer at the scene of the crash. This tag would allow maintenance crews to directly link infrastructure damage with a specific vehicle crash report. This report recommends that a notification letter be sent to the driver and/or insurance company notifying them of the pending invoice. Past invoicing challenges show that these components are expected to increase the likelihood of successful repair cost recovery. This report also recommends that an administration fee be included in the repair costs to facilitate the new procedures. Performance measures have been proposed to evaluate the effectiveness of these procedures.
KW  - Cost recovery
KW  - Guardrails
KW  - Indiana
KW  - Loss and damage
KW  - Repairing
KW  - Traffic crashes
UR  - http://dx.doi.org/10.5703/1288284314624
UR  - https://engineering.purdue.edu/JTRP/files/Recovering-Full-Repair-Costs-of-INDOT-Infrastructure-Damaged-by-Motor-Vehicle-Crashes.pdf
UR  - http://ntl.bts.gov/lib/44000/44200/44265/fulltext.pdf
UR  - https://trid.trb.org/view/1135984
ER  - 

TY  - RPRT
AN  - 01367539
AU  - El Howayek, Alain
AU  - Huang, Pao-Tsung
AU  - Bisnett, Rachael
AU  - Santagata, Maria Caterina
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Identification and Behavior of Collapsible Soils
PY  - 2011
SP  - 88p
AB  - Loess is a soil that can exhibit large deformations upon wetting. Cases of wetting induced collapse in loess have been documented for natural deposits and man-made fills. These issues are of concern to the Indiana DOT due to the growth of the state’s infrastructure in regions with significant loess deposits. The research reviewed the existing literature on loess, focusing on index properties, structure, mineralogy, criteria used for quantifying collapsibility, methods for measuring collapse potential, and, in particular, the collapsibility of compacted loess. Additionally, available documentation on loess deposits in Indiana was reviewed and summarized. This research also included experimental work conducted on two loess samples, obtained in one in Daviess (Soil A) and in Tippecanoe (Soil B) county. The soils have similar characteristics, with close to 70% silt content and plasticity characteristics that classify both of them as CL (USCS) and A-6 (AASHTO). Experiments performed on the two soils included index tests, standard Proctor compaction tests, and an extensive program of double odeometer tests to measure the wetting induced strains as a function of stress level. Specimens of soils A and B were compacted over a wide range of values of relative compaction (from 75% to close to optimum) and of water contents (from 5-6% points dry of optimum to optimum). The collapse potential of each specimen was quantified using the ASTM D5333 criterion. All specimens but one (compacted at close to optimum conditions) showed some wetting induced collapse. The collapse strains increased with decreasing relative compaction and decreasing compaction water content, in some cases exceeding 10%. In some tests significant wetting induced strains were measured under relatively small stresses (50-100 kPa), indicating that this problem may require consideration even for small fill heights. The results of the experiments were compared to literature data for other soils, and overall found to be consistent with previously reported behavioral trends. Based on the results of the testing, recommendations are made for field compaction specifications.
KW  - Collapsible soils
KW  - Loess
KW  - Wetting
UR  - http://dx.doi.org/10.5703/1288284314625
UR  - https://engineering.purdue.edu/JTRP/files/Identification-and-Behavior-of-Collapsible-Soils.pdf
UR  - https://trid.trb.org/view/1135985
ER  - 

TY  - RPRT
AN  - 01367534
AU  - Spragg, Robert P
AU  - Castro, J
AU  - Nantung, Tommy E
AU  - Paredes, M
AU  - Weiss, William Jason
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Variability Analysis of the Bulk Resistivity Measured Using Concrete Cylinders
PY  - 2011
SP  - 23p
AB  - Many agencies are interested in using a rapid test method for measuring the electrical properties of concrete (i.e., the resistivity or conductivity) since the electrical properties can be related to fluid transport (e.g., ion diffusion). The advantage of electrical testing is that it is relatively easy to perform and the test method is relatively fast (less than a minute). Over the last century, many studies have investigated different approaches for measuring electrical properties. This paper describes the variability associated with measuring the bulk resistivity along the longitudinal axis of a cylinder after placing electrodes on either end. A multi-laboratory evaluation was performed using ten laboratories. Data from this evaluation provided variability data for twelve concrete mixtures at testing ages of 28, 56, and 91 days. Information on the variability is important in the development of precision and bias statements for standard test methods. In addition, this work discusses how the resistivity results obtained from this test can be correlated with surface resistivity measurements made using the Wenner probe. A linear agreement was noticed between the Wenner test and the measurement through the cylinder, but with a factor confirmed by previous research by Morris et al. (1996). Additionally, the effect of electrode resistance was discussed and for high resistivity concrete such as that used in much of the transportation infrastructure, this effect appears to be negligible; however, it can be accounted for easily.
KW  - Concrete
KW  - Electrical conductivity
KW  - Electrical properties
KW  - Electrical resistivity
KW  - Laboratory tests
KW  - Measurement
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=2979&context=jtrp
UR  - http://docs.lib.purdue.edu/jtrp/1484/
UR  - http://dx.doi.org/10.5703/1288284314646
UR  - https://trid.trb.org/view/1136129
ER  - 

TY  - CONF
AN  - 01367435
AU  - Li, Qiang
AU  - McNeil, Sue
AU  - Pontificia Universidad Catolica de Chile
TI  - Advancing Asset Management for Interstate Highway Systems in Delaware
SN  - 9789561412309
PY  - 2011
SP  - 23p
AB  - Delaware Department of Transportation (DelDOT) uses many of the elements of asset management – particularly pavement management. However, linking and integrating these various activities is necessary to develop seamless, consistent and comprehensive management strategies. Specifically, filling the gaps in data and procedures, and exploring the integration of existing tools to decision making promises to be an effective strategy. This paper describes the application of the framework developed in NCHRP Project 20-74 “Developing an Asset Management Framework for the Interstate Highway System” to interstates I-95, I-495, I-295 and the tolled portions State Route 1 in Delaware. Upon review of the asset management framework, the application concepts, data needs, and detailed workplan linking the ongoing performance measure efforts with existing asset management activities in DelDOT are presented. Four asset types: pavement, bridge, traffic sign, and drainage structures are considered in the study. This involves: 1) defining measures of effectiveness and assessing current conditions and service levels, 2) setting performance thresholds and budget targets considering risk, 3) analyzing the relationship between funding and performance within each program area, and 4) updating the interstate capital and operating plan in a format that enables decision makers to conduct trade-offs. Tools, such as HERS-ST, Pontis, and AssetManager NT, are explored to develop management strategies and provide decision makers with the quantitative information they need to fully understand the consequences of their investment alternatives. This paper provides a small but manageable case study to illustrate concepts and strategies on how DelDOT can incorporate performance measures and targets into interstate highway asset management, and is applicable to many different highway divisions elsewhere.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asset management
KW  - Case studies
KW  - Decision making
KW  - Delaware
KW  - Interstate highways
KW  - Pavement management systems
KW  - Performance measurement
KW  - Strategic planning
UR  - https://trid.trb.org/view/1136328
ER  - 

TY  - CONF
AN  - 01367434
AU  - Burns, Stan
AU  - Weigel, Stephanie
AU  - Zainhofsky, Scott
AU  - Getchell, Chip
AU  - Emidy, Anne
AU  - Zavitski, Jeffrey
AU  - Pontificia Universidad Catolica de Chile
TI  - System Tiers: Making Tough Choices for Asset Management
SN  - 9789561412309
PY  - 2011
SP  - 9p
AB  - Increasing costs and increasing user demand in an era of declining revenue has necessitated transportation departments (DOTs) to begin dividing the network into different tiers for resource allocation and optimization of limited funds, while still trying to maintain the "Good Roads Cost Less" philosophy. Revenue shortfalls in some State DOTs are so severe that many miles of pavement are being "turned off" in terms of repair and rehabilitation with routine maintenance as the only option on these miles. Reaping the benefits of an optimized asset or pavement management program under these circumstances can often be difficult when the constraints on that program due to system tiers and varying key performance measure goals are taken into consideration. This paper examines efforts by State DOTs in setting performance goals and budgets based on system tiers and the impacts of those tiers on the systems implemented for pavement (PMS) and asset management (AMS). The paper focuses on efforts by the Utah DOT, the North Dakota DOT and the Maine DOT and discusses their respective management systems. Key components of the PMS and AMS within each DOT are highlighted and the impacts of the system tiers on those systems are discussed and explained.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asset management
KW  - Budgeting
KW  - Maine Department of Transportation
KW  - North Dakota Department of Transportation
KW  - Pavement management systems
KW  - State departments of transportation
KW  - Utah Department of Transportation
UR  - https://trid.trb.org/view/1136332
ER  - 

TY  - CONF
AN  - 01367433
AU  - Van Zyl, Gerhardt D
AU  - Schommartz, Horst
AU  - Tekie, Sophia
AU  - Pontificia Universidad Catolica de Chile
TI  - Managing Road Maintenance Towards Appropriate Standards in Namibia
SN  - 9789561412309
PY  - 2011
SP  - 14p
AB  - The Namibia rural road network was initially developed to provide access and mobility and currently consists of 42 029 km proclaimed roads. Due to the low traffic volumes on a high percentage of the road network, rehabilitation and periodic maintenance in the form of resealing and regravelling are not economically justified. The roads authority still has the responsibility to maintain the road network at an acceptable level, leading to the need, not only to define appropriate standards, but also to utilize the experience of practitioners to select appropriate maintenance measures and prioritize activities to maintain such standards. The paper provides a short background to the development of the Integrated Road Management System, discusses some challenges experienced with network modelling, summarizes the assessment methodologies and modelling applied in both the Pavement Management System and Unsealed Road Management System and then discusses the key aspects of the recently implemented Maintenance Management System (MMS) to maintain appropriate standards in preserving the road network according to current best practice in southern Africa.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Best practices
KW  - Highway maintenance
KW  - Maintenance management
KW  - Namibia
KW  - Pavement management systems
KW  - Pavement preservation
UR  - https://trid.trb.org/view/1136340
ER  - 

TY  - CONF
AN  - 01367432
AU  - MacLeod, Donaldson R
AU  - Uchwat, Chris
AU  - Pontificia Universidad Catolica de Chile
TI  - Applications of Markov Chain Modelling to Pavement and Bituminous Surface Treatment Performance in Northern Canada
SN  - 9789561412309
PY  - 2011
SP  - 11p
AB  - Markov Models can be used for modelling pavement performance behaviour. The advantages of Markov Models are that they can be calculated with a minimum of two years of data unlike regression models which require data over a period of years to predict trends. Markov modelling is based on the change of a pavement from a given condition to another condition over a year period. As long as there are pavements in a variety of states the progression model can be developed independently of age. In addition Markov Models allow the use of expert opinion or a Bayesian approach in the development of performance curves. This paper looks at the development and accuracy of performance models for pavements and Bituminous Surface Treatments (BSTs) in a remote area where there were no available performance models. The initial models were based on two years of data from 1990. The initial models are compared with the actual performance of the pavements. In addition, the Markov models have been recalculated with nominal 5, 10, 15 and 20 years of data and the models are compared to the original model and actual performance over time. The analysis of the comparative data indicates that in most instances the Markov models underestimated pavement performance.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Markov chains
KW  - Mathematical models
KW  - Northern Canada
KW  - Pavement performance
KW  - Surface treating
UR  - https://trid.trb.org/view/1136345
ER  - 

TY  - CONF
AN  - 01367431
AU  - Rada, Gonzalo
AU  - Nazarian, Soheil
AU  - Daleiden, Jerry
AU  - Yu, Tom
AU  - Pontificia Universidad Catolica de Chile
TI  - Moving Pavement Deflection Testing Devices: State-of-the-Technology and Best Uses
SN  - 9789561412309
PY  - 2011
SP  - 14p
AB  - Pavement management systems (PMS) have historically relied on distress (e.g., cracking, and rutting) and roughness (e.g., International Roughness Index or IRI) as key pavement performance indicators in the decisions-making process. Both are important indicators that merit emphasis within the PMS process, but they are not the only ones. Structural adequacy, for example, is another important pavement performance indicator that is critical to making rational pavement rehabilitation decisions. And indeed, more and more highway agencies in the USA are incorporating deflection testing as part of their routine PMS activities. Deflection testing for the structural evaluation of pavements has been around for decades. Falling Weight Deflectometers (FWDs) represent the state-of-the-practice in pavement deflection testing; however, FWD testing is a stop-and-go operation that requires lane closures (hence can cause traffic disruptions and create a safety hazard) and that has limited production rates. To overcome these shortcomings, a number of organizations have developed moving pavement deflection testing devices. Recognizing the potential benefits of these devices, the Federal Highway Administration commissioned Fugro Consultants, Inc., to undertake a study to determine whether the current devices can be put to good practical use and, if so, how best to utilize the devices. This paper presents the results of the study. Highlights from a state-of-the-technology review into moving pavement deflection measurements are presented; three devices were identified as viable. Findings and conclusions from a technology assessment of the three viable devices are also presented, including the best uses for these devices.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Decision making
KW  - Deflection tests
KW  - Deflectometers
KW  - Pavement management systems
KW  - Rehabilitation (Maintenance)
KW  - Rolling dynamic deflectometers
KW  - Rolling wheel deflectometers
KW  - Structural analysis
KW  - Technology assessment
UR  - https://trid.trb.org/view/1136329
ER  - 

TY  - CONF
AN  - 01367430
AU  - Schlotjes, Megan R
AU  - Henning, Theunis F P
AU  - Burrow, Michael P N
AU  - Pontificia Universidad Catolica de Chile
TI  - Improved Network Understanding - A Diagnostic Approach to the Risk of Pavement Failure
SN  - 9789561412309
PY  - 2011
SP  - 16p
AB  - Low volume roads, consisting of thin flexible pavements, normally form the majority of road networks for many countries, as they provide access to rural areas. The performance of such pavements in any road network may vary significantly, despite the fact that they may have been designed to carry identical traffic under the same environmental conditions. Managing road assets relies on the predicted performance of pavements and typical routine maintenance, along with the periodic maintenance costs associated with the life-cycle of pavements. However, there is an “unknown” risk of failure associated with any pavement due to the variability in design, materials, traffic loading and environmental conditions. This variation can result in unexpected and sudden pavement failures, which presents elements of uncertainty to asset managers and complicates the planning of maintenance. To address this, research is being carried out to develop a risk model that will assist road agencies in better managing their pavement assets. This paper describes how a comprehensive understanding of the causes of unexpected and sudden failures is fundamental to the development of the model. This paper also discusses how such understanding can be incorporated in the decision making process and demonstrates the validity of the approach using long-term pavement performance data from New Zealand.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asset management
KW  - Flexible pavements
KW  - Low volume roads
KW  - Maintenance management
KW  - New Zealand
KW  - Pavement performance
KW  - Risk management
UR  - https://trid.trb.org/view/1136385
ER  - 

TY  - CONF
AN  - 01367429
AU  - Smith, Roger E
AU  - Tan, Sui
AU  - Albitres, Carlos M Chang
AU  - Pontificia Universidad Catolica de Chile
TI  - Distress Data Collection Quality Management in a Regional Agency
SN  - 9789561412309
PY  - 2011
SP  - 11p
AB  - The Metropolitan Transportation Commission (MTC) of the San Francisco Bay Area has supported the StreetSaver © pavement management program for local agencies for more than twenty years. For more than twelve years, MTC has administered the Pavement Management Technical Assistance Program (P-TAP) to provide Bay Area jurisdictions assistance in implementing and continuous operation of their pavement management programs. MTC selects consultants that will assist the local agencies and manages the contracts. Most of these contracts include collecting network-level pavement condition data, entering that data into the local agencies’ databases in the MTC StreetSaver © software, and calculating the pavement condition index (PCI) values. To ensure that the data collected through the data collection contracts provide the accuracy, precision, and resolution needed for network level analysis, MTC has begun a staged implementation of an improved pavement distress data quality management plan. The first phase was prequalification of potential data collection contractors during 2009 and 2010. A number of lessons were learned in this process, and they will be used to improve future prequalification efforts. To ensure that the data collected during the network-level distress data collection is reasonably accurate at the desired resolution and precision, other components of a data quality management plan are needed including a quality control plan prepared and executed by each data collection contractor and a data acceptance plan executed by MTC. The elements needed for those components have been formulated and are currently under consideration for adoption by MTC. Recommendations for other agencies interested in similar prequalification efforts are provided based on experience gained.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Data collection
KW  - Data quality
KW  - Metropolitan Transportation Commission (California)
KW  - Pavement distress
KW  - Pavement management systems
KW  - Quality control
KW  - San Francisco Bay Area
UR  - https://trid.trb.org/view/1136383
ER  - 

TY  - CONF
AN  - 01367428
AU  - Ningyuan, Li
AU  - Kazmierowski, Tom
AU  - Koo, Apple
AU  - Pontificia Universidad Catolica de Chile
TI  - Key Pavement Performance Indicators and Prediction Models Applied in a Canadian PMS
SN  - 9789561412309
PY  - 2011
SP  - 13p
AB  - One of the key functions required for a pavement management system (PMS) is its ability to evaluate and predict future pavement conditions within an analysis period. This evaluation involves the use of pavement performance indicators and performance prediction models. While performance indicators deal with evaluation of pavement structural and functional performance from different perspectives of road serviceability level, performance prediction models are used to relate future pavement conditions with its current condition in conjunction with a number of influential factors such as age, traffic, and pavement structural and environmental conditions. This paper presents the performance indicators and their prediction models used in the Ministry of Transportation of Ontario’s PMS (MTO PMS). This paper covers the main issues related to pavement evaluation indicators and pavement condition prediction models, with the emphasis on examination of the general properties of the individual indicators such as sensitivity, rationality, economy and practicality. A list of pavement condition evaluation indicators used in MTO PMS for measuring and predicting pavement performance are analyzed by road functional class, pavement structure and surface type. The main tasks involve reviewing the historic pavement performance data observed from Ontario’s provincial highway network over the past 25 years, and verifying individual pavement deterioration trends as compared to the outputs from the prediction models used in the system. The main findings and conclusions include 1) the impacts of using alternative pavement performance indicators on pavement condition assessment, 2) sensitivity of changing performance trigger levels on pavement performance distribution and investment planning, 3) and the needs for improvement in the existing performance prediction models used in the MTO PMS.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Deterioration
KW  - Mathematical models
KW  - Ontario (Province)
KW  - Pavement management systems
KW  - Pavement performance
KW  - Performance indicators
UR  - https://trid.trb.org/view/1136386
ER  - 

TY  - CONF
AN  - 01367427
AU  - Owalabi, Adebayo
AU  - Abiola, O S
AU  - Pontificia Universidad Catolica de Chile
TI  - Development of Priority Index Assessment Model for Road Pavements in Nigeria
SN  - 9789561412309
PY  - 2011
SP  - 11p
AB  - Against the background that regular maintenance is necessary to preserve highway investments and reduce users' cost and cost of goods and services, this paper presents the results of research aimed at developing a priority assessment index for a pavement management system (PMS) in Nigeria using artificial neural network (ANN) and linear regression. As a key component of PMS, priority assessment index plays a crucial role where forecast results provide a basis for prioritizing highway pavement maintenance. Comprehensive investigations were carried out on the expressway linking Lagos (the economic nerve of Nigeria) with Ibadan (the largest city in West Africa) - apparently one of the most heavily trafficked roads in the country. Data relating to traffic characteristics, pavement condition ratings, distress types, pavement thickness and roughness index were collected. Of these variables, only three were found to be statistically significant, namely: traffic volume, pavement condition score and roughness index. These variables were combined into a convenient scale to get a single priority assessment index. The R-squared values of 0.95 and 0.98 show that both ANN model and linear regression can be used satisfactorily to prioritize highway pavement maintenance. The results of this research will provide a method of effectively managing road pavements in Nigeria and other developing countries of the world with similar climatic, soil and traffic conditions.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Condition surveys
KW  - Developing countries
KW  - Linear regression analysis
KW  - Neural networks
KW  - Nigeria
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Roughness
KW  - Strategic planning
KW  - Traffic volume
UR  - https://trid.trb.org/view/1136330
ER  - 

TY  - CONF
AN  - 01367426
AU  - Hudson, W Ronald
AU  - Haas, Ralph
AU  - Pontificia Universidad Catolica de Chile
TI  - Progress Assessment of PMS
SN  - 9789561412309
PY  - 2011
SP  - 21p
AB  - The Pavement Management System (PMS) was conceived in 1967 and born in the 1970s. This paper traces those birth years and the teenage years of development from 1967 to 1987. It then compares progress from 1987 to date, with developments that were predicted at the International Conference in 1987. The successful development of PMS is very much entwined with the series of International Conference on Managing Pavement Assets (ICMPA) conferences and this Eighth Conference should continue that advancement. The paper presents that vision.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Conferences
KW  - History
KW  - Pavement management systems
UR  - https://trid.trb.org/view/1136344
ER  - 

TY  - CONF
AN  - 01367425
AU  - Tekie, Sophia
AU  - Pontificia Universidad Catolica de Chile
TI  - Example of Good Practice of Asset Management System for a Developing Country Nambia Experience
SN  - 9789561412309
PY  - 2011
SP  - 11p
AB  - The Namibian Road Management System (RMS) has been in existence since the late 1980s. The achievement of the Namibian System can be used as a model not only for Africa but for the international community. The unique way it was developed and is functioning at the moment will be shared in this paper. A Road Management System (RMS) is becoming more and more critical for the management of the road network all over the world. Africa and especially Namibia is challenged by the loss of experienced field personnel, and without a scientific and an objective system to assist the engineers to manage the road network, the management of the road network is becoming a nightmare. Namibia went through a major road sector reform from 1995 - 2000 funded partly by Sida (Swedish International Development Cooperation Agency) and partly by the Government of Namibia. This restructuring process of the Ministry of Works, Transport and Communications (MWTC), especially the Department of Transport (DOT), brought about three new entities, the Roads Authority (RA), the Road Fund Administration (RFA) and the Roads Contractor Company (RCC). The task of the RA is to manage the road network, the RFA is to fund the Roads Authority and local authorities from dedicated funds from the Road User Charges (RUC), and the RCC is to do the physical work of the road maintenance, upgrading, rehabilitation and construction (added in recent years). The RMS was included in the Roads Authority Act (17 of 1999) and it therefore plays a very important role. This paper will look at how exactly the RMS of Namibia was developed in the context of the Road Sector Reform, and will show how it is being used in contributing to the management of the national road network. In addition, it also touches on some experiences gained from the World Bank programme HDM-4 on the strategic output and the integration of the model with the RMS. It will also look at some of the latest output that shows the status of the Namibian road network and how it is contributing to make good strategic decisions which impacts on the economy of the country. There are many lessons learned since the development of the Namibian System which will be shared. The only two African countries with an integrated and matured RMS are South Africa and Namibia, and it is hoped that this can be used as a model or as a good example for a developing country. Namibia is a big country with very low volume of traffic, and has very good roads and infrastructure. Namibia has been in the forefront when it comes to Asset/Road Management System. Since not so many developing countries have a workable system, it was thought to share these experiences so that other countries can learn from similar set ups.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asset management
KW  - Developing countries
KW  - Highway Development and Management Tool (HDM-4)
KW  - Namibia
KW  - Pavement management systems
UR  - https://trid.trb.org/view/1136326
ER  - 

TY  - CONF
AN  - 01367424
AU  - Ningyuan, Li
AU  - Rockburn, Marc
AU  - Myers, Duane
AU  - Pontificia Universidad Catolica de Chile
TI  - Application of Pavement Management Tools in the Process of Constrained Regional Investment Plans – Ontario Practice
SN  - 9789561412309
PY  - 2011
SP  - 12p
AB  - This paper presents the ongoing development of Constrained Regional Investment Plans (CRIPs) over a period of 25 years for pavement preservation through application of the Ministry’s Second Generation Pavement Management System (MTO PMS2). This project was initiated by the Ministry of Transportation of Ontario (MTO) in March 2010 as part of the Ministry’s long-term highway network asset management. A series of investment and performance evaluation analysis scenarios is conducted through MTO PMS2 applications, including predictions of road network performance trends given budget constraints, and determining the funding needed to achieve long-term pavement performance targets for individual regional and provincial highway networks. The requirements for developing CRIPs and the existing pavement management capabilities are described by presenting an example of the application of the MTO PMS2 to planning for regional highway performance targets and funding levels at network level. The paper concludes with main findings and recommendations for rationalizing pavement performance measures and investments for individual regional road networks, and discussions on technical issues and challenges relating to pavement preservation strategies.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asset management
KW  - Investments
KW  - Ontario (Province)
KW  - Pavement management systems
KW  - Pavement performance
KW  - Pavement preservation
KW  - Performance measurement
KW  - Strategic planning
UR  - https://trid.trb.org/view/1136325
ER  - 

TY  - CONF
AN  - 01367423
AU  - Manion, Michael
AU  - Foster, Glenn
AU  - Parsons, Richard
AU  - Jooste, Fritz
AU  - Pontificia Universidad Catolica de Chile
TI  - A Systems Approach to the Management of Skid Resistance Deficiencies on a Road Network
SN  - 9789561412309
PY  - 2011
SP  - 15p
AB  - This paper describes the development and use of a new tool that provides an improved approach to the assessment and treatment of sites with insufficient skid resistance in New Zealand. This work has been carried out initially in the Performance Specified Maintenance Contract (PSMC) environment where the contractor must take full accountability for meeting a range of pavement parameters, including skid resistance. Typically, the inspection of skid deficient sites is undertaken by experienced road engineers, who decide what type of action is needed to address skid resistance deficiencies on the network. However, that approach, based on site inspections alone, can lead to significant oversights and errors in the assignment of treatments to skid deficient sites. To address this problem, a new approach was developed which synthesizes historic skid resistance trends, accident data and pre-scheduled works. Using this integrated approach in conjunction with site inspections, the pavements engineer can make a more informed and holistic assessment of the site deterioration trends, likelihood of accidents and cost of intervention. The approach outlined in this paper has been implemented on several road networks with significant gains in inspection process efficiency and consistency of assigned interventions. The paper outlines the background to the methodology, putting specific emphasis on the PSMC context and the need for innovation. The key motivators behind the system are described and a detailed description of the methodology, with example outputs, is presented.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Costs
KW  - Crash data
KW  - Inspection
KW  - Maintenance management
KW  - New Zealand
KW  - Pavement management systems
KW  - Performance based maintenance contracting
KW  - Skid resistance
UR  - https://trid.trb.org/view/1136333
ER  - 

TY  - CONF
AN  - 01367422
AU  - Tomiyama, Kazuya
AU  - Kawamura, Akira
AU  - Nakajima, Shigenori
AU  - Ishida, Tateki
AU  - Jomoto, Masakazu
AU  - Pontificia Universidad Catolica de Chile
TI  - A Mobile Data Collection System Using Accelerometers for Pavement Maintenance and Rehabilitation
SN  - 9789561412309
PY  - 2011
SP  - 11p
AB  - Nowadays many local governments require a proper method for monitoring the roughness of their pavements. To predict roughness conditions reliably, an objective and repeatable surface profile data collection system must be used. However, most local governments are frequently monitoring and determining pavement conditions through visual inspections. This study introduces a new mobile profiling system for more effective data collection and real-time monitoring of pavement roughness. The new system uses two accelerometers mounted on any passenger or commercial vehicle to measure surface profile based on the mechanical reproduction of a quarter-car model. According to the validation experiment, profiles measured by the new system closely agree with the measurements of manual surveys using the rod-and-level and a low-speed profiler. A power spectral analysis also verifies the accuracy of the system in terms of the spatial characteristic of the profile amplitude. Unlike conventional response-type profiling systems, the new system can directly compute the roughness scale called International Roughness Index (IRI) based on the measured profile. The computed IRI values for an interval of 200-m of the new system are accurate to within 10 percent as compared with that of the manual survey. For more advanced pavement monitoring approaches, the new system is adequate to provide information of localized roughness based on continuous IRI reports on arbitrary base lengths. Against the traditional pavement monitoring approaches based either on visual inspections or on laser profilers, the new system contributes to valid, quantitative, and economical profiling activities of road roughness.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Accelerometers
KW  - Data collection
KW  - International Roughness Index
KW  - Pavement maintenance
KW  - Quarter car model
KW  - Rehabilitation (Maintenance)
KW  - Roughness
UR  - https://trid.trb.org/view/1136339
ER  - 

TY  - CONF
AN  - 01367421
AU  - Zimmerman, Kathryn
AU  - Pontificia Universidad Catolica de Chile
TI  - What Have We Learned and Where Are We Going?
SN  - 9789561412309
PY  - 2011
SP  - 14p
AB  - In recent years, the Federal Highway Administration (FHWA) has led several initiatives to promote the use of pavement management activities within state highway agencies. For instance, the FHWA sponsored a series of peer exchanges in which pavement management practitioners were invited to participate in 2-day workshops designed to review current practices, to identify issues that prevent pavement management from being fully utilized, and to exchange ideas for addressing common problems. More recently, the FHWA has sponsored a series of workshops as part of the development of a Pavement Management Roadmap in which practitioners identified research, development, and technology transfer needs for the next 10 years. The results of these activities provide important information about pavement management and its role in supporting decisions in transportation agencies. For instance, many practitioners expressed the need for training and summaries of best practice to provide strategies for adapting pavement management to new materials and design strategies, changes in data collection technology, and data integration issues. In addition, they expressed the need for improved methods of communicating with stakeholders so they can compete for resources effectively. These and other observations from recent activities emphasize the need for practitioners to be more proactive in facing agency issues, to cross-train personnel to develop the range of skills required, and to become more flexible to adapt to and keep up with changing needs. This paper identifies the lessons learned from the workshops and provides recommendations for pavement management practitioners that will enable them to successfully prepare for the changing operational environment.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Best practices
KW  - Communication
KW  - Decision making
KW  - Lessons learned
KW  - Pavement management systems
KW  - Stakeholders
KW  - Training
KW  - U.S. Federal Highway Administration
KW  - Workshops
UR  - https://trid.trb.org/view/1136327
ER  - 

TY  - CONF
AN  - 01367420
AU  - Erlingsson, Sigurdur
AU  - Pontificia Universidad Catolica de Chile
TI  - Mechanistic Rutting Performance Modelling of Pavement Structures
SN  - 9789561412309
PY  - 2011
SP  - 9p
AB  - One of the critical elements in any pavement asset management system is linked to a realistic life cycle assessment modelling of the pavement structure. A new mechanistic-empirical (M-E) approach has been developed to investigate the applicability of such a method to predict the structural degradation of road structures as a function of time with the aim that it could be one of the backbones in a new pavement asset management system. The method has been used here to calculate the degradation of an arterial road in Southern Sweden and thereafter compared with measurements from the Swedish long term pavement performance (LTPP) database. The arterial road had reached the critical 15 mm rut after 18 years in operation. The M-E approach used was a two-step procedure where the response of the structure was calculated mechanistically and thereafter the performance predicted empirically based on scaling of laboratory test results. The analysis shows that the rutting development can be simulated adequately although the calculations show slower rate than the measurements towards the end of the simulated period.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Arterial highways
KW  - Mechanistic-empirical evaluation
KW  - Pavement management systems
KW  - Pavement performance
KW  - Rutting
KW  - Sweden
UR  - https://trid.trb.org/view/1136380
ER  - 

TY  - CONF
AN  - 01367419
AU  - Hudson, W Ronald
AU  - Rada, Gonzalo R
AU  - Martin, Tim
AU  - Pontificia Universidad Catolica de Chile
TI  - Balancing Pavement Management, Software Requirements, and Data Collection Details
SN  - 9789561412309
PY  - 2011
SP  - 16p
AB  - To optimize the life-cycle cost (LCC) of providing adequate pavement performance, good pavement management (PM) software and good data describing the pavement structure, behavior, condition, and performance are required. Advances have been made in the last decade, but agencies have not always been able to balance the cost and effort associated with these two phases. Modern PM software can produce detailed results predicting performance, developing rehabilitation programs and optimizing LCC, but such answers are only valid if pavement data used with the software are timely, accurate and economical to collect, process and store. The modern PMS is capable of subdividing networks into a large number of sections for consideration and recombining those into PM action (management) sections. Historical data collection is not always done in a way that allows data to be subdivided to properly define unique subsections. Modern data collection equipment, including deflection testing and ground penetrating radar, to evaluate in-place structure (usually at the project level), high-speed measurements of rutting and roughness to predict performance, and sophisticated condition data collection are now available in more economical and effective ways. This paper addresses these issues and discusses the interaction between good PMS software, quality data collection, and data aggregation and sectioning. Significant efforts are being made to improve these three parts of the process, but proper efforts are not always made to balance the cost between the efforts to insure that appropriate data are collected and realistic software is provided to analyze and use the data for better management decisions.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Data aggregation
KW  - Data collection
KW  - Data quality
KW  - Life cycle costing
KW  - Pavement management systems
KW  - Software
UR  - https://trid.trb.org/view/1136342
ER  - 

TY  - CONF
AN  - 01367418
AU  - Tighe, Susan L
AU  - McLeod, Norman W
AU  - Juhasz, Marta
AU  - Pontificia Universidad Catolica de Chile
TI  - Development of the New 2011 Canadian Pavement Asset Design and Management Guide: A Brief Summary of Canadian State-of-the-Practice
SN  - 9789561412309
PY  - 2011
SP  - 16p
AB  - The development of the new 2011 Transportation Association of Canada (TAC) Pavement Asset Design and Management Guide (PADMG) began in September 2009. The project is a pooled fund study being sponsored by over twenty Canadian public agencies including all ten provincial Canadian Departments of Transportation, several major Canadian cities, several industry associations and the federal government. The effort is being lead by a Canadian consortium team composed of consultants and academics from across Canada. The consortium team is composed of a diverse group of practitioners who have experience across Canada in the various areas of expertise pertinent to this guide. The new 2011 PADMG will be an up-to-date, practical consolidation of Canadian pavement design and management practice for practicing engineers, managers and technicians. It will also be a valuable resource for college and university courses both in Canada and elsewhere. The guide will highlight key industry issues such as sustainability, climate change, and new innovations. The paper first provides a summary of findings from a stakeholder survey to determine current state-of-the-practice in Canada. Information collected in this survey covers the major practices areas in pavement design and management. There will be 15 chapters in the new guide ranging from discussions on the principles of asset management, to data requirements, sustainability, maintenance, materials, low and high volume road design and life cycle analysis of pavement designs. The draft 2011 PADMG has been submitted and the project will be completed by September 2011.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asset management
KW  - Canada
KW  - Pavement Asset Design and Management Guide
KW  - Pavement management systems
KW  - State of the practice
UR  - https://trid.trb.org/view/1136341
ER  - 

TY  - CONF
AN  - 01367417
AU  - Romell, Theresa
AU  - Tan, Sui G
AU  - Pontificia Universidad Catolica de Chile
TI  - Performance-Based Accountability Using a Pavement Management System
SN  - 9789561412309
PY  - 2011
SP  - 12p
AB  - Since 1984, the Metropolitan Transportation Commission (MTC), the San Francisco Bay Area regional planning organization (MPO), has promoted pavement preservation principles. As most transportation professionals now know, it costs far less to keep roads in good condition through pavement preservation than it costs to allow the roadways to deteriorate to a point where major rehabilitation or reconstruction is required. Conversely, a “worst first” strategy prioritizes major rehabilitation or reconstruction and is reactive instead of proactive. Recently, MTC’s efforts to encourage preservation strategies have begun to pay dividends and jurisdictions have shifted away from “worst first” strategies. As a steward of federal funds, MTC is accountable for how funds made available for local street and road maintenance are spent. The maintenance of effort that was once required of local agencies is almost non-existent now. So how can regional agencies ensure that state and federal discretionary funds are being used to augment maintenance budgets instead of just supplanting existing funds? With the help of local jurisdictions and the pavement management software -- StreetSaver®, MTC was able to develop a regional funding policy that conditions funding not just on need, but on performance. The policy rewards jurisdictions for their efforts in the area of pavement preservation. This paper will describe how MTC has effectively moved toward performance-based accountability in the allocation of federal funds for street and road maintenance. The process that led up to the development of the funding policy including the setting of guiding principles, implementation challenges and lessons learned, will be discussed.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Accountability
KW  - Financing
KW  - Fund allocations
KW  - Highway maintenance
KW  - Metropolitan Transportation Commission (California)
KW  - Pavement management systems
KW  - Pavement preservation
KW  - Performance based management
KW  - Policy
UR  - https://trid.trb.org/view/1136336
ER  - 

TY  - CONF
AN  - 01367416
AU  - Pierce, Linda M
AU  - Zimmerman, Kathryn A
AU  - Saadatmand, Nastaran
AU  - Pontificia Universidad Catolica de Chile
TI  - Use of Pavement Management Data for Calibration of the Mechanistic-Empirical Pavement Design Guide
SN  - 9789561412309
PY  - 2011
SP  - 13p
AB  - Implementation of the Mechanistic-Empirical Pavement Design Guide (MEPDG) is expected to improve the efficiency of pavement designs and enhance the abilities of highway agencies to predict pavement performance, which will thereby improve their ability to assess maintenance and rehabilitation needs over the life of the pavement structure. Before the MEPDG can be fully implemented, verification and if necessary, calibration using actual pavement design input and response data to ensure its validity and accuracy to local conditions is needed. The MEPDG has been nationally calibrated using data contained within the Long-Term Pavement Program (LTPP) database. Although the LTPP database represents a valuable resource, the enormous variability between the states in terms of geography, climatic conditions, construction materials, construction practices, traffic compositions and volumes, and numerous other pavement design variables make it desirable to calibrate the MEPDG at the local level using local field performance data. Collection of data needed to support the local calibration effort is expensive, time consuming, and resource intensive, but significant savings could be realized by highway agencies if existing pavement management system data could be used for MEPDG performance prediction model calibration. This paper will discuss the development of a framework for using existing pavement management data to calibrate the MEPDG performance models. The framework identifies the data collection and storage requirements for using data contained within a highway agencies pavement management system. The feasibility of the framework will be demonstrated using actual data from a highway agencies pavement management system.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Calibration
KW  - Local data
KW  - Mathematical models
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement management systems
KW  - Pavement performance
UR  - https://trid.trb.org/view/1136348
ER  - 

TY  - CONF
AN  - 01367415
AU  - Getchell, Chip
AU  - Emidy, Anne
AU  - Zavitski, Jeffrey L
AU  - Pontificia Universidad Catolica de Chile
TI  - Implementing Performance Based Budgeting Within the State of Maine Pavement Management System
SN  - 9789561412309
PY  - 2011
SP  - 8p
AB  - The State of Maine Department of Transportation (DOT) has been using a computerized Pavement Management System since 1990 primarily focusing on a condition based life-cycle cost model for pavement preservation and rehabilitation planning. Recognizing that the current tough economic climate might persist for the foreseeable future, Maine DOT leadership set out to develop a more effective resource allocation model for the highway network assets based upon performance classifications and minimum standards for network condition. In 2010, Maine DOT began enhancing the pavement management system to account for the new key performance indexes required by the DOT to implement the new resource allocation model. This paper briefly introduces the resource allocation model being implemented within the department for asset management along with the background surrounding its adoption. The paper will then focus on the enhancements to the pavement management system to account for the new key performance measures and minimum standards for the network. Finally the paper will conclude with outputs from the enhanced system and the benefits of adopting this approach.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asset management
KW  - Budgeting
KW  - Life cycle costing
KW  - Maine
KW  - Pavement management systems
KW  - Pavement performance
KW  - Pavement preservation
KW  - Resource allocation
UR  - https://trid.trb.org/view/1136382
ER  - 

TY  - CONF
AN  - 01367414
AU  - Dawson, Tyler A
AU  - Baladi, Gilbert Y
AU  - Dean, Christopher M
AU  - Haider, Syed Waqar
AU  - Chatti, Karim
AU  - Pontificia Universidad Catolica de Chile
TI  - Predicting Pavement Treatment Performance from Relationships Between Before- and After-Treatment Trends
SN  - 9789561412309
PY  - 2011
SP  - 16p
AB  - The performance of pavement sections subjected to preservation or rehabilitation treatments depends on several factors including: the pavement type, the pavement cross-section, the before-treatment conditions, the rates of deterioration prior to the treatment, the pre-treatment repairs, the type of treatment applied, and the quality of construction. The study of the before- and after-treatment trends in pavement performance with regard to these factors can be a useful tool in the prediction of pavement performance leading to the selection of optimum treatment type, time, and project boundaries. To maximize the benefits of a pavement action the treatment should improve the condition and/or extend the service life of the pavement. The best way to estimate improvements in the pavement performance is to study the results of comparable treatments previously conducted on similar pavements. The historical time-series pavement condition data could be modeled using the appropriate mathematical functions. The modeled pavement performance could then be studied to determine the improvements in pavement conditions, rates of deterioration, and service life. The continuous study of these relationships to calibrate and improve the models used to predict performance will help improve the selection of optimum pavement treatment type, time, and project boundaries. This paper discusses methodology to study the past performance of pavement treatments in a given highway authority’s network. The type and quantity of data required as well as the analyses methods are presented; leading toward a reliable method for estimating treatment performance and selecting the optimum treatment.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Before and after studies
KW  - Mathematical models
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Pavement preservation
KW  - Rehabilitation (Maintenance)
KW  - Service life
UR  - https://trid.trb.org/view/1136384
ER  - 

TY  - CONF
AN  - 01367170
AU  - Cheng, DingXin
AU  - Tan, Sui
AU  - Hicks, R Gary
AU  - Pontificia Universidad Catolica de Chile
TI  - Optimizing Pavement Preservation into a Pavement Management System
SN  - 9789561412309
PY  - 2011
SP  - 14p
AB  - Pavement preservation is a cost effective way to extend a pavement’s life, improve safety and improve pavement service condition. There are many benefits of adding pavement preservation into a pavement management system (PMS). PMSs can be used to identify pavement preservation needs and help program pavement preservation projects. Pavement preservation increases the effectiveness of a PMS, which can allocate available funding more cost-effectively. This paper primarily provides guidance on how to integrate the pavement preservation components to PMSs at both the project and network levels. This paper also shows that in the network level, a PMS can optimize the allocation of funding between pavement preservation and rehabilitation projects to achieve the highest return with different funding levels. It utilizes the network-wide pavement condition index (PCI) driven method to optimize the network. In addition, it can achieve a multiple objectives multiple criteria optimization for a PMS with pavement preservation components.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Funds allocation
KW  - Optimization
KW  - Pavement Condition Index
KW  - Pavement management systems
KW  - Pavement preservation
KW  - Rehabilitation (Maintenance)
UR  - https://trid.trb.org/view/1135490
ER  - 

TY  - CONF
AN  - 01367169
AU  - Hudson, Stuart W
AU  - Strauss, Karen
AU  - Perrone, Eric
AU  - Pilson, Charles
AU  - Hudson, W Ronald
AU  - Pontificia Universidad Catolica de Chile
TI  - Improving PMS by Simultaneous Integration with MMS
SN  - 9789561412309
PY  - 2011
SP  - 17p
AB  - Pavement management systems (PMSs) have been in use since 1975. Most US states and many of the world’s countries including Chile use PMSs. A Maintenance Management System (MMS) is the set of data and computer tools that make it possible for an agency to track its assets and apply its maintenance funds correctly and effectively for all its assets. Since pavements make up 70 – 80% of the value of typical agencies’ assets, the PMS/MMS interface is critical to good decision making and cost savings. Information must flow both ways between the two systems. For example: 1) maintenance decision trees and models should be integrated into the PMS, and 2) pavement maintenance activities should be accessible to the PMS database or from the MMS interface. In the other direction, life-cycle cost calculations, plans, and program predictions should be fed to the MMS to insure that maintenance work is properly budgeted, scheduled, and accomplished to fulfill the performance predictions covering all activities, including construction, maintenance, rehabilitation and preventative maintenance actions. This paper defines these concepts and gives examples of current application of integration methods under actual conditions. The interface is equally applicable to national level, state level, concessions (PPP), and city level pavement management and maintenance activities. This paper attempts to present the benefits and effects of integrating PMS and MMS within the limitations of paper length. As a result, the details given for PMS and MMS individually must be minimized. The goal is to illustrate for the reader the general benefits of simultaneous integration. The reader should concentrate on that goal while reading rather then get sidetracked by the details or lack thereof provided for each individual system. If need be, the reader can obtain those from the references.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asset management
KW  - Benefits
KW  - Maintenance management
KW  - Pavement management systems
KW  - Systems integration
UR  - https://trid.trb.org/view/1135492
ER  - 

TY  - CONF
AN  - 01367168
AU  - Martin, Tim
AU  - Choummanivong, Lith
AU  - Toole, Tyrone
AU  - Pontificia Universidad Catolica de Chile
TI  - New Pavement Deterioration Models for Sealed Low Volume Roads in Australia
SN  - 9789561412309
PY  - 2011
SP  - 12p
AB  - Long term pavement performance (LTPP) monitoring and accelerated load testing of arterial road deterioration has been ongoing in Australia since 1994 to develop functional and structural road deterioration (RD) mechanistic-empirical deterministic models for sealed unbound granular pavements. In 2001 a study of sealed local road deterioration was commenced that involved monitoring of over 500 sites located across all Australian states and territories for a period of five years. The geographical spread of these sites allowed a wide sampling of climatic and traffic conditions. This study was completed in 2010 and was aimed at developing new local road functional and structural RD models for sealed low volume roads based on the observational data collected by the study. The number of observations at each site was restricted to three over the five year monitoring period due to research funding restrictions; however, when all the observations were pooled together some 1500 observations, covering a range of measured pavement conditions (roughness, rutting and surface deflection), were initially available for model development. RD model development was initially based on the RD model forms used for the longer based observational and experimental study of sealed unbound granular arterial road deterioration. On the basis of a reasonably broad level of sampling, the development of robust functional and structural RD models was expected for the sealed local roads using an RD model form that had sufficient explanatory independent variables. This paper documents the development and outcomes of this work for local sealed roads.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Australia
KW  - Deterioration
KW  - Low volume roads
KW  - Mathematical models
KW  - Pavement performance
KW  - Seal coats
KW  - Unbound granular pavement
UR  - https://trid.trb.org/view/1135959
ER  - 

TY  - CONF
AN  - 01367167
AU  - Dean, Christopher M
AU  - Baladi, Gilbert Y
AU  - Dawson, Tyler A
AU  - Haider, Syed W
AU  - Chatti, Karim
AU  - Pontificia Universidad Catolica de Chile
TI  - The Effects of Sampling on the Identification of Project Boundaries Using the Remaining Service Life Approach
SN  - 9789561412309
PY  - 2011
SP  - 13p
AB  - The effectiveness of the pavement rehabilitation and preservation programs requires the selection of optimum time, space (project boundaries), and treatment type. Such selection is typically based on the pavement condition and its rate of deterioration and structural capacity. The condition data are typically obtained over time and used to calculate the rate of deterioration. The structural capacity, on the other hand, is calculated using nondestructive deflection test data. Some highway authorities (HAs) collect pavement condition data along the entire pavement network (continuous data). Others use sampling technique where the pavement conditions along a short pavement segment (100 to 1000 ft (30.5 to 304.8 m)) are assumed to represent the pavement conditions along longer segments such as one or more miles (1.6 or more kilometers). In this study, which is sponsored by the Federal Highway Administration (FHWA), continuous pavement distress data were obtained from four State Highway Agencies (SHAs). The four agencies log the pavement condition data for each 0.1 mile (161 m) segment of the entire pavement network. The data were used to calculate the remaining service life (RSL) values of each 0.1 mile (161 m) pavement segment. The calculated RSL values were then used to simulate various sample sizes. Since many HAs use 10 percent sample size or less, this paper focuses on the effects of 10 percent sample size on the selection of uniform sections or project boundaries. The effects of larger sample sizes on pavement management decisions are presented elsewhere (larger sample size reduces the sampling error).
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Condition data
KW  - Deterioration
KW  - Pavement conditions
KW  - Pavement distress
KW  - Pavement preservation
KW  - Rehabilitation (Maintenance)
KW  - Sampling
KW  - Service life
UR  - https://trid.trb.org/view/1135961
ER  - 

TY  - CONF
AN  - 01367166
AU  - Parkman, Chris
AU  - Bennett, Christopher R
AU  - Pontificia Universidad Catolica de Chile
TI  - The Seven Deadly Sins of Pavement Management
SN  - 9789561412309
PY  - 2011
SP  - 11p
AB  - Computer based pavement management systems (PMS) have been implemented by many road agencies to assist with developing long term works programmes and predicting future network conditions. The success of such systems in achieving their stated aim has varied: reports after initial implementation are often positive, but the long term success is less well reported and often varied and mixed. Typically, in the long term, a gap develops between the expectations of ‘practitioners’ and senior managers in road agencies, and the objectives and work of the technical specialists responsible for managing the PMS. The paper identifies key issues which affect the long term success of PMS implementation. The reflections are based on the authors’ experience in both the developed and developing world and draw on real examples and case studies. The paper concludes with recommendations as to how road agencies should manage PMS use and suggests approaches which maximise the potential for successful PMS uptake. A number of areas are explored including: issues around understanding outputs from PMS systems; the level of effort, resource and investment required for the use of a PMS; the relevance of PMS decisions to the overall budgeting outcome; the level of effort into data collection for PMS analyses; and the overall business context. The main principle that is established is that managers of PMS initiatives need to strive constantly to ensure that focus remains on the broad context and culture of the road administration, and that all work must be directed to this broader focus.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Administration
KW  - Budgeting
KW  - Case studies
KW  - Data collection
KW  - Implementation
KW  - Pavement management systems
UR  - https://trid.trb.org/view/1135957
ER  - 

TY  - CONF
AN  - 01367165
AU  - Goyat, Yann
AU  - Lepert, Philippe
AU  - Pontificia Universidad Catolica de Chile
TI  - A Monte Carlo Markov Chain Method to Model Pavement Distress Deterioration
SN  - 9789561412309
PY  - 2011
SP  - 9p
AB  - This paper investigates a new statistical approach to identify the road distress propagation models and their explanatory variables. It applies a two-phase Monte Carlo Markov Chain (MCMC) method, which was previously developed for image processing and vehicles trajectory modeling. In the first phase, a specific equation is selected to model the distress propagation (sigmoid, exponential). This equation is governed by a set of internal and external (explanatory variables) parameters. Some initial realistic values are allocated to these parameters by a standard regression. In the second phase, the MCMC method itself is applied in an iterative approach. It is assumed that the probability distribution of each parameter is known. Each iteration starts with the substitution of the value of one of the parameters with another value generated by a random process exploiting the distribution of this parameter. A new model is thus built and compared to the former one, using the Metropolis-Hasting criteria. An “acceptance ratio” is calculated for the new model, which is equal to the weight of this model, divided by the weight of the previous one, multiplied by a coefficient which depends on the random distribution curve. The weight of a model is the mean quadratic distance between the distress real observations and the model predictions. The new equation belongs to the chain if the acceptance ratio is higher than 1. Else, a bigger ratio yields a bigger probability to keep it in the chain. As a first assessment, this method was tested and compared to other methods on simulated data, and then the results were confirmed on real data.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asset management
KW  - Deterioration
KW  - Equations
KW  - Markov chains
KW  - Mathematical models
KW  - Monte Carlo method
KW  - Pavement distress
UR  - https://trid.trb.org/view/1135484
ER  - 

TY  - CONF
AN  - 01367164
AU  - Chatti, Karim
AU  - Haider, Syed Waqar
AU  - Baladi, Gilbert Y
AU  - Pontificia Universidad Catolica de Chile
TI  - Long-Term Pavement Performance Effectiveness of Flexible Pavement Rehabilitation Treatments Using Markov Chain Algorithm
SN  - 9789561412309
PY  - 2011
SP  - 12p
AB  - In the long-term pavement performance (LTPP) study, the SPS-5 experiment was designed to assess the performance of different flexible pavement rehabilitation treatments, relative to the performance of untreated control sections. The experiment consists of a control section and two- inch and five-inch overlays, with virgin or recycled asphalt concrete mixes, and with or without pre-overlay milling. There is a need to re-evaluate the results of the field experiment as more performance data become available. This paper treats the SPS-5 sections as a network and uses Markov chain algorithm (MCA) to evaluate the effectiveness of rehabilitation treatments at the network level. For each treatment, the transition matrices were determined from the observed time series performance data for ride quality, fatigue cracking, and rutting. The advantages of using MCA includes the ability to dynamically model pavement deterioration and improvement at the same time, evaluate the impact of initial pavement conditions on the short- and long-term performance, and compare the relative pavement performance of different maintenance or rehabilitation treatments. The results show that different rehabilitation treatments have varying degrees of effectiveness depending on the distress type. For example, thick overlays are more effective in the long-term for improving the International Roughness Index (IRI) and cracking while thin overlays seem to be a better choice in case of rutting. Generally, pavement sections with recycled asphalt concrete showed higher potential for cracking when compared with pavements with virgin asphalt concrete mixes. Pre-overlay repairs were found to have noticeable impact on the effectiveness of the thin overlays, especially for cracking.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Bituminous overlays
KW  - Flexible pavements
KW  - Long-Term Pavement Performance Program
KW  - Markov chains
KW  - Mathematical models
KW  - Pavement distress
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
KW  - Thickness
UR  - https://trid.trb.org/view/1135487
ER  - 

TY  - CONF
AN  - 01367163
AU  - Baladi, Gilbert Y
AU  - Dawson, Tyler A
AU  - Dean, Christopher M
AU  - Haider, Syed Waqar
AU  - Chatti, Karim
AU  - Pontificia Universidad Catolica de Chile
TI  - Procedures for Integrating Pavement Distress and Other Data Elements to Maximize the Benefits of Pavement Management
SN  - 9789561412309
PY  - 2011
SP  - 20p
AB  - Currently, the majority of the highway authorities in developed and developing countries have most, if not all, the data elements required for a fully integrated and comprehensive pavement management system or transportation asset management system. However, the data are scattered in various formats of electronic and paper files. Integrating the data would ease the difficulty of data mining and hence, improve the efficiency and maximize the benefits of pavement management. In a study sponsored by the Federal Highway Administration (FHWA) of the United States Department of Transportation, guidelines to integrate pavement design, material, costs, pavement conditions, and construction information were developed. The guidelines are divided into two categories; the first category addresses the sets of pavement data that are required for full integration and for maximizing the benefits from the pavement management system. The second category addresses the steps that need to be taken to achieve data integration. These steps are divided into four areas: data availability and data needs, common location reference system, technical capability of the highway agency, and continuing education. The two categories and the four areas are presented and discussed in this paper. The paper stresses that data integration could be started before the optimum set of data is collected or made accessible. Further, the paper shows that data integration is an on-going learning process that could be improved as more data become available or as more data are integrated into the database.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Data integration
KW  - Guidelines
KW  - Pavement data
KW  - Pavement distress
KW  - Pavement management systems
UR  - https://trid.trb.org/view/1135960
ER  - 

TY  - CONF
AN  - 01367162
AU  - Streimikiene, Dalia
AU  - Mikalauskiene, Asta
AU  - Pontificia Universidad Catolica de Chile
TI  - Decision Making Based on Comparative Assessment of Transport Technologies
SN  - 9789561412309
PY  - 2011
SP  - 10p
AB  - The aim of the paper is to assess energy technologies in the transport sector based on future carbon price development and to indicate the most competitive transport technologies taking into account international post-Kyoto climate change mitigation policies impact. The main tasks of the paper are: to develop the framework for comparative assessment of energy technologies in transport based on future carbon prices imposed on the economy by international post-Kyoto climate change mitigation regimes. The assessment framework allows comparing transport technologies in terms of their environmental and economic impacts and facilitates the decision making process in the transport sector. The main indicators selected for technologies assessment are: private costs and external costs of greenhouse gas (GHG) emissions. The ranking of transport technologies based on total social costs allows one to identify the most prospective technologies in the future taking into account international climate change mitigation constraints and to promote these technologies by policy tools including subsidies for research and development in this field. However the extent, capacity, and quality of road infrastructure affects the overall level of transportation activity, which in turn affects how much energy is consumed by vehicles and the amount of GHG emitted. The paper presents the impact of transportation infrastructure on GHG emissions from road vehicles. The main results presented in this paper were obtained during European Union (EU) financed Framework 7 project “PLANETS” dealing with probabilistic long-term assessment of new energy technology scenarios.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Decision making
KW  - Environmental impacts
KW  - Greenhouse gases
KW  - Infrastructure
KW  - Maintenance management
KW  - Motor vehicles
KW  - Roads
KW  - Technological innovations
UR  - https://trid.trb.org/view/1135495
ER  - 

TY  - CONF
AN  - 01367161
AU  - Echaveguren, Tomas
AU  - Azocar, Gerardo
AU  - Felez, Jorge
AU  - Sanhueza, Rodrigo
AU  - Pontificia Universidad Catolica de Chile
TI  - Including Natural Risk Concepts in Road Maintenance Planning
SN  - 9789561412309
PY  - 2011
SP  - 14p
AB  - Several countries spend part of their national budget repairing damages in the road network caused by natural disasters. Typical natural hazards present in Chile are: river flooding due to Invierno Altiplanico, earthquakes, volcanic eruptions, landslides, and flooding due to snowstorms. In addition some countries are highly vulnerable to the effects of El Niño and La Niña global climatic phenomena that cause violent rains in winter and thaw in summer. Natural hazards affect especialy road networks placed in mountainous areas, coastal areas or in basins with dense hidric networks. In these areas road vunerability is higher whether the road network offers no or poor alternative routes. In the risk management context, a relevant step is the risk assessment because it permits one to define target risk and mitigation measurements. These measurements should be considered as part of maintenance investment under a cost-efficient point of view, to minimize the probability of network disruption and loss of efficiency of the transport system. The aim of this paper is to discuss the road risk index developed in Chile. The index is based on the concepts of exposition, vulnerability, strategic relevance of roads, roads hierarchy, accessibility, traffic level and existence of alternative routes. The index was computed for roads wth disruption registers, considering 20 years record of the Chilean Highways Agency distributed in 800 roads. A database was designed and implemented in a Geographic Information System. It was concluded that the risk index developed is a useful tool for road planning and specifically for selecting roads that need immediate attention, more detailed studies or do nothing. Also, the method provides general hints for including risk concepts in road asset management systems.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asset management
KW  - Chile
KW  - Disasters
KW  - Highway maintenance
KW  - Risk analysis
KW  - Risk index
KW  - Risk management
KW  - Road networks
UR  - https://trid.trb.org/view/1135491
ER  - 

TY  - CONF
AN  - 01367160
AU  - Pierce, Linda M
AU  - Zimmerman, Kathryn A
AU  - Perry, Eric
AU  - Saadatmand, Nastaran
AU  - Pontificia Universidad Catolica de Chile
TI  - Pavement Management Roadmap
SN  - 9789561412309
PY  - 2011
SP  - 8p
AB  - Pavement management has seen significant advancements over the last several decades. For example, methods for assessing pavement condition have advanced to the degree that the use of automated procedures are more common than in the past. In addition, an increased emphasis on asset management has resulted in adjustments to the management decision process. It is common for pavement management systems to estimate pavement needs, to summarize network conditions, to identify budgetary requirements, and to recommend pavement preservation and rehabilitation treatments. However, the use of pavement management for influencing agency decisions varies widely depending on the reliability of the pavement condition data, the philosophy for funding pavement improvements, and the confidence in the pavement management models. As a means of addressing current gaps in the use of pavement management, the Federal Highway Administration (FHWA) sponsored the development of the Pavement Management Roadmap. The ultimate goal of Roadmap is to guide new research and development issues, and workforce development initiatives that will lead to improved approaches to pavement management. The Roadmap was developed by conducting three regional workshops attended by practitioners who helped identify the existing gaps and needs in pavement management. A total of 47 needs were identified and prioritized by workshop attendees. This paper summarizes the process used in developing the Roadmap, the results of the short- and long-term prioritized need statements, estimated budgetary needs, and a proposed methodology for implementing the Roadmap.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asset management
KW  - Budgeting
KW  - Needs assessment
KW  - Pavement management systems
KW  - ROADMAP
UR  - https://trid.trb.org/view/1135956
ER  - 

TY  - CONF
AN  - 01367159
AU  - Dong, Qiao
AU  - Huang, Baoshan
AU  - Qian, Guoping
AU  - Pontificia Universidad Catolica de Chile
TI  - Investigation into Effectiveness and Cost-Effectiveness of Asphalt Resurfacing Maintenance Treatments in Tennessee
SN  - 9789561412309
PY  - 2011
SP  - 10p
AB  - The present study analyzed hundreds resurfacing projects of asphalt pavements in the state of Tennessee over the last decade and identified several typical treatment methods for their correlations with pavement performance. The Present Serviceability Index (PSI) was selected as a pavement performance indicator. Multiple regression analysis was employed to establish the effectiveness and cost-effectiveness of these methods. Factors considered in the analyses included overlay thickness, pavement thickness, traffic volume, and pre-overlay pavement conditions. The results from this study indicated that overlay thickness, milling depth, pretreatment pavement conditions, and traffic level had significant influences on the effectiveness of and cost-effectiveness of asphalt resurfacing treatments. Pavements with lower pre-treatment PSI, thicker overlay and higher traffic levels have higher PSI jumps. Milling was not a significant factor for the PSI jump. Thick overlay and milling depth can clearly improve the long term benefit. The long term effectiveness and cost-effectiveness can be optimized at a specific age of maintenance treatment, depending on the rate of PSI deterioration.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asphalt pavements
KW  - Cost effectiveness
KW  - Multiple regression analysis
KW  - Pavement performance
KW  - Resurfacing
KW  - Serviceability Index
KW  - Tennessee
UR  - https://trid.trb.org/view/1135485
ER  - 

TY  - CONF
AN  - 01367158
AU  - Zhang, Zhanmin
AU  - Murphy, Michael R
AU  - Peddibhotla, Sruthi
AU  - Pontificia Universidad Catolica de Chile
TI  - Implementation Study of a Structural Condition Index at the Network Level
SN  - 9789561412309
PY  - 2011
SP  - 13p
AB  - It is common practice for highway agencies to apply seal coats, thin overlays, and other types of surface treatments to preserve the highway network by improving the pavement surface condition. These maintenance treatments serve as a temporary improvement of the surface condition; however, they do not remedy any structural deficiency associated with the pavements. In order for such preventive maintenance treatments to be cost-effective, pavements receiving these treatments should have adequate structural capacity; otherwise, the preventive treatments will fail before they reach the normally expected service life, resulting in an ineffective use of maintenance resources. Although pavement condition data, such as visual distress and ride quality, provide a good indication of the overall network-level pavement condition, they do not give a direct measure of the structural adequacy of a pavement. To address this issue, it is proposed to implement a network-level Structural Condition Index based on the Falling Weight Deflectometer deflection data. This implementation study focuses on the validation of a Structural Condition Index developed under a previous study and the development of various criteria essential for the implementation of the Structural Condition Index at the network level, including the minimum sample size for collecting the Falling Weight Deflectometer deflection data. The validation was conducted with 180 pavement sections covering a wide range of pavement conditions and five climatic regions in Texas. The validation result shows that the Structural Condition Index is an effective measurement of the pavement structural condition at the network level.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Deflection
KW  - Falling weight deflectometers
KW  - Implementation
KW  - Maintenance management
KW  - Pavements
KW  - Structural analysis
KW  - Structural capacity
KW  - Structural condition index
KW  - Texas
UR  - https://trid.trb.org/view/1135489
ER  - 

TY  - CONF
AN  - 01367157
AU  - Li, Qiang
AU  - Liu, Gang
AU  - Pan, Yuli
AU  - Pontificia Universidad Catolica de Chile
TI  - Study on Life-Cycle Cost Analysis Based Pavement Maintenance Design Methodology
SN  - 9789561412309
PY  - 2011
SP  - 10p
AB  - For many years in China, mainly due to the lack of relevant specifications, standards and practical technology for pavement maintenance design, the selection of maintenance treatments mainly relied on engineers' experience. To solve these problems, research on maintenance design methodology for high-grade highways was carried out in 2007, sponsored by the Ministry of Transport of China. Since then, 250,000 km of pavement condition data from the country road network have been collected by use of a self-developed high-speed road condition inspection system known as CiCS. Based on a great amount of field survey data, systematic study and analysis were made of long-term pavement performance deterioration pattern and pavement distress diagnosis methodology. A life-cycle cost analysis based pavement maintenance design methodology, combined with a set of software (PORD), was developed, which included several pavement condition indexes, such as pavement distress, roughness, rutting, anti-skid resistance, and pavement structure strength. The newly developed methodology is characteristic of total process controlling of long term pavement performance through the pavement structural and functional design. Based on life-cycle costs analysis, it is also capable of selecting cost-effective maintenance treatments meeting with mechanical and service performance requirements. The pavement maintenance design methodology has been applied on a practical engineering project with satisfactory results.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - China
KW  - Condition surveys
KW  - Life cycle costing
KW  - Pavement maintenance
KW  - Pavement performance
UR  - https://trid.trb.org/view/1135486
ER  - 

TY  - CONF
AN  - 01367156
AU  - Vargas-Tejeda, Sergio
AU  - Echaveguren, Tomas
AU  - Pontificia Universidad Catolica de Chile
TI  - Procedure to Estimate Skid Resistance Thresholds Based on Reliability Concepts
SN  - 9789561412309
PY  - 2011
SP  - 10p
AB  - Skid resistance is a characteristic of the pavements related to safety on roads. The current approach to estimate skid resistance thresholds is based on finding an empirical relationship between friction supply and risk of skidding accidents. The main weakness of this approach is that information about accidents and the factors involved is needed, that in most of the countries is not available. In this paper a procedure to estimate skid resistance thresholds, based on reliability theory is proposed. The procedure considers a conceptual model that incorporates the random nature of the friction demand according to driver behaviour in braking manoeuvres and in the selection of speeds in horizontal curves. The conceptual model also incorporates friction supply variability because different pavements and different seasons in the year exist. The skid resistance thresholds are selected according to different probability of failure of demand and supply. For applying the procedure, longitudinal and side friction demand models were calibrated, considering braking tests and speed measurements in horizontal curves. Simultaneously, friction supply variability in the national road network was characterized considering existing databases. The procedure was applied and skid resistance thresholds for different site categories and different failure probabilities were proposed. It was concluded that the skid resistance thresholds calculated by the proposed approach are not significantly different with respect to the international experience. Finally, the proposed procedure is an alternative to current approaches in those countries where the information about accidents and their causes is not available. Nevertheless, further validation with accident information is recommended.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Conceptual models
KW  - Estimating
KW  - Friction
KW  - Maintenance management
KW  - Pavement maintenance
KW  - Reliability based evaluation
KW  - Skid resistance
KW  - Thresholds
UR  - https://trid.trb.org/view/1135493
ER  - 

TY  - CONF
AN  - 01367155
AU  - Zhang, Zhanmin
AU  - Gonzalez, Epigemio
AU  - Liu, Wenxing
AU  - Pontificia Universidad Catolica de Chile
TI  - A Methodological Framework for Minimizing the Impact of Budget Fluctuations on Highway Maintenance Programs
SN  - 9789561412309
PY  - 2011
SP  - 13p
AB  - Over the years, U.S. highway agencies have experienced budget fluctuations, in terms of the resources available to use for maintaining and preserving the highway infrastructure. Budget fluctuation can potentially make the highway condition unstable if the maintenance budget falls short for a sustainable period of time. As a result, it is important for highway agencies to look into maintenance and rehabilitation policies that lower the risk of unstable road network conditions. However, the question of how to minimize the impact of such budget fluctuations on the highway network has not been addressed in the current literature. This paper presents a methodological framework that can help minimize the impact of budget fluctuations on highway maintenance programs, capitalizing on the Analytic Hierarchy Process (AHP) technique. This framework is intended to assist highway agencies in making critical maintenance decisions when there is a budget cut. The methodological framework considers not only the direct impact of not performing certain maintenance activities when there is a budget cut, but also the cascading effect of not performing maintenance activities. More specifically, the direct and indirect risk of not performing a maintenance activity is quantified and can be used to minimize the overall impact of budget fluctuations on highway conditions. The methodological framework is being tested, in a case study, with data and information obtained from the Texas Department of Transportation (TxDOT).
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Analytic hierarchy process
KW  - Budgeting
KW  - Case studies
KW  - Decision making
KW  - Economic conditions
KW  - Economic fluctuations
KW  - Highway maintenance
KW  - Impact studies
KW  - Texas
UR  - https://trid.trb.org/view/1135488
ER  - 

TY  - CONF
AN  - 01367154
AU  - Haas, Ralph
AU  - Hudson, W Ronald
AU  - Falls, Lynne Cowe
AU  - Pontificia Universidad Catolica de Chile
TI  - Evolution of and Future Challenges for Pavement Management
SN  - 9789561412309
PY  - 2011
SP  - 14p
AB  - Pavement management has progressed from a concept in the 1960’s to worldwide implementation of operational pavement management systems (PMSs) today. In fact, PMSs can be viewed as the cornerstone in the broader context of road asset management. While pavement management has evolved substantially over five decades, there are still major improvement needs and these can be categorized as technical, economic and institutional, as detailed in the paper. Addressing these needs is critical if pavement management is to advance. In doing so, there are motivating factors, such as a willingness to tackle the challenges, communicating the benefits of a PMS, a desire to improve practice and technology and a willingness to move PMSs forward faster through college level intensive training courses. However, there are road blocks to overcome, such as institutional inertia, lack of willingness to commit the necessary resources to research and development, and a lack of knowledge on what exists in the literature. A set of opportunities for advancing PMSs is identified in the paper along with the associated challenges/issues and the short to long term prospects. The opportunities are categorized as: (A) Pavement Data, (B) Pavement Management Process, and (C) Institutional Improvements. Finally, an ideal PMS of the future is suggested to include: effective integration with broader asset management; provision of resources to keep the PMS dynamic; an extensive, reliable long term data base; an inherent “culture” of innovations and advancements; and a skilled and knowledgeable complement of practitioners and researchers.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asset management
KW  - Databases
KW  - Financing
KW  - Future
KW  - Innovation
KW  - Pavement management systems
UR  - https://trid.trb.org/view/1135958
ER  - 

TY  - CONF
AN  - 01366582
AU  - Uzarowski, Ludomir
AU  - Henderson, Vimy
AU  - Moore, Gary
AU  - Pontificia Universidad Catolica de Chile
TI  - Using Instrumentation Data on an Active Highway for Pavement Management
SN  - 9789561412309
PY  - 2011
SP  - 11p
AB  - In 2007 the City of Hamilton constructed the first municipal perpetual pavement in Ontario on the Red Hill Valley Parkway (RHVP). The design is intended to handle 90 million equivalent single axle loads (ESALs) over a 50 year time period. The RHVP has a pavement performance monitoring station that includes two types of information systems: a traffic monitoring system; and a pavement response system. The traffic monitoring system includes traffic loops and high accuracy Kistler and piezoelectric Weigh-In Motion (WIM) sensors. The output from this system includes the number of vehicles, class, gross vehicle weight, length, speed, spacing, time and loading applied by each wheel, all of which is analyzed and compiled using International Road Dynamics’ iANALYZE software. The pavement response system includes pressure and moisture gauges in the subgrade, strain gauges installed in asphalt layers and temperature sensors in each layer of asphalt as well as the subgrade, subbase and base layers. The intent is to use the information collected in the traffic and pavement response systems to make various decisions in the pavement management of the RHVP; this paper describes how this can be done. The continual collection of data provides extensive information about the condition of the pavement structure as well as the traffic characteristics. The data from the pavement response system can be used to establish materials parameters and verify the pavement design and predictive pavement performance models. Distress development can be predicted based on the known data and thus appropriate interventions and maintenance can be planned and carried out. This information can be used in the pavement management system. The true traffic data outline the loads applied to the RHVP as well as provide information about traffic patterns and peaks in usage and can be used for corrections of anticipated long term traffic loadings.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Automatic data collection systems
KW  - Hamilton (Canada)
KW  - Loop detectors
KW  - Moisture sensors
KW  - Pavement management systems
KW  - Perpetual pavements
KW  - Pressure gages
KW  - Strain gages
KW  - Temperature sensors
KW  - Traffic data
KW  - Weigh in motion
UR  - https://trid.trb.org/view/1135025
ER  - 

TY  - CONF
AN  - 01366581
AU  - Molenaar, Andre A A
AU  - Araya, Alemgena A
AU  - Houben, Lambert J M
AU  - Pontificia Universidad Catolica de Chile
TI  - Characterization of Unbound Base Materials for Roads Using a New Developed Repeated Load CBR Test
SN  - 9789561412309
PY  - 2011
SP  - 12p
AB  - It is well accepted that the mechanical characteristics of unbound granular materials should preferably be determined by means of repeated load triaxial testing. This testing method is however, not readily available and not an easy test to be done especially in developing countries. This is a major drawback for using mechanistic methods for the design of low-cost roads in developing countries that for their bearing capacity heavily rely on granular base and subbase layers. Currently, the design of such pavements is still mainly done using empirical design methods but such methods have reached their limits given the fast increasing traffic volumes and axle loads in such countries. Application of mechanistic based methods has become a necessity but this implies a need for proper characterization of unbound materials. Given the fact that the characterization of the unbound granular base and subbase materials for low-cost roads is still done using empirical methods such as the California Bearing Ratio test (CBR), a relatively simple testing technique is developed which is based on the widely practiced CBR test. The repeated load CBR test presented in this paper provides a realistic estimate of the stress dependent resilient modulus of unbound granular materials, which can be used for mechanistic design analysis of low-cost pavements. Furthermore, the effect of degree of compaction and moisture content on the resilient modulus and permanent deformation is investigated for different unbound granular materials, ranging from the high quality crushed rock (G1) base material from South Africa to rather marginal materials such as Ferricrete from South Africa and weathered basalt from Ethiopia.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - California bearing ratio
KW  - Developing countries
KW  - Granular bases
KW  - Low cost roads
KW  - Mechanistic design
KW  - Modulus of resilience
KW  - Pavement design
KW  - Repeated loads
UR  - https://trid.trb.org/view/1135017
ER  - 

TY  - CONF
AN  - 01366580
AU  - Costello, Seosamh B
AU  - Owen, Angela J
AU  - Moss, William F
AU  - Pontificia Universidad Catolica de Chile
TI  - Whole Life Cost Scheme Analysis Tool for Transport Scotland
SN  - 9789561412309
PY  - 2011
SP  - 14p
AB  - This paper describes the development of a whole life cost tool to assist Transport Scotland in their assessment of maintenance options for candidate pavement schemes on the Scottish Trunk Road network. The output of the scheme analysis tool is then incorporated into a wider Value for Money process before the final decision on pavement schemes is undertaken. The scheme analysis tool is not stand alone, but instead will be part of the Scottish Executive Road Information System (SERIS). Consequently, the analytical framework has been developed to utilise data that is readily available in SERIS and, where relevant, to align with Transport Scotland’s existing procedures. The whole life costs incorporated in the analysis of the pavement schemes include the cost of the candidate scheme itself, the resulting future maintenance costs incurred over the analysis period, user delay cost at roadworks, traffic management costs and, offset against the preceding, a residual value. This paper describes the analytical framework for the scheme analysis tool, which was subsequently tested using a ‘proof of concept’ software model specifically developed to test the methodology. The functional specification is currently being developed into a technical specification by Transport Scotland’s software supplier and thereafter will be incorporated into SERIS.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Life cycle costing
KW  - Maintenance management
KW  - Pavement management systems
KW  - Scotland
KW  - Scottish Executive Road Information System
UR  - https://trid.trb.org/view/1135039
ER  - 

TY  - CONF
AN  - 01366579
AU  - Nokes, William
AU  - du Plessis, Louw
AU  - Mahdavi, Mahmoud
AU  - Burmas, Nicholas
AU  - Holland, T J
AU  - Harvey, John
AU  - Pontificia Universidad Catolica de Chile
TI  - Tools and Case Studies for Evaluating Benefits of Pavement Research
SN  - 9789561412309
PY  - 2011
SP  - 13p
AB  - Aiming to improve decision processes for pavement asset management, this paper describes a tool for quantifying economic benefits of pavement research products. The tool appears suitable for evaluating benefits of research, technology development, and pavement management system implementation. The paper provides background about challenges, approaches, and trade-offs in performing benefits assessments and highlights some previous evaluations. The paper describes a cost-benefit analysis method that was initially developed and successfully used in Australia and later enhanced and applied in South Africa to assess benefits of pavement research. While highlighting case studies in both countries, the paper focuses on an ongoing case study applying the Australian/South African tool to evaluate pavement research in California. This case study evaluates benefits from research using accelerated pavement testing that validated expected performance of innovative mixes and designs before using them in rehabilitating a high-traffic urban interstate freeway in the Los Angeles area. Net present value and benefit-cost ratio are calculated for agency and user cost savings. Results show benefit-cost ratios ranging from about 5 to 30. Sensitivity analysis was performed and is recommended for interpretation and use of cost-benefit analysis results. Although local conditions differ significantly between the three countries, the method was used successfully and consistently showed positive results. The Australian/South African tool may be suitable for prospective analysis and offers potential advantages such as analysis of alternative outcome scenarios, treatment of uncertainty, and validation interviews with implementers of research findings. Recommendations are suggested for further evaluation and use of the method.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asset management
KW  - Australia
KW  - Benefit cost analysis
KW  - California
KW  - Case studies
KW  - Economic benefits
KW  - Pavement management systems
KW  - Pavements
KW  - Research
KW  - South Africa
KW  - Technological innovations
UR  - https://trid.trb.org/view/1135041
ER  - 

TY  - CONF
AN  - 01366578
AU  - Bako, Andras
AU  - Gaspar, Laszlo
AU  - Foldesi, Peter
AU  - Szuts, Istvan
AU  - Pontificia Universidad Catolica de Chile
TI  - Using Traffic Forecasting Model in Asset Management
SN  - 9789561412309
PY  - 2011
SP  - 11p
AB  - Traffic Asset Management system consists of several subsystems. One of the most important ones is the Road Management System, and its subsystem, the Pavement Management System (PMS). Another important subsystem is the Future Road Network Planning System. In the paper, these two subsystems are combined together to present the real traffic situation. A PMS usually does not take into consideration future traffic changes. The maintenance, rehabilitation and development of the road network and the changes in the traffic structure affect the traffic size on the road sections. The deterioration process mostly depends on the volume of heavy traffic. That is why it is important to take into consideration the changes in traffic volume during the whole planning period. In the conference paper, techniques are shown for handling this problem: in a multi-period model. The change in traffic volume is taken into consideration in each planning period. The problem can be handled and solved in ranking models. In a one-period Markov stable model, there is nothing to do. In the multi-period model, this problem can be solved. In this case, a stepwise optimization procedure is used instead of the original algorithm. The objective function is also modified to the minimum of the sum of the differences between the actual solution and the Markov stable model one is minimized. The use of this algorithm results in a better quality of the road network by allocating the available highway funds more efficiently. The benefit of the proposed methodology is illustrated by two practical examples.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Algorithms
KW  - Asset management
KW  - Pavement management systems
KW  - Pavements
KW  - Traffic forecasting
KW  - Traffic volume
UR  - https://trid.trb.org/view/1135018
ER  - 

TY  - CONF
AN  - 01366577
AU  - Wightman, David C
AU  - Costello, Seosamh B
AU  - Owen, Angela J
AU  - Pontificia Universidad Catolica de Chile
TI  - Stochastic Based Lifecycle Planning Tool for Ancillary Pavement Assets
SN  - 9789561412309
PY  - 2011
SP  - 14p
AB  - This paper describes the application of a stochastic based lifecycle planning tool, previously utilised for the strategic assessment of pavement maintenance funding and policy decisions, to ancillary pavement assets such as road markings and safety barriers. The stochastic approach recognises the fact that not all assets of a particular type will deteriorate at the same rate, or in a strictly deterministic manner. Historically, relatively little effort has been expended on investment planning for ancillary assets, compared to the pavement and structures stock. While this is understandable, given the relative asset values, recent public spending cuts have highlighted the need to include all pavement assets in public spending reviews. Unfortunately, because of this historic precedence, an understanding of current asset condition and future asset performance is lacking in most authorities for their ancillary pavement assets. Transport Scotland, the agency responsible for the management of all Trunk Roads in Scotland, has addressed the former through the inclusion of condition assessment, as opposed to exception reporting, in their detailed inspection programme. A condition assessment manual has also been developed to assist inspectors in carrying out their assessments. Knowledge of asset performance will come with time, however, in the interim, expert engineering knowledge has been harnessed to populate the deterioration algorithms. The application of the analytical tool in Transport Scotland is demonstrated and lessons learned reported.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Algorithms
KW  - Asset management
KW  - Barriers (Roads)
KW  - Deterioration
KW  - Life cycle analysis
KW  - Maintenance management
KW  - Road markings
KW  - Scotland
KW  - Stochastic programming
UR  - https://trid.trb.org/view/1135029
ER  - 

TY  - CONF
AN  - 01366576
AU  - Kazmierowski, Tom
AU  - Chan, Susanne
AU  - Lane, Becca
AU  - Lee, Warren
AU  - Pontificia Universidad Catolica de Chile
TI  - Quantifying the Sustainable Benefits of Preserving Canada's Road Assets
SN  - 9789561412309
PY  - 2011
SP  - 17p
AB  - The Ministry of Transportation of Ontario (MTO) has implemented numerous innovative pavement preservation strategies in recent years to maximize cost savings in repair operations and extend pavement life in a sustainable manner. These strategies are considered sustainable as they improve pavement quality and durability, and extend pavement service life, while reducing energy consumption and green house gas (GHG) emissions. This paper outlines the various flexible pavement preservation treatments utilized by MTO to achieve sustainability including micro-surfacing, chip seal, ultra-thin bonded friction course, fiber modified chip seal, and hot in-place recycling (HIR). Pavement preservation sustainability is quantified in a case study using the PaLATE software by comparing the energy consumption and GHG emissions generated for various flexible pavement preservation strategies, against a conventional rehabilitation treatment on a life cycle basis. The results indicate that these innovative pavement preservation strategies significantly reduce energy use and GHG emissions when compared to traditional treatments. The paper quantifies the sustainable benefits of innovative flexible pavement preservation treatments in terms of energy and material savings and GHG emission reductions. An innovative environmental rating system to promote sustainable preservation of road assets is also discuss
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Case studies
KW  - Energy consumption
KW  - Flexible pavements
KW  - Greenhouse gases
KW  - Ontario Ministry of Transportation
KW  - Pavement maintenance
KW  - Pavement preservation
KW  - Rehabilitation (Maintenance)
KW  - Sustainable development
UR  - https://trid.trb.org/view/1134800
ER  - 

TY  - CONF
AN  - 01366575
AU  - Crispino, Maurizio
AU  - Brovelli, Claudio
AU  - Pontificia Universidad Catolica de Chile
TI  - Bitumen Emulsion and Foam Bitumen for Cold Recycled and Bitumen Stabilized Materials: A Comparison Based on Performances, Costs and Safety
SN  - 9789561412309
PY  - 2011
SP  - 8p
AB  - The strong demand for environmental sustainable techniques in road pavements has increased during the years due to environmentally-friendly worldwide policies of the major industrialized countries. One of the consequences is the adoption of cold, in place recycling and bitumen stabilization as two of the preferred technologies for addressing rehabilitation by reusing material of existing pavements. Stabilization with bitumen enhances the performances of subgrade, providing durability equal or exceeding that achievable through virgin materials, even at lower costs. Cold recycling and bitumen stabilized materials for road pavements, using either bitumen emulsion or foamed bitumen, are internationally considered environmentally sustainable and cost effective; when correct construction techniques are used, these pavements perform very well. Cold recycling has long been used in the past, but little research is aimed at comparing the two binders (bitumen emulsion and foamed bitumen). In this paper the authors analyze performance and cost and outline risks related to bitumen emulsion and foamed bitumen focusing on an Italian context. In particular, cost, equipment and environment sustainability are compared based on results from laboratory and real scale applications. Finally, a simplified analysis on major causes of risk is reported.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Cold in-place recycling
KW  - Emulsified asphalt
KW  - Foamed asphalt
KW  - Italy
KW  - Pavement maintenance
KW  - Rehabilitation (Maintenance)
KW  - Stabilization
KW  - Subgrade (Pavements)
KW  - Sustainable development
UR  - https://trid.trb.org/view/1135012
ER  - 

TY  - CONF
AN  - 01366574
AU  - Kohler, Erwin
AU  - Pontificia Universidad Catolica de Chile
TI  - Tire-Pavement Noise Measurement with the On-Board Sound Intensity (OBSI) Method
SN  - 9789561412309
PY  - 2011
SP  - 11p
AB  - Tire/pavement noise is a matter of increasing concern in industrialized countries. It is also a functional factor that is making its way into the considerations for pavement type selection. Much has been learned about pavement acoustics in the past five to eight years with the development of the On-Board-Sound-Intensity (OBSI) measurement methodology. OBSI allows pavement engineers to examine pavement acoustics in great detail. This paper deals with the reasons behind the interest on tire/pavement noise, the increase in numbers of units developed for testing OBSI, a description of the OBSI measurement method, and generic results of quieter pavement research.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Measuring methods
KW  - Noise
KW  - On Board Sound Intensity
KW  - On-board monitoring
KW  - Quiet pavements
KW  - Rolling contact
KW  - Sound intensity
UR  - https://trid.trb.org/view/1135174
ER  - 

TY  - CONF
AN  - 01366573
AU  - Whiteley-Lagace, Leanne
AU  - Galal, Khaled
AU  - Pontificia Universidad Catolica de Chile
TI  - Meeting Structural and Functional Requirements for P3 Projects: A Case Study Example
SN  - 9789561412309
PY  - 2011
SP  - 11p
AB  - Traditionally, transportation agencies design asphalt pavements for 20-25 years. However, innovative asphalt pavement projects such as those designed and constructed under warranty specifications or through public private partnership (P3) programs tend to demand a longer design period such as 30 years or more. This is a case-study of a P3 project that required a 30-year design life as well as a minimum acceptable serviceability level of 2.5 throughout the design life of the pavement structure. The pavement structure was designed using the AASHTO 1993 design methodology based on geotechnical and traffic information included in the preliminary design report. The geotechnical and material properties will be further verified and amended during the final design phase of this project. Based on the AASHTO 1993 design method, several pavement structural designs were developed. Each design option was evaluated to assess the number of load repetitions to failure in terms of equivalent single axle loads (ESALs). A Multi-Layer Elastic Analysis routine was used to evaluate the stresses, strains, and deflections at critical pavement locations. The pavement mechanistic responses were evaluated using existing calibrated pavement performance models to determine the number of load repetitions to fatigue and rutting failures. Based on this information, the pavement designs were adjusted to meet the number of load repetitions to failure; thereby resulting in a pavement design expected to meet or exceed the structural design requirements. This paper also compares the Mechanistic-Empirical Pavement Design Guide (MEPDG) performance predictions of the two final pavement designs and illustrates the operation schedule compared with the MEPDG prediction models' results.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asphalt pavements
KW  - Case studies
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement design
KW  - Pavement Design Guide, 1993
KW  - Public private partnerships
KW  - Service life
UR  - https://trid.trb.org/view/1134794
ER  - 

TY  - CONF
AN  - 01366572
AU  - Rojas, Juan Pablo Ubeda
AU  - Barranco, Jose Ramon Marcobal
AU  - Pontificia Universidad Catolica de Chile
TI  - Practical Issues in Bearing Capacity QC Data to Improve Accuracy of HDM-4 Deterioration Models in Bituminous Pavements with Granular Layers
SN  - 9789561412309
PY  - 2011
SP  - 7p
AB  - In Chile, the systems most commonly used to analyze the life cycle costs of pavements are based on the deterioration models from the World Bank´s Highway Design and Maintenance Standards Model, some of which are based on the pavement structural parameter “adjusted structural number”. This is obtained from the AASHTO structural number and the subgrade resilient modulus. On occasion, in order to calculate the pavement maintenance expenditures applying those models, the resilient modulus is indirectly backcalculated and this value is then used as input data. This paper describes a quality control procedure applied directly to the subgrade which allows for an in-detail characterization of the resilient modulus throughout subgrade construction, enabling the attainmenht of a more reliable adjusted structural number. Likewise, the main experiences gained during the application of this procedure are commented upon.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Bearing capacity
KW  - Bituminous pavements
KW  - Chile
KW  - Highway Development and Management Tool (HDM-4)
KW  - Modulus of resilience
KW  - Quality control
KW  - Road construction
KW  - Structural number (Pavements)
KW  - Subgrade (Pavements)
UR  - https://trid.trb.org/view/1134776
ER  - 

TY  - CONF
AN  - 01366571
AU  - Haas, Ralph
AU  - Falls, Lynne Cowe
AU  - Yeaman, John
AU  - Pontificia Universidad Catolica de Chile
TI  - Realistic Performance Indicators for Network PPP/Performance Based Contracts
SN  - 9789561412309
PY  - 2011
SP  - 15p
AB  - Long term performance based contracts (PBCs), for pavement networks, involving public-private-partnerships (PPPs), have been implemented in many countries worldwide. These are essentially an alliance to provide value for public dollars while at the same time providing adequate return on investment for the private sector concessionaire. The PPP/PBC contract typically includes financing, design, build/maintain and operate for periods of 30 years or more with explicit incorporation of performance targets or requirements and allocation of risk. In order for the concessionaire to meet the performance requirements, a set of realistic, measurable performance indicators needs to be established and these should be tied to the agency’s policy objectives, which in turn are derived from the agency’s mission statement. The paper provides a contextual framework for PPP/PBC contracts and thereby an underlying rationale for performance indicators, it provides examples from international practice, and it illustrates with examples that with realistic performance indicators, performance targets or criteria can in fact be achieved.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Contracts
KW  - Performance based specifications
KW  - Performance indicators
KW  - Public private partnerships
KW  - Road construction
UR  - https://trid.trb.org/view/1134786
ER  - 

TY  - CONF
AN  - 01366570
AU  - Haider, Syed Waqar
AU  - Chatti, Karim
AU  - Baladi, Gilbert Y
AU  - Dwaikat, Monther B
AU  - Pontificia Universidad Catolica de Chile
TI  - Assessment of Pavement Condition Data Collection Frequency for Multiple Lanes Highways
SN  - 9789561412309
PY  - 2011
SP  - 14p
AB  - Highway agencies collect pavement condition data over time to manage their network in a cost-effective manner. While most agencies collect sensor-based data (roughness, rut depth, and faulting) on a yearly basis, image-based data (cracking and other pavement defects) are collected every other year or on a three-year interval. The main reason for the differences is the relative difficulties (cost, resources, and technology) in collecting and processing imaging data. Furthermore, pavement condition data are generally collected only for outer lanes. However, for multiple lane roads, there is a need to evaluate the appropriate condition data collection interval for inner lanes, since most highway agencies use different timings to fix and maintain those lanes. In this paper, pavement condition data from MnRoad test sections were analyzed to determine the appropriate monitoring frequency for roads with multiple lanes. Results of the analyses show that for load-related distress (i.e., fatigue cracking and rutting), a longer monitoring interval can be adopted for inner lanes. However, in case of non-load-related distresses (i.e., transverse and block cracking), the distress growth could be similar between outer and inner lanes; therefore, only monitoring of outer lane is warranted. For functional distresses (e.g., ride quality), the difference in international roughness index (IRI) can be attributed to both load and non-load related distress in multiple lanes; thus, a different monitoring interval can be adopted. In addition, the paper documents a statistical methodology to determine the most appropriate monitoring intervals for inner lanes considering performance predictions.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Condition surveys
KW  - Data collection
KW  - Minnesota Road Research Facility
KW  - Multilane highways
KW  - Pavement distress
KW  - Pavement management systems
KW  - Test sections
KW  - Time intervals
UR  - https://trid.trb.org/view/1135172
ER  - 

TY  - CONF
AN  - 01366569
AU  - Hausman, John J
AU  - Xiong, Weixian
AU  - Renju, George
AU  - Pontificia Universidad Catolica de Chile
TI  - Pavement Management System Enhancements for the Maryland State Highway Administration
SN  - 9789561412309
PY  - 2011
SP  - 13p
AB  - The Maryland State Highway Administration (MDSHA) has taken significant steps over the past several years to improve its pavement management processes and implement a suite of tools that improves data management, decision-making support, and cost-effective maintenance and rehabilitation (M&R) activity planning. MDSHA has partnered with consultants to implement new pavement management system (PMS) technologies, providing a unique approach to accessing and sharing agency data from within a client-server environment with a set of Web-based management tools that is designed to support improved decision making with limited pavement preservation resources and increase the efficiency in how M&R plans are developed between central and district offices across the State. Previously, MDSHA had performed a lengthy, iterative process between the District Engineers and the Pavement Management Division analyzing the effects on ride quality obtained by performing a list of projects within a fixed budget. By contrast, the new PMS tools allow a great deal of flexibility in defining benefits and performance measures, optimization and prioritization analyses methods, and a quicker and more responsive way to engage across multiple groups and/or offices at budget time. This new PMS can quickly analyze multiple scenarios for allocating resources across the Districts and provide comparative analysis between various simulations designed to meet specific agency performance goals. This paper illustrates the value of improved PMS technologies employed to support pavement management decisions and quantify the benefits of improved operational efficiency in a time in which State resources are limited in meeting the growing needs of preserving the pavement infrastructure.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Data sharing
KW  - Decision support systems
KW  - Maryland
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Pavement preservation
KW  - Rehabilitation (Maintenance)
UR  - https://trid.trb.org/view/1135171
ER  - 

TY  - CONF
AN  - 01366568
AU  - Giustozzi, Filippo
AU  - Flintsch, Gerardo W
AU  - Crispino, Maurizio
AU  - Pontificia Universidad Catolica de Chile
TI  - Environmental Analysis of Preventive Maintenance Treatments on Road Pavements
SN  - 9789561412309
PY  - 2011
SP  - 11p
AB  - Environmental protection measures to preserve natural resources while reducing the use of non-renewable energies and fossil fuels are nowadays becoming mandatory for a large variety of industrial products and processes. Climate change due to pollution and its effects are becoming a firm point for governments and policies. Road infrastructures, because of their expansionistic and strategic role, are spread in large amount over the globe surface and activities related to their construction, maintenance and disposal, consequently represent a main source of pollution and energy consumption. Typical life-cycle analysis models emphasize life-cycle costs without taking into account important sustainability indicators such as energy consumption and emissions. The Life-Cycle Environmental Impact Assessment or Life-Cycle Assessment is being accepted and applied by road agencies and authorities to measure and compare the environmental impacts of asphalt products and related processes over the service life of the pavement. Therefore, more sustainable pavements have to be designed maximizing resources efficiency. The paper focuses on preventive maintenance (PM) treatments applied on road pavements. The aim is to prove, through an environmental analysis over the service life of the pavement, the eco-effectiveness of PM strategies in order to develop an environmental understanding of road PM activities. Obviously, treatments performance is computed as well in the analysis. Finally, an eco-saving factor was estimated to quantify the eco-performances and related monetary costs. Results show that “several” PM treatments, each one with a small environmental impact, are more eco-efficient than “few” major rehabilitations, with a higher environmental impact. Obviously, the extension of the pavement service life due to PM treatments is a main factor to be considered in the analysis. The method is generally applicable to all the others PM treatments and/or road maintenance and rehabilitation activities.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Environmental impacts
KW  - Life cycle analysis
KW  - Pavements
KW  - Preventive maintenance
KW  - Service life
KW  - Sustainable development
UR  - https://trid.trb.org/view/1135013
ER  - 

TY  - CONF
AN  - 01366567
AU  - Mladenovic, Goran
AU  - Cirilovic, Jelena
AU  - Queiroz, Cesar
AU  - Pontificia Universidad Catolica de Chile
TI  - Optimization of Road Maintenance and Rehabilitation on Serbian Toll Roads
SN  - 9789561412309
PY  - 2011
SP  - 11p
AB  - The paper presents the application of World Bank’s model RONET (Road Network Evaluation Tools) to a strategic network level analysis of the Serbian toll road network. Tolls have been collected on these roads since the 1980s. Despite the toll revenues, the condition of this network deteriorated considerably during the 1990s. In recent years a more substantial part of the toll revenues has been applied to the toll roads, thus gradually improving the condition of such roads. The goals of the study are to obtain the optimum maintenance and rehabilitation (M&R) strategy and related budget, estimate the impact of different funding levels on the future quality, and estimate the economic consequences of budget constraints for maintenance and rehabilitation of the toll road network. The analysis shows that a substantial part of the toll revenues can be allocated to the non-tolled part of the Serbian road network without detrimental impact on the condition of the tolled network. Application of the RONET model to the prevailing conditions on the Serbian toll road network led to an optimal M&R strategy with a good balance between rehabilitation, periodic and recurrent maintenance. Implementation of the “Optimal” M&R strategy would keep up the relatively good current condition of the toll road network. In other words, the current level of maintenance is close to the optimal. Implementation of higher than optimal M&R standards would lead to substantially higher road agency costs and consequently lower net benefits, while the implementation of lower than optimal M&R standards would lead to considerably worse network condition and higher vehicle operating costs.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Budget constraints
KW  - Optimization
KW  - Pavement maintenance
KW  - Rehabilitation (Maintenance)
KW  - Serbia
KW  - Toll roads
KW  - World Bank Road Network Evaluation Tools
UR  - https://trid.trb.org/view/1134788
ER  - 

TY  - CONF
AN  - 01366566
AU  - Scott, Peter
AU  - Miller, Sean
AU  - Berresford, Brian
AU  - Pontificia Universidad Catolica de Chile
TI  - An Example of a Simple, and Intuitively Easy, Pavement Management System Used in the UK
SN  - 9789561412309
PY  - 2011
SP  - 15p
AB  - This paper shows how a pavement management system (PMS) has been developed and used in actively managing and maintaining 5,000 lane kms (960-route km) of a motorway and trunk road network in England. The secret, which is no secret, is to gather together on a geographic information system (GIS) PMS all the knowledge of construction and maintenance of a pavement network, then add the results from annual network machine and visual surveys, recording defects and repairs. After a simple analysis, using either 10m or 100m sections, the pavement condition can be projected assuming no significant rehab interventions, and reports easily seen. This can be viewed at either the complete network level, down to 10m level, or anywhere in-between. This is seen by zooming, in and out, with or without background maps and aerial surveys at different scales with a GIS based PMS, which permits any number of defects and reports to be compared at any time. Different treatments are projected for five years or more, from simple inlays, structural rehab or reconstruction. The system is intuitively easy for the occasional user: senior managers, both the client’s and consultant’s road maintenance managers, as well as the day-to-day pavement engineers and project managers. Prospective maintenance schemes can be readily identified, lane by lane, carriageway by carriageway, for optimum timing to achieve the right schemes in the right place at the right time. Scheme specific information is included. Whole life cost analyses will be able to be carried out, to prioritise the rolling programme. It is also used as a research tool for new datasets and measures, and for testing the robustness of data.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Condition surveys
KW  - England
KW  - Geographic information systems
KW  - Life cycle costing
KW  - Maintenance management
KW  - Pavement management systems
UR  - https://trid.trb.org/view/1135173
ER  - 

TY  - CONF
AN  - 01366565
AU  - Zimmerman, Kathryn A
AU  - Pontificia Universidad Catolica de Chile
TI  - Benchmarking Pavement Management Capabilities
SN  - 9789561412309
PY  - 2011
SP  - 11p
AB  - As competition for funding increases, pavement management practitioners must justify expenditures for data collection, software, and personnel. Without the ability to reliably document pavement management benefits, agencies have difficulty justifying expenditures for data collection, upgrades in technology and/or software, or personnel. As an industry, pavement management could benefit from the availability of tools to help agencies objectively assess their current capabilities in relation to both core and advanced pavement management functions. However, no such definition of pavement management functions exists. Internationally, the asset management community has defined these two levels of complexity. Used in conjunction with an asset management maturity scale, agencies can objectively assess their current capabilities and use the information to outline gaps and identify priorities for enhancement. This paper introduces the application of these principles to pavement management. It outlines the capabilities required to assess the level at which pavement management functions, and provides a method of rating the maturity level of a pavement management program. For instance, the maturity scale template introduced in this paper provides a basis for assessing the degree to which pavement management results influence agency decisions. It also describes the components needed at each level of maturity. The methodology introduced in this paper provides practitioners with a process for benchmarking their current capabilities, as well as a way of identifying areas in need of improvement. This tool also provides a foundation for justifying expenditures in pavement management to match the particular level of maturity that is desired by the agency.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asset management
KW  - Benchmarks
KW  - Decision making
KW  - Pavement management systems
UR  - https://trid.trb.org/view/1135032
ER  - 

TY  - CONF
AN  - 01366564
AU  - Li, Qiang (Joshua)
AU  - Xiao, Danny X
AU  - McNeil, Sue
AU  - Wang, Kelvin
AU  - Pontificia Universidad Catolica de Chile
TI  - Benchmarking Sustainable Mechanistic-Empirical Based Pavement Design Alternatives Using Data Envelopment Analysis (DEA)
SN  - 9789561412309
PY  - 2011
SP  - 16p
AB  - The selection of alternative pavement designs is not an exact science but one in which the highway engineer uses judgment to balance various factors. Integrating these factors into the selection process is challenging. In this paper, Data Envelopment Analysis (DEA), a methodology based on linear programming, is used to measure the efficiency of alternative designs. Eight alternative designs, including both rigid and flexible pavements, for the proposed I-49 Bella Vista bypass in Arkansas, are generated following the Mechanistic- Empirical Pavement Design Guide (MEPDG). The assessment of the overall impacts of these designs on the environment during road construction and maintenance operations are conducted using the Pavement Life-cycle Assessment Tool for Environmental and Economic Effects (PaLATE). Economic output in terms of Net Present Value (NPV) and environmental outputs including energy consumption and gaseous emissions during initial construction and pavement maintenance are quantified and used as the inputs and outputs for the DEA process, from which the efficiency of each alternative is determined and therefore the most sustainable design is benchmarked. The analysis shows that the conventional deep strength flexible pavement design using Reclaimed Asphalt Pavement materials as the base, and rigid pavements designs using cement treated base or granular base are the most efficient among the eight designs for this project. It is anticipated that the proposed framework can assist highway agencies in achieving sustainable pavement designs.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Data envelopment analysis
KW  - Environmental impacts
KW  - Flexible pavements
KW  - Life cycle analysis
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Net present value
KW  - Pavement design
KW  - Rigid pavements
KW  - Sustainable development
UR  - https://trid.trb.org/view/1135014
ER  - 

TY  - CONF
AN  - 01366563
AU  - Moraes, Monica Sayoco Nishibe
AU  - Marcon, Antonio Fortunato
AU  - Triches, Glicerio
AU  - Pontificia Universidad Catolica de Chile
TI  - Temporal Analysis of Commercial Vehicle Fleet Behavior in High Traffic Highway in Brazil
SN  - 9789561412309
PY  - 2011
SP  - 16p
AB  - The traffic data obtained from counts of vehicles at toll booths on highways under concession provide rich historical information about the traffic characteristics on a specific highway. The analysis, during periods over ten years, brings to light true definition about information taken normally by subjectivity or intuition, in many cases. The paper aims to spot the behavior of traffic, assessing year by year the evaluation of volumes and types of vehicles for a period of fourteen years at toll booths of Presidente Dutra Highway - BR-116, between Sao Paulo and Rio de Janeiro (Brazil). Growths and reductions in commercial vehicles, sorted by number of axles, are presented. There are characteristics to be highlighted, as the use of vehicles with six or more axles which use could have grown over this period and few reductions, most of the time discrete, of conventional vehicles. This work also spots the question of growth of traffic rates, since the historical data make it possible to obtain more reliable parameters for pavement design. Finally, ithe paper presents the range of traffic volumes that occur at five of the Presidente Dutra Highway toll booths and the relationship between traffic growth and the economic index Gross Domestic Product.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Axle loads
KW  - Brazil
KW  - Commercial vehicles
KW  - Gross domestic product
KW  - Toll roads
KW  - Traffic data
KW  - Traffic growth
KW  - Traffic volume
KW  - Vehicle classification
UR  - https://trid.trb.org/view/1135034
ER  - 

TY  - CONF
AN  - 01366562
AU  - Evans, Robert P
AU  - Arulrajah, Arul
AU  - Pontificia Universidad Catolica de Chile
TI  - A New Method for Aligning and Synchronising Road Profile Data for Better Road Roughness Growth Analysis
SN  - 9789561412309
PY  - 2011
SP  - 15p
AB  - Highway-speed laser road profilometer devices have been in use for nearly twenty years and have virtually replaced the older response type measuring systems. However, even with the inclusion of multiple lasers, GPS and hi-tech digital cameras, errors in the captured longitudinal road profile still exist. This paper examines possible causes of longitudinal road profile errors and examines current practice in Australia to treat such errors. More importantly, this paper presents a new and simple methodology to manipulate road profile data files to reduce these errors and better align such data files to allow an improved analysis of road profiles over time, especially at project level. A series of procedural flowcharts have been presented to accurately align and synchronise road profile data at regular intervals. The key to this new technique is the use of a simple road profile adjustment spreadsheet to calculate the realignment and synchronisation of the data points versus chainage once offset values are determined. The spreadsheet then uses this information to generate MATLAB computer code, which is then used to very quickly extract relevant data and build a potential library of multiple new road profile data files, all with unique reconfigured headers. It is these new road profile data files that are then used for the roughness analysis, producing better synchronised roughness data. A statistical comparison has been made between current roughness data available in the State of Victoria (Australia) versus properly aligned and synchronised road profile data using this new method.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Australia
KW  - Data errors correction
KW  - Longitudinal profile
KW  - MATLAB (Computer program)
KW  - Pavements
KW  - Profilometers
KW  - Roughness
KW  - Spreadsheets
KW  - Victoria (Australia)
UR  - https://trid.trb.org/view/1135021
ER  - 

TY  - CONF
AN  - 01366561
AU  - Archilla, Adrian R
AU  - Diaz, Luis G
AU  - Pontificia Universidad Catolica de Chile
TI  - Development of an Inventory Processing Tool to Generate Historical Pavement Structural Information
SN  - 9789561412309
PY  - 2011
SP  - 12p
AB  - The Hawaii Department of Transportation (HDOT) has undertaken activities directed towards the modernization of the State´s Pavement Management System (PMS). One of these activities has included the use of as-built plans in the development of a complete pavement state network information system that includes Historical Pavement Structural Information (HPSI), with practical use within a PMS. One of the main obstacles encountered has been the presence of inconsistencies in the recording format of pavement structural information and intervention history. To overcome this obstacle and facilitate the interpretation of available information from individual sections within the network, an Inventory Processing Tool (IPT) was developed. With the IPT, a sound basis for rational sectioning of the State´s pavement network can be established, which is fundamental in the development of deterioration models that rely on the similarity between sections to define families of pavements with similar deterioration processes. The present article summarizes the development of the IPT, and describes its capabilities to develop HPSI using existing records within the HDOT, with immediate applicability within the state´s PMS. A practical discussion of the difficulties encountered during the analysis of the raw data, and recommendations for implementation of the IPT towards the creation of a relatively simple pavement structural information system, are discussed.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Hawaii
KW  - Information processing
KW  - Information systems
KW  - Inventory
KW  - Pavement management systems
KW  - Structural analysis
UR  - https://trid.trb.org/view/1135170
ER  - 

TY  - CONF
AN  - 01366560
AU  - Visser, Alex T
AU  - Van Zyl, Gerhardt D
AU  - Tekie, Sophie
AU  - Rittmann, Rudolph
AU  - Pontificia Universidad Catolica de Chile
TI  - Long-Term Riding Quality Monitoring Strategy for the Namibian Road Management System
SN  - 9789561412309
PY  - 2011
SP  - 9p
AB  - The Namibian Roads Authority (RA) has had a structured method for measuring riding quality on the paved road network since 1978. In the beginning the frequency was ad-hoc, but since 1993 the riding quality has been measured regularly at about three-year intervals. Initially calibrated response type roughness measuring devices were used, but since 2001 measurements were taken with high-speed laser profilometers. The riding quality measurements since 2001 have shown an unexpected improvement in riding quality although no significant reconstruction work has taken place and the roads are visibly in a poorer condition than in 2001. Careful calibration procedures using Class I instruments were in place. The objective of this paper is to present the results of an extensive study to identify the source of the discrepancy, and to formulate a procedure for adjusting the historical measurements to ensure continuity. The paper discusses the original calibration procedures that were based on precise rod and level measurements, the inherent variability and the current procedures that use a Dipstick. Furthermore, historically the response type roughness measuring devices were calibrated whereas profilometers measure the actual road profile from which the riding quality statistics are developed. These issues are also discussed. It was found that the riding quality on the calibration sections were consistent over time, which permitted conversion between measuring systems. With the changed technology a historical International Roughness Index (IRI) of 2 would be an IRI of 1.59 with the dipstick, and a historic measurement of 4.5 would now give a value of 4.21 (all IRI values are in m/km). These conclusions hold important implications for long-term monitoring as well as for international road user cost relations developed prior to 2000 when profilometers became the norm for roughness measurements.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Calibration
KW  - International Roughness Index
KW  - Measuring instruments
KW  - Namibia
KW  - Pavement management systems
KW  - Profilometers
KW  - Ride quality
UR  - https://trid.trb.org/view/1135177
ER  - 

TY  - CONF
AN  - 01366559
AU  - Botner, Edmundo J
AU  - Hoffman, Mario S
AU  - Pontificia Universidad Catolica de Chile
TI  - Digital Video–GIS Referenced System for Spatial Data Collection and Condition Assessment to Enhance Transportation Asset Management
SN  - 9789561412309
PY  - 2011
SP  - 13p
AB  - This paper presents an integrated digital video-GIS referenced system for spatial data collection and evaluation. The system, called YonaPMS.Video, uses a new approach that combines high resolution digital video with powerful Geographic Information Systems (GIS) to generate accurate data flows for transportation asset inventory, for condition assessment, and for comparing historical video databases essential in modern Transportation Asset Management (TAM) systems. YonaPMS.Video uses a linear referenced GIS model that assigns the road kilometer reference to each video frame in addition to the commonly reported X, Y, Z coordinates. This feature enables the performance of multi-camera virtual trips at the office to produce efficient and accurate hardware spatial surveys of pavements, guardrails, posts, signs, culverts, ditches, bridges, etc., suited to the managerial needs of transportation agencies responsible for the maintenance and operation of streets, roads, airports, and railways. In addition, YonaPMS.Video enhances the Quality Assurance/Quality Control (QA/QC) of the collected data as both the geographic position and the element attributes are recorded simultaneously. With YonaPMS.Video it is easy to generate GIS layers directly from the video display which are compatible with most available GIS platforms used in the industry. YonaPMS.Video provides users with an automatic form generator that enables them to create their own inventory or condition surveying forms suited to their preferences and needs. YonaPMS.Video incorporates a 3-D measuring and positioning tool to make horizontal and vertical measurements and positioning of infrastructure elements directly on the video display. With this 3-D tool it is possible to measure the width of road lanes, the height of guardrails and signs, and the area of a patch, and map the coordinates, the road-station kilometer and the attributes of the surveyed hardware elements. YonaPMS.Video has been used in Israel and overseas in numerous projects dealing with pavement maintenance management, concession bidding and operation, and asset inventory and management for national, municipal and privately operated road and airport networks.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asset management
KW  - Data collection
KW  - Digital video
KW  - Geographic information systems
KW  - Inventory
KW  - Israel
KW  - Maintenance management
KW  - Pavements
KW  - Quality assurance
KW  - Quality control
KW  - Spatial analysis
UR  - https://trid.trb.org/view/1135024
ER  - 

TY  - CONF
AN  - 01366558
AU  - Highfield, Crysta
AU  - Flintsch, Gerardo W
AU  - Pontificia Universidad Catolica de Chile
TI  - Review of Selected Environmental Assessment Tools: Coverage, Gaps, and Future Steps
SN  - 9789561412309
PY  - 2011
SP  - 13p
AB  - Sustainability, understood as a balance of economic, social, and environmental impacts, is emerging as one of the preeminent issues in all fields of public policy, business, and engineering. Decisions in transportation engineering, traditionally made based on functionality and economic considerations, are no exception to this trend. Life-cycle economic calculations already form a large component of decision making best practice, and considerations of social issues are still nascent and potentially distant in the future. The integration of environmental impacts into transportation asset management decision making is within reach and is a necessary step towards truly sustainable practices. Numerous tools for estimating and analyzing the environmental impacts of transportation projects have been developed in recent years. Proper use of these tools requires an understanding of both their capabilities and their limitations. This paper reviews and compares eight environmental impact tools currently available for the assessment of transportation projects. The review reveals that greenhouse gases (GHGs) are the most thoroughly examined impact, while other impacts are analyzed less frequently and less quantitatively. It was also observed that the design and construction phase of transportation projects are more likely to be assessed than other life-cycle stages such as material extraction, material production, and roadway maintenance. With these observations in mind, recommendations for future research and development are put forward.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asset management
KW  - Decision making
KW  - Environmental impacts
KW  - Greenhouse gases
KW  - Life cycle analysis
KW  - Pavements
KW  - Sustainable development
UR  - https://trid.trb.org/view/1135016
ER  - 

TY  - CONF
AN  - 01366557
AU  - Leyland, Robert
AU  - Paige-Green, Phil
AU  - Pontificia Universidad Catolica de Chile
TI  - A Simple Slope Hazard Management System for the South African Primary Road Network
SN  - 9789561412309
PY  - 2011
SP  - 12p
AB  - Considerable research into pavement management systems in South Africa over the past 40 years has resulted in numerous road-related management systems being developed and implemented. These systems, however, focus mainly on the condition of the roads and bridges and aspects such as material and borrow pit management and generally ignore the road environment and/or associated structures such as cuttings and fills. Such structures are expensive to construct and their failure usually results in severe consequences with respect to mobility, access and costs. International research has shown that the incidence of slope failures is increasing proportionately with the increasing global temperatures (related to climate change), and landslides appear to be more frequent and more severe. Structures that have been stable for long periods may become unstable due to climate changes that result in changes in the conditions within the structures. Ultimately this results in the original design parameters no longer being applicable. Reassessments of such conditions are therefore required on an ongoing basis to identify areas where changes have reduced the stability of structures which may require mitigation measures to prevent failures. A simple slope hazard management system that can assist road authorities to assess the current conditions of cut slopes and identify effective and timely failure mitigation measures has been developed. The system was originally based on a system developed in the USA but has been modified to suit South African conditions and road authorities requirements. The modifications included also make the system sufficiently comprehensive to allow all material types to be assessed. A low cost, user friendly GIS designed specifically for use with the developed slope hazard management system has also been developed and is currently at the testing phase.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Climate change
KW  - Embankments
KW  - Geographic information systems
KW  - Hazard management system
KW  - Hazard mitigation
KW  - Landslides
KW  - Rockfalls
KW  - Slope failure
KW  - Slope stability
KW  - South Africa
UR  - https://trid.trb.org/view/1135022
ER  - 

TY  - CONF
AN  - 01366556
AU  - Gonzalez, Alvaro Andres
AU  - Cubrinovski, Misko
AU  - Pidwerbesky, Bryan
AU  - Alabaster, David
AU  - Pontificia Universidad Catolica de Chile
TI  - Performance of Foamed Bitumen Pavements in Accelerated Testing Facility
SN  - 9789561412309
PY  - 2011
SP  - 12p
AB  - One of the key principal goals of pavement asset management is to develop and implement cost-effective pavement construction and maintenance strategies that achieve the required levels of service and performance. A sustainable, cost-effective technique for rehabilitating pavements is foamed bitumen stabilization. This paper presents a study on the performance of foamed bitumen pavements tested in the Canterbury Accelerated Pavement Testing Indoor Facility (CAPTIF), for full scale testing of pavements. Six pavement sections were tested; the variables were bitumen and cement content; one control section with the untreated unbound material was tested. Results showed that surface deflections decreased at sections with higher bitumen contents. After the application of 5,710,000 Equivalent Standard Axles (ESAs), the sections stabilised with cement only, bitumen only, and the control section all showed large amounts of rutting. Conversely, little rutting was observed in the three sections stabilised with foamed bitumen and 1.0% cement, showing that cement and foamed bitumen together significantly improve pavement performance. The rutting results were used to develop models to describe the stable and unstable performance of the tested pavements. The paper concludes by outlining some of the practical benefits of utilising this technology in pavement asset management.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Accelerated tests
KW  - Asphalt content
KW  - Base stabilization (Pavements)
KW  - Cement content
KW  - Foamed asphalt
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
KW  - Rutting
UR  - https://trid.trb.org/view/1134802
ER  - 

TY  - CONF
AN  - 01366555
AU  - Whitson, Francine Shawn
AU  - Coley, Nathaniel
AU  - Chang, Christopher
AU  - Pontificia Universidad Catolica de Chile
TI  - Data Driven Decision Making - Sustainable Decision Making Tools
SN  - 9789561412309
PY  - 2011
SP  - 13p
AB  - Many transportation agencies in the United States have decision making processes for project selection and programming that consider only the initial capital costs of design and construction. A focus only on initial capital costs makes it less likely that selected projects or programs will generate the return on investment that the use of public funds dictates or lower long-term operations and preservation costs. The Suite of Data-Driven Decision Making Tools (D3MT) assists public transportation agencies in maximizing the return on public investments while extending transportation infrastructure life and performance. These tools employ an engineering economic analysis process of analyzing highway projects to identify, qualify, and value the benefits and costs of highway projects and programs over a multi-year timeframe and to identify those projects that generate the highest return to each dollar invested. D3MT facilitates a multilevel approach to analyzing the investment of available resources. D3MT also helps to standardize practice and enable consistent and fair comparisons among projects along with decisions that are sustainable and accountable. Use of D3MT will enable a transportation agency to analyze how potential investments: 1. Increase safety by analyzing a potential project’s ability to provide reductions in injuries, loss of life, as well as property damage; 2. Support livable communities and environmental sustainability by evaluating projects for the life-cycle reductions in environment and congestion impacts; and 3. Achieve economic competitiveness by allowing transportation agencies to choose the best mix of projects that optimize their return from available dollars and thereby increase their long-term economic sustainability and economic competitiveness.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asset management
KW  - Benefit cost analysis
KW  - Decision making
KW  - Economic analysis
KW  - Highways
KW  - Life cycle analysis
KW  - Pavements
KW  - Return on investment
KW  - Sustainable development
UR  - https://trid.trb.org/view/1135023
ER  - 

TY  - CONF
AN  - 01366554
AU  - Hausman, John J
AU  - Steele, Douglas A
AU  - Pontificia Universidad Catolica de Chile
TI  - Using the Rolling Wheel Deflectometer (RWD) to Improve Pavement Management Decisions
SN  - 9789561412309
PY  - 2011
SP  - 13p
AB  - The Rolling Wheel Deflectometer (RWD) is an innovative device to perform network-level structural evaluation of highways. It consists of lasers mounted on a custom-designed semi-trailer that measure deflections due to the trailer’s 18-kip single axle load. Because the RWD operates at normal highway speeds, it does not interrupt highway users and increases the safety of motorists and field crews. To evaluate the potential benefit of incorporating RWD deflection data into network level pavement management, Applied Research Associates, Inc. (ARA) performed a demonstration project using real world data from approximately 660 directional miles of highway. In addition to RWD deflections, pertinent data was gathered from the participating state highway agencies, including age, distress, and ride quality data. Comparative analyses were performed in the RoadCare Pavement Management System (PMS) software using two methods – a traditional analysis based on surface condition, and an RWD-based strategy accounting for structural response. The results show the RWD produced a cost savings of at least 5 percent by taking into account pavement structural response, depending on the scenario. This is due to the selection of the optimal maintenance or rehabilitation treatment for each road provided by the additional benefit of knowing structural response. For example, two roads with the same visual condition can have very different pavement deflections. Whereas the traditional approach recommends the same treatment for both roads, the RWD-method refines the treatment selection on whether the road has low, medium, or high deflections. The optimized treatment matrix results in higher reliability and lower costs.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Cost effectiveness
KW  - Deflection tests
KW  - Maintenance management
KW  - Pavement management systems
KW  - Rehabilitation (Maintenance)
KW  - Rolling wheel deflectometers
UR  - https://trid.trb.org/view/1135175
ER  - 

TY  - CONF
AN  - 01366553
AU  - Izeppi, Edgar de Leon
AU  - Flintsch, Gerardo W
AU  - Pontificia Universidad Catolica de Chile
TI  - Continuous Friction Measurement Equipment (CFME) Loan Program
SN  - 9789561412309
PY  - 2011
SP  - 12p
AB  - Currently, in the United States, highway agencies commonly use locked-wheel testers to perform project and network level pavement evaluation. Fixed and variable slip friction measurement devices collect data continuously, so they are also known as a Continuous Friction Measurement Equipment (CFME). This is a big advantage over the locked-wheel devices because it offers a practical alternative for network-level pavement friction data collection at highway speeds, and because it can carry out substantial friction surveys with low water consumption. They are also highly maneuverable and especially adapted for investigating accident sites, supporting wet- weather accident reduction programs and identifying localized areas with reduced friction. The Federal Highway Administration (FHWA) has developed a CFME Loan Program to allow state agencies, practitioners and/or researchers the opportunity to evaluate several types of fixed slip CFME devices without the significant financial commitment this would otherwise represent. The program is managed by the Pavement Surface Characteristics Consortium, which is a joint effort between FHWA and six Departments of Transportation (DOTs) and run by the Center for Sustainable Transportation Infrastructure (CSTI) at the Virginia Tech Transportation Institute (VTTI). This paper presents some of the experiences and results that the CFME Loan Program has achieved, especially the software program developed to allow users to view and analyze continuous pavement friction data automatically without further processing. Results from some measurements made at the Smart Road are presented.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Continuous Friction Measurement Equipment Loan Program
KW  - Data collection
KW  - Equipment tests
KW  - Friction
KW  - Measuring instruments
KW  - Pavements
KW  - U.S. Federal Highway Administration
KW  - Virginia Smart Road
UR  - https://trid.trb.org/view/1135176
ER  - 

TY  - CONF
AN  - 01366552
AU  - Wang, Kelvin
AU  - Byram, Daniel
AU  - Xiao, Danny
AU  - Hall, Kevin
AU  - Evans, Mark
AU  - Pontificia Universidad Catolica de Chile
TI  - Application of MEPDG and HPMS Cracking Protocols with the Automated Distress Analyzer
SN  - 9789561412309
PY  - 2011
SP  - 25p
AB  - Manual surveys of pavement cracking have problems associated with variability, repeatability, processing speed, and cost. If conducted in the field, safety and related liability of manual survey present challenges to highway agencies. Therefore automated processes for cracking analysis have been sought after in the past decades. Processed cracking results need to be compiled based on a standard or a protocol so pavement engineers can apply the results in design and management. Pavement cracking protocols vary in details. Cracking definitions in the Highway Performance Monitoring System (HPMS) and the Mechanistic-Empirical Pavement Design Guide (MEPDG) represent two efforts in defining cracking applications for pavement condition monitoring and prediction modelling of pavement condition in design, respectively. This paper presents the findings of using a fully automated process with the Automated Distress Analyzer (ADA) to establish a viable method for analyzing cracks based on 2D laser images for HPMS and MEPDG. It is determined that automated survey is possible for both protocols as long as careful design and implementation are made and errors are controlled in the process as much as possible. In addition, an analysis of wheelpath wandering and its effect on cracking analysis is conducted by varying positions of wheelpaths and their sizes.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Automated distress analyzer
KW  - Condition surveys
KW  - Highway Performance and Monitoring System
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement cracking
UR  - https://trid.trb.org/view/1135169
ER  - 

TY  - CONF
AN  - 01366551
AU  - Kadar, Peter
AU  - Zavitski, Jeff
AU  - Shopov, Vladimir
AU  - Pontificia Universidad Catolica de Chile
TI  - Removing the Tyranny of Averages – Modelling the Performance of the Sydney Harbour Bridge
SN  - 9789561412309
PY  - 2011
SP  - 8p
AB  - The expectations towards asset management systems (AMSs) often exceed what most AMSs can or do deliver. The disappointment of stakeholders with an implemented AMS frequently leads to the abandonment of the otherwise sound principles of asset management. A review of the critical components of transport AMSs highlighted several issues of which the treatment of uncertainties and the treatment selection method were explored in detail. Though performance forecasts based on average values may be right on the average, they are most likely wrong when looking at smaller segment levels in specific cases – i.e. most of the time. The key performance indicator for the Sydney Harbour Bridge maintenance requires that only a very small proportion of the paint is in need of immediate repair. To meet the specified maintenance objectives, a model is required that can contemplate both the extent and severity of the paint condition of each element of the bridge. The paper discusses and describes the development of a suitable model based on Markov chains. The model has a broader application well beyond the Sydney Harbour Bridge as it is suitable for modelling condition parameters defined in terms of discrete condition states. The model relieves the users from the tyranny of the commonly used statistical parameters describing central tendencies, such as the average, thus making characterisation of an asset element more representative and thus accurate. As multiple conditions on the same element are possible, the accuracy of the budget and condition forecast also increases.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asset management
KW  - Bridges
KW  - Maintenance management
KW  - Markov chains
KW  - Mathematical models
KW  - Performance indicators
KW  - Sydney (Australia)
KW  - Sydney Harbour Bridge
UR  - https://trid.trb.org/view/1135027
ER  - 

TY  - CONF
AN  - 01366550
AU  - Hassan, Rayya
AU  - Pontificia Universidad Catolica de Chile
TI  - Characterisation of Anomalous Pavement Roughness Data
SN  - 9789561412309
PY  - 2011
SP  - 9p
AB  - Road surface roughness is one of the important measures for the level of service provided by the pavement network. It is used by Australian State Road Authorities to trigger investigation into pavement maintenance and rehabilitation. Features such as utility pits, trenches, bridge abutments, tram lines and rail level crossings, humps, roundabouts, and intersections cause spikes in lane roughness values when located along the wheel paths, especially in metropolitan areas. Such anomalous roughness data can result in higher average network roughness and trigger false characterisation. This paper describes the approach and findings of a study for assessing the feasibility of using available roughness measures to develop criteria to characterise the different causes of the anomalous data. The findings of this exercise indicate that the use of available measures to characterise anomalous roughness is not feasible. Roughness waveband characteristics for a sample of sections, covering different features causing anomalous roughness, were also studied using wavelet analysis. The limited analyses showed that the technique is useful in locating the features studied but not characterising them.
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Australia
KW  - Feasibility analysis
KW  - Pavement maintenance
KW  - Pavements
KW  - Roughness
KW  - Wavelets
UR  - https://trid.trb.org/view/1135020
ER  - 

TY  - CONF
AN  - 01366549
AU  - Pontificia Universidad Catolica de Chile
TI  - 8th International Conference on Managing Pavement Assets, November 15-19, 2011, Santiago, Chile: "Fulfilling the Social, Economic and Environmental Responsibility for Sustainable, Well Managed, Better Roads"
SN  - 9789561412309
PY  - 2011
SP  - 34p
AB  - This Program Book was prepared for conference attendees.  It contains a welcome to Chile by Hernan de Solminihac T., Minister of Mining; general information; a list of local partners and sponsors; the conference program; and a CD-ROM containing the conference papers, the paper selection process, technical and organizing committees, local partners and sponsors, and acknowledgments.  The papers are organized under the seven themes of the conference, which are as follows:  (1) Performance Based Public-Private Partnerships (PPP) Projects; (2) Sustainable Design, Construction and Operation of Pavement Assets; (3) Tools to Improve the Decision-making Process in Pavement Assets; (4) Preservation and Maintenance of Pavement Assets; (5) Management Practices and Applications; (6) Pavement Performance Modeling, Key Performance Indicators and Implementation Targets; and (7) Special Requirements/Situations (Local Roads, Airfields, Developing Areas, Resource Roads, Cold Regions, Urban Pavements, Rural Roads, etc.).
U1  - Eighth International Conference on Managing Pavement AssetsFugroFederal Highway AdministrationIntervial ChileCAF - Banco de Desarrollo de America LatinaSantiago,Chile StartDate:20111115 EndDate:20111119 Sponsors:Fugro, Federal Highway Administration, Intervial Chile, CAF - Banco de Desarrollo de America Latina
KW  - Asset management
KW  - Conferences
KW  - Decision making
KW  - Decision support systems
KW  - Pavement design
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Pavement performance
KW  - Pavement preservation
KW  - Public private partnerships
KW  - Road construction
KW  - Sustainable development
UR  - https://trid.trb.org/view/1126970
ER  - 

TY  - RPRT
AN  - 01366327
AU  - Roadway Safety Consortium
AU  - Federal Highway Administration
TI  - Guidelines on Ensuring Positive Guidance in Work Zones
PY  - 2011
SP  - 21p
AB  - This document describes challenges and countermeasures in the provision of positive guidance for motorists in a work zone.  The document presents recommended practices and effective strategies and techniques that can be used during the planning and construction phases to ensure positive guidance.
KW  - Countermeasures
KW  - Work zone safety
KW  - Work zone traffic control
KW  - Work zones
UR  - http://www.workzonesafety.org/files/documents/training/courses_programs/rsa_program/RSP_Guidance_Documents_Download/RSP_Positive_Guidance_Download.pdf
UR  - https://trid.trb.org/view/1134604
ER  - 

TY  - CONF
AN  - 01364837
AU  - Western Transportation Institute
AU  - AAA Foundation for Traffic Safety
TI  - National Summit for Rural Traffic Safety Culture 2011
PY  - 2011
SP  - n.p.
AB  - The focus of the 2011 National Summit for Rural Traffic Safety Culture was to present an action plan with the goal of zero traffic deaths.  At the center of this will be a concentrated effort to change the rural culture of accepting risky driving behavior as the norm.  More than designing safer highways, enforcing stricter laws, advancing vehicle design or improving driving skills, changing a risky and unsafe driver culture reaches much deeper into a community.  Change should emphasize a positive outlook in the spirit and actions necessary for lasting and deep core changes in beliefs and attitudes.  At all levels within a community, leadership and communication must work together to integrate and promote the positive benefits of cultural change.
U1  - National Summit for Rural Traffic Safety Culture 2011Western Transportation InstituteAAA Foundation for Traffic SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationCenters for Disease Control and PreventionAmerican Traffic Safety Services AssociationBig Sky,MT,United States StartDate:20110711 EndDate:20110713 Sponsors:Western Transportation Institute, AAA Foundation for Traffic Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration, Centers for Disease Control and Prevention, American Traffic Safety Services Association
KW  - Attitudes
KW  - Behavior
KW  - Culture (Social sciences)
KW  - Human factors
KW  - Rural areas
KW  - Rural highways
KW  - Traffic crashes
KW  - Traffic safety
UR  - http://www.mostofus.org/national-summit-for-rural-traffic-safety-2011/
UR  - https://trid.trb.org/view/1133786
ER  - 

TY  - RPRT
AN  - 01363223
AU  - Pisano, Paul
AU  - Federal Highway Administration
TI  - Road Weather and the Connected Vehicle. Improving Road Weather Awareness
PY  - 2011
SP  - 2p
AB  - Good drivers know what is happening in and around their vehicles, but today they are not alone in sensing the roadway environment. Right now, many vehicles collect information on vehicle conditions (lights, wipers, etc.), ambient temperature, and atmospheric pressure. Research is currently underway to take this information and combine it with other data on weather and road conditions to provide a more complete and accurate picture of current weather conditions in and around the roadway. The initiative is part of the U.S. Department of Transportation’s (DOT) Intelligent Transportation Systems (ITS) program on connected vehicles, which involves the development and deployment of a fully connected transportation system that allows vehicle to vehicle, and vehicle to infrastructure communication. This is not science fiction but a real world program in which the DOT is investing considerable resources so people, goods, and services can travel our roads and highways faster, more efficiently, and safer than ever before. Weather is a significant part of the program because 24 percent of all crashes occur under adverse weather conditions and result in over 7,100 deaths and more than 673,000 injuries each year. Weather also affects road capacity and is a factor in 25 percent of all non-recurring delays, costing drivers close to one billion hours of delay due to snow, rain, ice, wind, and fog. Accurate and timely information on weather and road conditions can reduce the number of crashes and delay caused by weather. For instance, advanced road weather information helps transportation agencies apply the right treatment material on the roadway at the right time, and timely information to motorists can help them make better and safer decisions. That is why the Road Weather Management Program (RWMP), automakers, the National Center for Atmospheric Research (NCAR), and state departments of transportation are expanding on existing technologies to test the concept of the vehicle as a mobile weather station. The program is using data that already exists on the vehicle and is capitalizing on the applications and services of existing programs such as Clarus, which is a national network that combines road weather information from 47 jurisdictions. Given the fact weather conditions can change dramatically even within a few hundred feet, the advantage of the connected vehicle is that it becomes a source that collects information in real time at precise locations.
KW  - Road Weather Management Program
KW  - Traffic delays
KW  - Vehicle to infrastructure communications
KW  - Vehicle to vehicle communications
KW  - Weather conditions
KW  - Weather information systems
UR  - http://ntl.bts.gov/lib/43000/43500/43531/Connected_vehicle_final.pdf
UR  - http://ntl.bts.gov/lib/43000/43600/43663/Connected_vehicle_final.pdf
UR  - https://trid.trb.org/view/1131892
ER  - 

TY  - RPRT
AN  - 01362861
AU  - Roadway Safety Consortium
AU  - Federal Highway Administration
TI  - Guidelines for Improving Work Zone Safety Through Public Information and Traveler Information
PY  - 2011
SP  - 18p
AB  - This document summarizes available guidance on public information and traveler (or motorist) information. Agencies are encouraged to consider these two types of traffic control measures as required by Subpart K and as part of an overall transportation management plan (TMP) that must be developed and implemented for all significant projects as required by 23 CFR 630 Subpart J. The document describes effective strategies and techniques that can be used to implement these control measures and offers recommended practices. This document is organized into the following sections: Program-Level and Project-Level Public Information; Traveler Information; Additional Portable Changeable Message Sign (PCMS) Safety Considerations; Examples of Good Practices (Texas Department of Transportation (DOT) PCMS Guidance; Minnesota DOT Traveler Information System for Work Zone Access/Egress Locations; Arizona and Missouri DOTs Use of Social Media).
KW  - Advanced traveler information systems
KW  - Arizona Department of Transportation
KW  - Best practices
KW  - Guidelines
KW  - Minnesota Department of Transportation
KW  - Missouri Department of Transportation
KW  - Public information programs
KW  - Social media
KW  - Texas Department of Transportation
KW  - Work zone safety
UR  - http://www.workzonesafety.org/files/documents/training/courses_programs/rsa_program/RSP_Guidance_Documents_Download/RSP_Traveler_Information_Download.pdf
UR  - https://trid.trb.org/view/1128166
ER  - 

TY  - RPRT
AN  - 01362682
AU  - Federal Highway Administration
TI  - Guidelines on Payment for Temporary Traffic Control
PY  - 2011
SP  - 10p
AB  - This document describes considerations and requirements of payment for temporary traffic control (TTC).  The document offers several recommended  methods and presents the advantages and disadvantages of each.  Also addressed are techniques the agency and the contractor can use to monitor the effectiveness of selected methods.
KW  - Financing
KW  - Highway traffic control
KW  - Temporary structures
KW  - Traffic control devices
KW  - Work zone traffic control
UR  - http://www.workzonesafety.org/files/documents/training/courses_programs/rsa_program/RSP_Guidance_Documents_Download/RSP_Payment_for_TTCs_Guidance_Dowload.pdf
UR  - https://trid.trb.org/view/1127541
ER  - 

TY  - RPRT
AN  - 01361638
AU  - Tarko, Andrew
AU  - Islam, Mouyid Bin
AU  - Thomaz, Jose
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Improving Safety in High-Speed Work Zones: A Super 70 Study
PY  - 2011///Final Report
SP  - 78p
AB  - Super 70 was an urban reconstruction project (March-November 2007) along I-70 in the central part of Indianapolis. The Indiana Department of Transportation (INDOT) applied in that project several innovative and traditional solutions. This study investigates the safety effect of the solutions. Advanced econometric models were applied to study both the spatial differences in the risk of crash on different roads inside and outside of the construction zone and short-term fluctuations in response to changes in traffic, weather, and traffic management. The single most successful management strategy was rerouting heavy vehicles (13+ tons) on alternative interstate routes. The second significant source of safety benefit was jointly generated by police enforcement, reduced speed, and other traffic management strategies. The safety benefit generated by the two sources was estimated to be 100 crashes saved inside the work zone during the nine months of the road construction. Widening shoulders was indicated as an additional means of improving work zone safety. The study could not confirm that the moveable barriers and consequently adjusting the number of traffic lanes to traffic volumes brought any direct safety benefits inside the work zone. The recommendations could be incorporated to the INDOT supporting materials for traffic management in high-speed urban  work zones. The risk prediction equations can be applied to real-time detector data and weather information to assess the risk and identify high-risk conditions. Adequate warning messages could be displayed via variable message signs (VMS) placed in advance of work zones.
KW  - High speed ground transportation
KW  - Highway safety
KW  - Logits
KW  - Statistical analysis
KW  - Traffic volume
KW  - Urban areas
KW  - Variable message signs
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=2678&context=jtrp
UR  - http://docs.lib.purdue.edu/jtrp/1474/
UR  - http://dx.doi.org/10.5703/1288284314622
UR  - https://trid.trb.org/view/1127442
ER  - 

TY  - RPRT
AN  - 01361637
AU  - Prezzi, Monica
AU  - McCullouch, Bob
AU  - Mohan, Varenya Kumar Duvvuru
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Analysis of Change Orders in Geotechnical Engineering Work at INDOT
PY  - 2011///Draft Final Report
SP  - 70p
AB  - Change orders represent a cost to the State and to tax payers that is real and often extremely large because contractors tend to charge very large amounts to any additional work that deviates from the work that was originally planned. Therefore, efforts must be made to reduce significantly the occurrence of change orders in order to provide significant cost savings to the state of Indiana and save taxpayer dollars. The proposed research, in this context, developed a set of guidelines that will allow the geotechnical office of the Indiana Department of Transportation (INDOT) to minimize the probabilities of having change orders in those projects where they are truly preventable. These guidelines include not only recommendations on how to manage the problem of change orders  associated with the geotechnical construction projects when they are unavoidable but also general recommendations wherever possible for adequate site investigation, design procedures, and quality assurance and quality control (QA/QC) processes that could help minimize change orders.  Based on the analysis conducted on the data collected from 300 INDOT contracts, it was found that the average geotechnical change order amount per district per year was 1.34 percent of the total estimated construction cost per district per year. The average geotechnical change order amount per district per year was 10.25 percent of the average amount of total change orders per district per year. The average net overrun due to geotechnical change orders was $707,000 per district per year. About 28 percent (84 contracts) of the contracts that were considered in this study experienced geotechnical change orders. In total, 158 geotechnical change orders were recorded in all the contracts. About 41 % of the total road contracts (155 contracts) experienced geotechnical change orders. About 37% of the total bridge contracts (44 contracts) experienced geotechnical change orders. The other contract types of this study’s dataset were insignificant as far as geotechnical change orders were concerned. Reason code 206 – Constructability: Soils-Related – was assigned to 101 geotechnical change orders. Reason code 405 – Changed Field Conditions: Soils-Related – was assigned to 46 geotechnical change orders. Reason code 108 – Errors and Omissions: Soils-Related – was assigned to the 11 remaining geotechnical change orders. INDOT personnel who were interviewed acknowledged the fact that the variability of soil is so great that it would be literally impossible to eliminate geotechnical change orders. However, they did recognize the need to address the following issues that lead to geotechnical change orders (i) Failure to identify areas of poor subgrade soil (ii) Mismatch in piling quantities (iii) Omissions  and constructability issues associated with erosion control work.
KW  - Change orders
KW  - Contractors
KW  - Cost control
KW  - Geotechnical engineering
KW  - Indiana
KW  - Quality assurance
KW  - Quality control
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1840&context=jtrp
UR  - http://dx.doi.org/10.5703/1288284314623
UR  - http://ntl.bts.gov/lib/43000/43600/43607/3224.pdf
UR  - https://trid.trb.org/view/1127447
ER  - 

TY  - RPRT
AN  - 01361636
AU  - Peeta, Srinivas
AU  - Sharma, Sushant
AU  - Hsu, Yu-Ting
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Dynamic Real-Time Routing for Evacuation Response Planning and Execution
PY  - 2011///Final Report
SP  - 36p
AB  - This study addresses the problem of dynamic routing operations in the emergency response context, primarily in terms of the routing of response vehicles and evacuees. The study focuses on identifying the paths used for routing response vehicles and the evacuees in disaster situations. In this context, two application modules are developed: module for Kshortest paths routing and module for multiple-stop routing. The K-shortest paths module allows more flexible options for routing response vehicles under the dynamic network conditions due to a disaster. It provides multiple routes for evacuation and response operations. The multiple-stop routing module enables the delivery of relief resources to several locations using a single response vehicle. It has the ability to impose time window constraints for relief operations and the reordering of the routing to the delivery locations, capabilities which are critical to disaster operations. For ease of operability, these modules are developed on a Geographic Information System (GIS) platform used by the Indiana Department of Transportation (INDOT) and Indiana Department of Homeland Security (IDHS). Based on dynamic field conditions, color-coded flags on the GIS map are used to characterize links in terms of their availability and functionality in the context of the response operations. These link characteristics are dynamically updated as new  information on the network conditions becomes available over time. The proposed modules can be integrated into the current web-based traffic information system called TrafficWise supported by INDOT and disaster management system Web Emergency Operation Center (WebEOC) supported by IDHS for seamless practical implementation.
KW  - Disaster preparedness
KW  - Disasters and emergency operations
KW  - Dynamic routing
KW  - Evacuation
KW  - Geographic information systems
KW  - Real time information
KW  - Routing
KW  - Traffic information
KW  - Transportation planning
UR  - http://dx.doi.org/10.5703/1288284314621
UR  - https://engineering.purdue.edu/JTRP/files/Dynamic-Real-Time-Routing-for-Evacuation-Response-Planning-and-Execution.pdf
UR  - https://trid.trb.org/view/1127439
ER  - 

TY  - RPRT
AN  - 01361635
AU  - Lee, Jusang
AU  - Shields, Todd
AU  - Ahn, Hyung Jun
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Performance Evaluation of Seal Coat Materials and Designs
PY  - 2011///Final Report
SP  - 148p
AB  - This project presents an evaluation of seal coat materials and design method. The primary objectives of this research are 1) to evaluate seal coat performance  from various combinations of aggregates and emulsions in terms of aggregate loss; 2) to evaluate how the properties of aggregates and emulsions affect seal  coat performance; 3) to evaluate current seal coat design methods based on Indiana Department of Transportation (INDOT) seal coat practice; and 4) to develop seal coat design software  incorporating Indiana practice. To evaluate the effects of aggregate and emulsion types on aggregate loss performance of seal coat, three emulsions and eight aggregates including CRS-2P,  RS-2P, and AE-90S for emulsions and Trap Rock, Sandstone, Blast Furnace Slag, Steel Slag, Limestone, Dolomite, Crushed Gravel (one face), and Crushed  Gravel (two faces) were tested utilizing the sweep test and Vialit test. In addition, to explore influential factors (i.e., electrical surface charge interaction,  water evaporation change in emulsion, water affinity of aggregate, etc.), the Zeta potential, water content, and X-ray deflection (XRD) tests were also  conducted. According to the Zeta potential test results, the electrical surface charge of an aggregate in emulsions varies with the type of emulsion (i.e., with the pH of  the emulsifier). From the water content test, among the emulsions, CRS-2P was the earliest emulsion to have enough bond strength to retain aggregates in  open traffic. In addition, aggregate can retard the water evaporation process of emulsions. Based on the XRD test results, Sandstone and Dolomite have the  highest and smallest content of SiO2, respectively among the eight aggregates. This means that Sandstone and Limestone have the highest and lowest water  affinity (hydrophilic and hydrophobic), respectively. In the sweep test with Limestone with various curing time, CRS-2P showed superior aggregate loss performance among the emulsions. Comparing the sweep test results to the water contents of emulsions, faster water evaporation presented better aggregate loss performance. This finding indicates that the  bond strength of emulsion to retain aggregate can be mainly a function of water evaporation in emulsion. Based on the sweep test at 77 ˚F after 24 hours of  curing, CRS-2P performed the best regardless of aggregate type.  The Vialit test at a temperature range of 35 °F to -22 F° after 24 hours of curing shows the  most aggregate loss at lower testing temperatures. AE-90S had the strongest resistance in losing aggregate among the three emulsions at lower temperatures, which is an opposite trend comparing to the sweep test results. Also, Crushed Gravel with two faces outperformed Crushed Gravel with one face. According to statistical analysis results, it was concluded that AE-90S and Crushed Gravel with two faces showed the best performance among the emulsions and aggregates, respectively. In addition the best-performing aggregate-emulsion combinations were AE-90S with most of the aggregates, except  for Steel Slag. Thus, the aggregate type in terms of mineral/chemical composition is not a major factor affecting the aggregate loss performance. To develop a seal coat design, seal coat performance was evaluated for various emulsion (EAR) and aggregate application rates (AAR) by using three different evaluation methods: the international roughness index (IRI), friction, and visual inspection. Based on these performance tests, immediate failure occurring locally during construction due to incorrect application rate (e.g., insufficient aggregate rate) can cause total failure of the seal coat road resulting from a chain reaction. Employing a factor to compensate for AAR discrepancies between target and actual is critical for seal coat survival during construction. This study confirms the irrelevance of seal coat application to IRI values due to the thin coat and the limitation of the IRI measurement (e.g., 250 mm moving average). The friction test results show an adequate skid resistance performance on all seal coat test sections. In addition, friction improvements due to seal coat applications were confirmed within a range of seal coat rates applied in this study. Overall, IRI, friction, and visual inspection did not show distinct differences in seal coat performance in terms of application rates. A methodology in selecting an equipment factor for correcting any difference between a target rate and a measured rate was developed considering reliability and a designed rate using the McLeod equation. Design software, “INDOT SEAL COAT DESIGN (iSeal)”, was developed as part of the study to aid the seal coat design process and incorporates INDOT seal coat practice. The software was largely based on the McLeod design method which includes factors that the INDOT seal coat specification lacks.  Furthermore, an additional factor, an equipment factor, was implemented into the design process to resolve issues due to discrepancies between designed rate and applied rate.
KW  - Aggregates
KW  - Application rate
KW  - Emulsions
KW  - Indiana
KW  - Performance-based design
KW  - Seal coats
KW  - Surface treating
KW  - Vialit test
UR  - http://dx.doi.org/10.5703/1288284314619
UR  - https://engineering.purdue.edu/JTRP/files/Performance-Evaluation-of-Seal-Coat-Materials-and-Designs.pdf
UR  - https://trid.trb.org/view/1127437
ER  - 

TY  - RPRT
AN  - 01361039
AU  - Salgado, Rodrigo
AU  - Woo, San Inn
AU  - Kim, Dongwook
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Load and Resistance Factor Design for Ultimate and Serviceability Limit States of Transportation Structure Foundations
PY  - 2011
SP  - 76p
AB  - Most foundation solutions for transportation structures rely on deep foundations, often on pile foundations configured in a way most suitable to the problem at hand. Design of pile foundation solutions can best be pursued by clearly defining limit states and then configuring the piles in such a way as to prevent the attainment of these limit states. The present report develops methods for load and resistance factor design (LRFD) of piles, both nondisplacement and displacement piles, in sand and clay. With the exception of the method for design of displacement piles in sand, all the methods are based on rigorous theoretical mechanics solutions of the pile loading problem. In all cases, the uncertainty of the variables appearing in the problem and of the relationships linking these variables to the resistance calculated using these relationships are carefully assessed. Monte Carlo simulations using these relationships and the associated variabilities allow simulation of resistance minus load distributions and therefore probability of failure. The mean (or nominal) values of the variables can be adjusted so that the probability of failure can be made to match a target probability of failure. Since an infinite number of combinations of these means can be made to lead to the same target probability of failure, the authors have developed a way to determine the most likely ultimate limit state for a given probability of failure. Once the most likely ultimate limit state is determined, the values of loads and resistances for this limit state can be used, together with the values of the mean (or nominal) loads and resistances to calculate load and resistance factors. The last step in the process involves adjusting the resistance factors so that they are consistent with the load factors specified by American Association of State Highway and Transportation Officials (AASHTO). Recommended resistance factors are then given together with the design methods for which they were developed.
KW  - Design
KW  - Failure
KW  - Foundations
KW  - Load and resistance factor design
KW  - Load transfer
KW  - Monte Carlo method
KW  - Pile foundations
KW  - Piles (Supports)
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=2969&context=jtrp
UR  - http://docs.lib.purdue.edu/jtrp/1480/
UR  - http://dx.doi.org/10.5703/1288284314618
UR  - https://trid.trb.org/view/1127043
ER  - 

TY  - RPRT
AN  - 01360963
AU  - Shah, Hiral
AU  - Yoon, Yoojung
AU  - Hastak, Makarand
AU  - Lee, Jusang
AU  - Shields, Todd
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Benefits and Assessment of Annual Budget Requirements for Pavement Preservation
PY  - 2011///Final Report
SP  - 48p
AB  - This research identifies methods and best practices that can be used by the Indiana Department of Transportation (INDOT) in performing various strategies for pavement preservation. It also identifies various methods of calculating the benefits of pavement preservation and a methodology for allocation of funds for pavement preservation, which are the two main objectives of this research. In order to achieve these objectives, several tasks were performed: literature review, data collection through Surveys and telephone interviews, data analysis and recommendations. For the data collection process, all the department of transportation (DOTs) across the US and three Canadian provinces were sent a Survey. A total of 26 responses were received, and by analyzing them thoroughly, seven state DOTs were identified as candidates for telephone interviews. In order to quantify the benefits of pavement preservation, a method called Annualized Costs was identified and recommended to INDOT. Furthermore, a methodology was developed for budget allocation. This methodology was developed to create more consistent demands for resources (i.e., budget) by using a resource leveling algorithm. This algorithm overcame the discrepancies in the budget requirements, providing more balanced budgetary needs over the entire life cycle of the projects. With this model, INDOT will know in advance how much budget will be needed or should be allocated for optimum results. All these recommendations were made on the basis of collected data and literature review performed by researchers during the course of this project
KW  - Benefit cost analysis
KW  - Best practices
KW  - Budgeting
KW  - Data collection
KW  - Literature reviews
KW  - Pavement preservation
KW  - Pavements
KW  - Rehabilitation (Maintenance)
KW  - Surveys
UR  - http://docs.lib.purdue.edu/jtrp/1477/
UR  - http://dx.doi.org/10.5703/1288284314620
UR  - https://trid.trb.org/view/1126808
ER  - 

TY  - RPRT
AN  - 01360944
AU  - McCullouch, Bob
AU  - Land, Walter
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Design Mentoring Tool
PY  - 2011///Final Report
SP  - 10p
AB  - In 2004 a design engineer on-line mentoring tool was developed and implemented. The purpose of the tool was to assist senior engineers mentoring new engineers to the Indiana Department of Transportation (INDOT) design process and improve their technical competency. This approach saves senior engineers time while developing a consistent mentoring approach and standardizing technical knowledge in road and bridge design. It is a self-guided tool that utilizes multi-media and web-based technologies, trains engineers in the design process and provides resources to use for developing plans and specifications. Available resources include INDOT design practices, design standards, design memos, specification and construction standards, procedures, and check lists. When this tool was developed the Design Manual was under development. Therefore, the tool could not link to the Design Manual but to excerpted sections extracted from the Manual. Now active linking to this Manual is possible. Additionally other resources used in the design process: design standards, design memos, design procedures and checklists should be accessible in the various topics. These current resources have also influenced the technical content for the current 12 topics. An upgrade was performed to deal with these needs and to make the tool a living one, that is where future revisions in resources can be incorporated without a major overhaul to the application.
KW  - Bridge design
KW  - Design
KW  - Design engineering
KW  - Design methods
KW  - Design standards
KW  - Highway design
KW  - Mentoring
KW  - Plans (Drawings)
UR  - http://dx.doi.org/10.5703/1288284314243
UR  - https://engineering.purdue.edu/JTRP/files/3421-Technical-Summary.pdf
UR  - https://trid.trb.org/view/1127042
ER  - 

TY  - RPRT
AN  - 01359842
AU  - Alfelor, Roemer M
AU  - Federal Highway Administration
TI  - Weather Responsive Traffic Management New Approaches to Improve Safety and Mobility
PY  - 2011
SP  - 4p
AB  - Adverse weather can change a routine trip to a life-changing event. Rain, snow, ice, and the like are partly or fully responsible for more than 1.5 million highway crashes, more than 600,000 injuries, and 7,000 fatalities on U.S. roads every year. Adverse weather is also the second leading cause of nonrecurring highway congestion, accounting for about 25 percent of delays. No wonder, when surveyed, travelers on our nation’s highways clearly express the need for information on weather conditions. While it is not possible to change the weather, it is possible to manage its impacts on the traveling public. Transportation operators view weather events as a significant challenge to their operations and developed effective approaches to manage their systems. Documented approaches range from simple flashing signs to coordinated traffic control strategies and regional traveler information systems. There is a need to increase the ability of system operators to provide safe and reliable transportation systems during bad weather. In the last 10 years, new approaches, technologies, and strategies have emerged that hold great potential for Weather Responsive Traffic Management (WRTM), including Active Traffic Management (ATM) and Integrated Corridor Management (ICM). These approaches, along with new data sources and decision-support tools, offer opportunities for traffic operators to improve how they respond to and manage weather events. Access to quality checked Clarus data and related applications open new avenues for WRTM, and the communication revolution and availability of mobile data provide new sources and formats for advisories beyond dynamic message signs, highway advisory radio, web sites, and 511. These improvements will positively impact driver behavior. However, it is necessary to address the relationships between driver behavior and system impacts based on the strategy and the type of improvement.
KW  - Active traffic management
KW  - Highway operations
KW  - Highway traffic control
KW  - Information systems
KW  - Integrated corridor management
KW  - Technological innovations
KW  - Weather conditions
UR  - http://ntl.bts.gov/lib/42000/42900/42963/WRTM_FHWA-JPO-11-093_FINAL.pdf
UR  - https://trid.trb.org/view/1125787
ER  - 

TY  - RPRT
AN  - 01358967
AU  - Wilbur Smith Associates
AU  - Federal Highway Administration
TI  - State of the Practice and Traffic Control Strategies at Toll Plazas: Best Practices
PY  - 2011
SP  - 328p
AB  - The purpose and focus of this report is to develop guidelines for designing and implementing traffic control strategies and devices at toll plazas that, for example, inform drivers which lanes to use for specific methods of payment, reduce speed variance, discourage lane changing and properly install equipment and devices. This was accomplished after researching related studies and reports, surveying current practices, and learning from the experience of experts within the toll collection industry. The goal is to achieve a consistent strategy for handling potential points of conflict, controlling flow of various vehicle types and conveying information at toll plazas so that safety and operations are enhanced, better efficiency and economy of design are achieved, and motorist recognition and comprehension are improved. This must be accomplished in consideration of the fact that each toll facility may desire its own unique identity.
KW  - Best practices
KW  - Guidelines
KW  - State of the practice
KW  - Toll plazas
KW  - Toll roads
KW  - Traffic control
KW  - Traffic control devices
KW  - Traffic flow
KW  - Traffic simulation
UR  - http://mutcd.fhwa.dot.gov/rpt/tcstoll/pdf/best_practices.pdf
UR  - https://trid.trb.org/view/1124344
ER  - 

TY  - RPRT
AN  - 01357961
AU  - Federal Highway Administration
TI  - 2010 Urban Congestion Trends: Enhancing System Reliability with Operations
PY  - 2011
SP  - 8p
AB  - Congestion increased slightly over the past year in 20 urban areas in the United States. According to the FHWA Traffic Volume Trends report, more traffic was on the road in 2010 compared to 2009. This increased traffic can cause increased congestion. While edging up slightly in 2010, congestion has not reached the levels experienced in 2007, prior to the economic downturn. The implementation of innovative traffic operations strategies is even more important with this slight uptick of congestion. As the economy improves, the use of operational strategies will become more important to alleviate increasing congestion. There are a number of success stories documented in this report that illustrate how some states and communities are more effectively implementing traffic operations and monitoring and evaluating impacts. The benefits of successfully implementing operational strategies typically include reduced travel time, less fuel consumption, fewer emissions, and increased safety.
KW  - Case studies
KW  - Highway operations
KW  - Highway traffic control
KW  - Innovation
KW  - Traffic congestion
KW  - Traffic mitigation
KW  - Trend (Statistics)
KW  - Urban areas
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop11024/fhwahop11024.pdf
UR  - https://trid.trb.org/view/1121585
ER  - 

TY  - RPRT
AN  - 01357187
AU  - Federal Highway Administration
TI  - State Best Practice Policy for Medians
PY  - 2011
SP  - 4p
AB  - Safety is the number one priority for the U.S. Department of Transportation (USDOT) and it’s the agency’s policy to provide safe and effective pedestrian accommodation wherever possible. The Federal Highway Administration (FHWA) encourages the use of specific proven pedestrian safety countermeasures that can help achieve local, State and National safety goals. One of those countermeasures is the inclusion of raised medians. FHWA’s Safety Office has promoted the evidence-based safety benefits of raised medians (or refuge areas). This flyer highlights three agencies that have implemented policies and plans that promote the inclusion of raised medians: the New York State Department of Transportation (NYSDOT), the Oregon Department of Transportation (ODOT), and the Florida Department of Transportation (FDOT). All State and local agencies are encouraged to consider raised medians in curbed sections of multi-lane roadways in urban and suburban areas, particularly in areas where there are mixtures of a significant number of pedestrians, high volumes of traffic (more than 12,000 Average Daily Trips (ADT)) and intermediate or high travel speeds. A median is the area between opposing lanes of traffic – a median can either be open (pavement markings only) or they can be channelized (raised medians or islands) to separate various road users.
KW  - Best practices
KW  - Countermeasures
KW  - Florida Department of Transportation
KW  - Median barriers
KW  - Multilane highways
KW  - New York State Department of Transportation
KW  - Oregon Department of Transportation
KW  - Pedestrian safety
KW  - States
KW  - Suburbs
KW  - Urban areas
UR  - http://safety.fhwa.dot.gov/ped_bike/tools_solve/fhwasa11019/fhwasa11019.pdf
UR  - https://trid.trb.org/view/1120910
ER  - 

TY  - RPRT
AN  - 01357183
AU  - Federal Highway Administration
TI  - State Best Practice Policy for Shoulders and Walkways
PY  - 2011///FHWA Safety Program
SP  - 4p
AB  - Safety is the number one priority for the U.S. Department of Transportation (USDOT) and it’s the agency’s policy to provide safe and effective pedestrian accommodation wherever possible. The Federal Highway Administration (FHWA) encourages the use of specific proven pedestrian safety countermeasures that can help achieve local, State and National safety goals. One of those countermeasures is the inclusion of walkways and paved shoulders. This flyer highlights three agencies: New York State Department of Transportation (NYSDOT), Pennsylvania Department of Transportation (PennDOT) and the Oregon Department of Transportation (ODOT) that have implemented policies and plans that promote the inclusion of paved shoulders and walkways. All State and local agencies are encouraged to consider providing and maintaining paved shoulders or walkways along both sides of streets and highways in urban areas, particularly near school zones and transit locations, and where there is frequent pedestrian activity. A walkway is defined as a continuous way designated for pedestrians and separated from motor vehicle traffic by a space or barrier. A shoulder provides a gravel or paved highway area for pedestrians to walk next to the roadway, particularly in rural areas where sidewalks and pathways are not feasible.
KW  - Best practices
KW  - Countermeasures
KW  - New York State Department of Transportation
KW  - Oregon Department of Transportation
KW  - Paved shoulders
KW  - Pedestrian safety
KW  - Pennsylvania Department of Transportation
KW  - States
KW  - Urban areas
KW  - Walkways
UR  - http://safety.fhwa.dot.gov/ped_bike/tools_solve/fhwasa11018/fhwasa11018.pdf
UR  - https://trid.trb.org/view/1120909
ER  - 

TY  - RPRT
AN  - 01355943
AU  - Federal Highway Administration
TI  - Highway Safety Manual Case Study 3: Using Predictive Methods for Alternative Selection in Florida
PY  - 2011
SP  - 4p
AB  - This case study discusses how the Florida Department of Transportation (FDOT) has used the Highway Safety Manual (HSM) as part of their Plans Preparation Manual (PPM) criteria, used when planning highway projects. With the recent publication of the HSM, FDOT initiated a pilot project to investigate the differences in project cost based on FDOT PPM standards compared to AASHTO Green Book standards to use as a tool for decision making and alternative selection during the project development process, with specific emphasis on the evaluation of safety costs utilizing the HSM predictive method.
KW  - AASHTO Green Book
KW  - Case studies
KW  - Decision making
KW  - Design standards
KW  - Florida
KW  - Highway design
KW  - Highway safety
KW  - Highway Safety Manual
UR  - http://safety.fhwa.dot.gov/hsm/casestudies/fl_cstd.pdf
UR  - http://ntl.bts.gov/lib/42000/42600/42690/HSM_CS_3.pdf
UR  - https://trid.trb.org/view/1120841
ER  - 

TY  - RPRT
AN  - 01355942
AU  - Federal Highway Administration
TI  - Highway Safety Manual Case Study 2: Implementing a New Roadway Safety Management Process with SafetyAnalyst in Ohio
PY  - 2011
SP  - 3p
AB  - This case study discusses the use of SafetyAnalyst, a software tool designed to implement analysis methods, with Highway Safety Manual (HSM) Part B- Roadway Safety Management Process, Chapters 4 through 9. SafetyAnalyst contains tools to perform Network Screening, Diagnosis, Countermeasure Selection, Economic Appraisal, Priority Ranking, and Countermeasure Evaluation. This software also uses the crash modification factors (CMFs) contained in Part D of the HSM to assist with countermeasure selection and economic evaluation. SafetyAnalyst also has the flexibility to allow user-defined CMFs or allow state-specific CMFs to expand or override the CMFs found in the HSM Part D.
KW  - Case studies
KW  - Countermeasures
KW  - Crash modification factors
KW  - Highway safety
KW  - Highway Safety Manual
KW  - Ohio
KW  - Safety management
KW  - SafetyAnalyst (Software)
UR  - http://safety.fhwa.dot.gov/hsm/casestudies/oh_cstd.pdf
UR  - https://trid.trb.org/view/1120839
ER  - 

TY  - RPRT
AN  - 01355941
AU  - Federal Highway Administration
TI  - Highway Safety Manual Case Study 1: Using Predictive Methods for a Corridor Study in Idaho
PY  - 2011
SP  - 4p
AB  - This case study describes how Idaho used the Interactive Highway Safety Design Model (IHSDM) to evaluate safety and operational effects of geometric design decisions on highways. The IHSDM software includes a Crash Prediction Module that implements the Highway Safety Manual (HSM) Part C predictive methods for evaluating rural 2-lane highways, rural multilane highways and urban/suburban arterials.
KW  - Arterial highways
KW  - Case studies
KW  - Geometric design
KW  - Highway design
KW  - Highway safety
KW  - Highway Safety Manual
KW  - Idaho
KW  - Interactive Highway Safety Design Model
KW  - Multilane highways
KW  - Rural highways
KW  - Two lane highways
UR  - http://ntl.bts.gov/lib/42000/42600/42692/HSM_CS_1.pdf
UR  - https://trid.trb.org/view/1120838
ER  - 

TY  - RPRT
AN  - 01355161
AU  - Redmon, Tamara
AU  - Federal Highway Administration
TI  - Pedestrian Countermeasure Policy Best Practice Report: FHWA Safety Program
PY  - 2011
SP  - 12p
AB  - Safety is the number one priority for the U.S. Department of Transportation (USDOT) and it’s the agency’s policy to provide safe and effective pedestrian accommodation wherever possible. The Federal Highway Administration (FHWA) encourages the use of specific proven pedestrian safety countermeasures that can help achieve local, State and National safety goals. One such countermeasure is raised medians. FHWA’s Safety Office has encouraged the consideration of raised medians in curbed sections of multilane roadways in urban and suburban areas, particularly in areas with a combination of high volumes of traffic, a significant number of pedestrians, and intermediate or high travel speeds. Another proven countermeasure is the use of walkways/ paved shoulders. FHWA’s Office of Safety has promoted the evidence-based safety benefits of accessible sidewalks or walkways along both sides of streets and highways in urban areas—particularly near school zones and transit locations— and where there is frequent pedestrian activity. This report highlights State departments of transportation (DOTs) that have developed policies related to these countermeasures. The provision of paved shoulders is encouraged in rural areas.
KW  - Countermeasures
KW  - Medians
KW  - Multilane highways
KW  - Paved shoulders
KW  - Pedestrian safety
KW  - Rural areas
KW  - School children
KW  - Sidewalks
KW  - Suburbs
KW  - Urban areas
UR  - http://safety.fhwa.dot.gov/ped_bike/tools_solve/fhwasa11017/fhwasa11017.pdf
UR  - https://trid.trb.org/view/1119707
ER  - 

TY  - CONF
AN  - 01345413
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Yin, Yafeng
AU  - Lawphongpanich, Siriphong
TI  - Nonlinear Pricing on Transportation Networks
PY  - 2011
VL  - 17
SP  - pp 292-315
AB  - Under nonlinear road pricing (or tolling), the price charged is not strictly proportional to the distance travelled inside a tolling area, the generalized travel cost is not link-wise additive, and finding a user equilibrium distribution is typically formulated as a complementarity problem. The latter is a difficult problem to solve in mathematical programming. In this paper, the authors use piecewise linear functions to determine tolls and show that finding a user equilibrium distribution with such functions can be formulated as a convex optimization problem that is based on path flows and solvable by traditional algorithms such as simplicial decomposition. For area-based and two-part pricing schemes, the tolling function consists of only one linear piece and finding a user equilibrium distribution reduces to a convex optimization problem formulated in terms of link flows and solvable by any software for linearly constrained convex programs. To find an optimal pricing scheme, e.g., one that maximizes the social benefit, the authors formulate the problem as a mathematical program with equilibrium constraints, an optimization problem that is generally non convex and difficult to solve. However, it is possible to use search algorithms to find an optimal scheme because the number of parameters in our piecewise linear function is few. To illustrate, the authors use a coordinate search algorithm to find an optimal two-part pricing scheme for a small network with randomly generated data.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Algorithms
KW  - Congestion pricing
KW  - Optimization
KW  - Pricing schemes
KW  - Programming (Mathematics)
KW  - Road pricing
KW  - Social benefits
KW  - Traffic congestion
KW  - Traffic flow
KW  - Transportation networks
KW  - Travel costs
KW  - User equilibrium
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-19-1&_cdi=59087&_user=10&_pii=S1877042811010780&_origin=browse&_zone=rslt_list_item&_coverDate=12%2F31%2F2011&_sk=999829999&wchp=dGLzVlb-zSkWW&md5=46b2a7c17d9e21fdce66eed99ba7d315&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105571
ER  - 

TY  - CONF
AN  - 01345412
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Xie, Chi
AU  - Kockelman, Kara M
AU  - Waller, Travis
TI  - A Maximum Entropy-least Squares Estimator for Elastic Origin-Destination Trip Matrix Estimation
PY  - 2011
VL  - 17
SP  - pp 189-212
AB  - In transportation subnetwork-supernetwork analysis, it is well known that the origin-destination (O-D) flow table of a subnetwork is not only determined by trip generation and distribution, but also by traffic routing and diversion, due to the existence of internal-external, external-internal and external-external flows. This result indicates the variable nature of subnetwork O-D flows. This paper discusses an elastic O-D flow table estimation problem for subnetwork analysis. The underlying assumption is that each cell of the subnetwork O-D flow table contains an elastic demand function rather than a fixed demand rate and the demand function can capture all traffic diversion effect under various network changes. The authors  propose a combined maximum entropy-least squares (ME-LS) estimator, by which O-D flows are distributed over the subnetwork so as to maximize the trip distribution entropy, while demand function parameters are estimated for achieving the least sum of squared estimation errors. While the estimator is powered by the classic convex combination algorithm, computational difficulties emerge within the algorithm implementation until the authors incorporate partial optimality conditions and a column generation procedure into the algorithmic framework. Numerical results from applying the combined estimator to a couple of subnetwork examples show that an elastic O-D flow table, when used as input for subnetwork flow evaluations, reflects network flow changes significantly better than its fixed counterpart.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Elastic demand
KW  - Entropy (Statistical mechanics)
KW  - Least squares
KW  - Numerical analysis
KW  - Origin and destination
KW  - Transportation networks
KW  - Travel demand
KW  - Trip generation
KW  - Trip matrices
KW  - Trip tables
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-N-1&_cdi=59087&_user=10&_pii=S1877042811010731&_origin=browse&_coverDate=12%2F31%2F2011&_sk=999829999&view=c&wchp=dGLzVzb-zSkzV&md5=3cf24146c3ec5fc34fc751b0b52adc54&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105457
ER  - 

TY  - CONF
AN  - 01345411
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Shiwakoti, Nirajan
AU  - Sarvi, Majid
AU  - Rose, Geoff
AU  - Burd, Martin
TI  - Animal Dynamics Based Approach for Modeling Pedestrian Crowd Egress under Panic Conditions
PY  - 2011
VL  - 17
SP  - pp 438-461
AB  - Collective movement is important during emergencies such as natural disasters or terrorist attacks, when rapid egress is essential for escape. The development of quantitative theories and models to explain and predict the collective dynamics of pedestrians has been hindered by the lack of complementary data under emergency conditions. Collective patterns are not restricted to humans, but have been observed in other non-human biological systems. In this study, a mathematical model for crowd panic is derived from collective animal dynamics. The development and validation of the model is supported by data from experiments with panicking Argentine ants (Linepithema humile). A first attempt is also made to scale the model parameters for collective pedestrian traffic from those for ant traffic, by employing a scaling concept approach commonly used in biology.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Animal behavior
KW  - Ants
KW  - Crowds
KW  - Disaster preparedness
KW  - Disasters and emergency operations
KW  - Emergency management
KW  - Evacuation
KW  - Hazards and emergency operations
KW  - Mathematical models
KW  - Pedestrian density
KW  - Pedestrian flow
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-G-1&_cdi=59087&_user=10&_pii=S1877042811010858&_origin=browse&_zone=rslt_list_item&_coverDate=12%2F31%2F2011&_sk=999829999&wchp=dGLbVzW-zSkWB&md5=87a598ac0fb9d950885f63f4a6d8ec95&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105652
ER  - 

TY  - CONF
AN  - 01345404
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Mehrana, Babak
AU  - Kuwaharaa, Masao
AU  - Naznina, Farhana
TI  - Implementing Kinematic Wave Theory to Reconstruct Vehicle Trajectories from Fixed and Probe Sensor Data
PY  - 2011
VL  - 17
SP  - pp 247-268
AB  - A data fusion framework is examined to reproduce vehicle trajectories on urban arterials by combining probe and fixed sensor data, and signal timing parameters. The methodology is based on the kinematic wave theory and employs the variational theory for the solution method. However, the original methodology cannot deal with the vehicles coming in and out in the middle of the study section despite the frequent existence of such vehicles in the real world. Therefore, the methodology is extended so as to incorporate the vehicles coming in and out. The proposed method is then applied to real world data and its robustness is confirmed by changing the input data characteristics.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Arterial highways
KW  - Data fusion
KW  - Kinematic wave theory
KW  - Kinematics
KW  - Probe vehicles
KW  - Real world data
KW  - Sensors
KW  - Traffic signal timing
KW  - Travel time
KW  - Vehicle trajectories
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-9-1&_cdi=59087&_user=10&_pii=S1877042811010767&_origin=browse&_zone=rslt_list_item&_coverDate=12%2F31%2F2011&_sk=999829999&wchp=dGLbVlz-zSkzk&md5=f447bd1c930b1caf1c360fbff39cd4b4&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105569
ER  - 

TY  - CONF
AN  - 01345402
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Doan, Kien
AU  - Ukkusuri, Satish
AU  - Han, Lanshan
TI  - On the Existence of Pricing Strategies in the Discrete Time Heterogeneous Single Bottleneck Model
PY  - 2011
VL  - 17
SP  - pp 269-291
AB  - In this paper, the authors study the pricing strategies in the discrete time single bottleneck model with general heterogeneous commuters. The authors first prove that in the system optimal assignment, the queue time must be zero for all the departures. Based on this result, the system optimal problem is formulated as a linear program. The solution existence and uniqueness are discussed. Applying linear programming duality, the authors then prove that the optimal dual variable values provide an optimal toll with which the system optimal solution is also an equilibrium solution. Extensive computational results are reported to demonstrate the insights gained from the formulations presented in this paper. These results confirm that a system optimal equilibrium can be found using the proposed approach.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Bottlenecks
KW  - Commuters
KW  - Congestion pricing
KW  - Discrete systems
KW  - Road pricing
KW  - System optimal models
KW  - Toll roads
KW  - Tolls
KW  - Traffic congestion
KW  - Traffic flow
KW  - User equilibrium
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-4-1&_cdi=59087&_user=10&_pii=S1877042811010779&_origin=browse&_zone=rslt_list_item&_coverDate=12%2F31%2F2011&_sk=999829999&wchp=dGLbVzW-zSkWB&md5=f320f3c8ab0b4fd88892eaabe57cecdd&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105461
ER  - 

TY  - CONF
AN  - 01345399
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Smith, Mike
AU  - Mounce, Richard
TI  - A Splitting Rate Model of Traffic Re-routeing and Traffic Control
PY  - 2011
VL  - 17
SP  - pp 316-340
AB  - The paper presents an idealised dynamical model of day-to-day or within-day re-routeing using splitting rates at nodes, or node-exit flows, rather than route-flows. It is shown that under certain conditions repeated application of the dynamical model gives rise to a sequence of link flow vectors which converges to a set of approximate Wardrop equilibria. A special dynamical signal green-time re-allocation model is added; the combination is shown (in outline) to converge to the set of approximate consistent equilibria under certain conditions. Finally the paper uses model network results to illustrate a method of designing fixed time signal timings to meet different scenarios. The paper sets the scene by giving a simple motivating model, involving both routeing changes and green-time changes following the equisaturation policy, in which unpredictable discontinuous behaviour, including a pitchfork bifurcation, occurs as a result of the interaction between re-routeing and responsive control.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Green interval (Traffic signal cycle)
KW  - Highway traffic control
KW  - Link flow
KW  - Pretimed traffic signal controllers
KW  - Rerouting
KW  - Traffic flow
KW  - Traffic models
KW  - Traffic signal timing
KW  - Traffic splitting
KW  - User equilibrium
KW  - Wardrop model
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-1B-1&_cdi=59087&_user=10&_pii=S1877042811010792&_origin=browse&_zone=rslt_list_item&_coverDate=12%2F31%2F2011&_sk=999829999&wchp=dGLzVlb-zSkWW&md5=423acdf304069d5777ae79a1ebd6c938&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105572
ER  - 

TY  - CONF
AN  - 01345398
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Brey, Raul
AU  - Walker, Joan L
TI  - Estimating Time of Day Demand with Errors in Reported Preferred Times: An Application to Airline Travel
PY  - 2011
VL  - 17
SP  - pp 150-168
AB  - An essential element of demand modeling in the airline industry is the representation of time of day demand—the demand for a given itinerary as a function of its departure or arrival times. It is an important datum that drives successful scheduling and fleet decisions. There are two key components to this problem: the distribution of the time of day demand and how preferred travel time influences itinerary choice. This paper focuses on estimating the time of day distribution. The objective is to estimate it in a manner that is not confounded with air travel supply; is a function of the characteristics of the traveler, the trip, and the market; and accounts for potential measurement errors in self-reported travel time preferences. The authors employ a stated preference dataset collected by intercepting people who were booking continental US trips via an internet booking service. Respondents reported preferred travel times as well as choices from a hypothetical set of itineraries. The authors parameterize the time of day distribution as a mixture of normal distributions (due to the strong peaking nature of travel time preferences) and allow the mixing function to vary by individual characteristics and trip attributes. The authors estimate the time of day distribution and the itinerary choice model jointly in a manner that can account for measurement error in the self-reported travel time preferences. The authors find that the mixture of normal distributions fits the time of day distribution well and is behaviorally intuitive, and the strongest covariates of travel time preferences are party size and time zone change. The methodology employed to treat self-reported travel time preferences as potentially having error contributes to the broader transportation time of day demand literature, which either assumes that the desired travel times are known with certainty or that they are unknown. We find that the error in self-reported travel time preferences is statistically significant and impacts the inferred time of day demand distribution.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Air transportation
KW  - Discrete choice
KW  - Errors
KW  - Itinerary
KW  - Latent demand
KW  - Peak hour traffic
KW  - Periods of the day
KW  - Stated preferences
KW  - Travel demand
KW  - Travel time
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-W-1&_cdi=59087&_user=10&_pii=S1877042811010718&_origin=browse&_coverDate=12%2F31%2F2011&_sk=999829999&view=c&wchp=dGLbVlW-zSkzS&md5=356def38eea302df88d1d88699718b3c&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105454
ER  - 

TY  - CONF
AN  - 01345396
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Tian, Qiong
AU  - Huang, Hai-Jun
AU  - Yang, Hai
AU  - Gao, Ziyou
TI  - Efficiency and Equity of Ramp Control and Capacity Allocation Mechanisms in a Freeway Corridor
PY  - 2011
VL  - 17
SP  - pp 509-531
AB  - This paper investigates the efficiency and equity of morning peak ramp control schemes in a freeway corridor with limited capacity. In terms of efficiency, both short-run and long-run optimal ramp control schemes are obtained by minimizing the total travel cost and maximizing the total social benefit along the corridor. It is found that for a short-run optimum with inelastic demand, the morning peak period is of the same duration for different on-ramp locations. But for a long-run optimum with elastic demand, the peak duration for various on-ramps increases with the local capacity elasticity of demand. In terms of equity, two measures are defined from a demand-based viewpoint and a space-based viewpoint. It is shown that the short-run optimal ramp control scheme is perfectly fair from a demand-based equity viewpoint. Consequently, two typical ramp control schemes—a perfect demand-based equity scheme and a perfect space-based equity scheme—are introduced and compared with the long-run optimal ramp control scheme in terms of efficiency and equity. It is shown that the long-run optimal ramp control scheme without an equity constraint is more unfair than the perfect demand-based equity scheme from a space-based equity viewpoint. Numerical simulations using survey data from China suggest that the perfect demand-based equity scheme attains an economic welfare level that is very close to the optimal one.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Bottlenecks
KW  - China
KW  - Equity (Justice)
KW  - Highway capacity
KW  - Highway traffic control
KW  - Numerical analysis
KW  - Peak hour traffic
KW  - Ramps (Interchanges)
KW  - Social benefits
KW  - Traffic congestion
KW  - Transportation corridors
KW  - Travel costs
KW  - Travel demand
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-15-1&_cdi=59087&_user=10&_pii=S1877042811010883&_origin=browse&_zone=rslt_list_item&_coverDate=12%2F31%2F2011&_sk=999829999&wchp=dGLbVzW-zSkWB&md5=8b1615a02604c446d4ca5b0c419e6253&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105656
ER  - 

TY  - CONF
AN  - 01345395
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Li, Xiaopeng
AU  - Ouyang, Yanfeng
TI  - Characterization of Traffic Oscillation Propagation under Nonlinear Car-Following Laws
PY  - 2011
VL  - 17
SP  - pp 678-697
AB  - Unlike linear car-following models, nonlinear models generally can generate more realistic traffic oscillation phenomenon, but nonlinearity makes analytical quantification of oscillation characteristics (e.g, periodicity and amplitude) significantly more difficult. This paper proposes a novel mathematical framework that accurately quantifies oscillation characteristics for a general class of nonlinear car-following laws. This framework builds on the describing function technique from nonlinear control theory and is comprised of three modules: expression of car-following models in terms of oscillation components, analyses of local and asymptotic stabilities, and quantification of oscillation propagation characteristics. Numerical experiments with a range of well-known nonlinear car-following laws show that the proposed approach is capable of accurately predicting oscillation characteristics under realistic physical constraints and complex driving behaviors. This framework not only helps further understand the root causes of the traffic oscillation phenomenon but also paves a solid foundation for the design and calibration of realistic nonlinear car-following models that can reproduce empirical oscillation characteristics
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Calibration
KW  - Car following
KW  - Empirical methods
KW  - Highway traffic control
KW  - Nonlinear systems
KW  - Numerical analysis
KW  - Traffic flow
KW  - Traffic models
KW  - Traffic oscillations
KW  - Transportation planning
KW  - Vehicle spacing
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-V-1&_cdi=59087&_user=10&_pii=S1877042811010974&_origin=browse&_zone=rslt_list_item&_coverDate=12%2F31%2F2011&_sk=999829999&wchp=dGLzVlz-zSkWW&md5=a8b0c0975034f5256f3fa97eaaa9bddd&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105730
ER  - 

TY  - CONF
AN  - 01345394
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Socorro, M Pilar
AU  - Betancor, Ofelia
TI  - Optimality of Environmental Policies in Air Transport Markets and Changes in the Schedule Delay: A Theoretical Approach
PY  - 2011
VL  - 17
SP  - pp 662-677
AB  - Air transport provides essential services in modern economies, though it produces significant negative external effects on the environment. Air quality, greenhouse gas emissions and noise are the main issues. The current environmental regulatory practice in air transport usually devises policy interventions for each externality in isolation disregarding their impact on the schedule delay, which in turn affects the consumers’ generalized price and social welfare. In this paper the authors develop a theoretical model that shows that such an approach is inadequate, and it may lead to the choice of wrong environmental policies.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Air quality
KW  - Air quality management
KW  - Air transportation
KW  - Airport operations
KW  - Environmental impacts
KW  - Environmental policy
KW  - Greenhouse gases
KW  - Noise
KW  - Regulations
KW  - Scheduling delays
KW  - Social welfare
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-2-1&_cdi=59087&_user=10&_pii=S1877042811010962&_origin=browse&_zone=rslt_list_item&_coverDate=12%2F31%2F2011&_sk=999829999&wchp=dGLzVlz-zSkWW&md5=0c86b54782e806693f06c066c720cbc9&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105729
ER  - 

TY  - CONF
AN  - 01345391
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Iryo, Takamasa
AU  - Yamabe, Kazuma
AU  - Asakura, Yasuo
TI  - Dynamics of Information Generation and Transmissions through a Social Network in Non-recurrent Transport Behaviour
PY  - 2011
VL  - 17
SP  - pp 169-188
AB  - Travellers attempting to make a non-recurrent trip cannot rely on their own experiences and, consequently, must rely on information generated by others. In such situations, travellers’ choices are subject to information transmissions through a social network; if this does not work well, they fail to make efficient choices owing to lack of information. This study proposes a model that describes the dynamics of information generation and transmissions and conducts an analysis to investigate the conditions that allow travellers to make efficient choices. It is shown that suppressing rapid diffusions of information and encouraging intentional searching for information can help travellers to make efficient choices.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Choice models
KW  - Information dissemination
KW  - Information technology
KW  - Mode choice
KW  - Real time information
KW  - Social networking
KW  - Travel behavior
KW  - Traveler information and communication systems
KW  - Travelers
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-T-1&_cdi=59087&_user=10&_pii=S187704281101072X&_origin=browse&_coverDate=12%2F31%2F2011&_sk=999829999&view=c&wchp=dGLzVzb-zSkWA&md5=543d91e94f5fd9a7a59cab9e613dc728&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105456
ER  - 

TY  - CONF
AN  - 01345389
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Shiomi, Yasuhiro
AU  - Yoshii, Toshio
AU  - Kitamura, Ryuichi
TI  - Platoon-Based Traffic Flow Model for Estimating Breakdown Probability at Single-Lane Expressway Bottlenecks
PY  - 2011
VL  - 17
SP  - pp 591-610
AB  - This study investigates the mechanism of traffic breakdown and establishes a traffic flow model that precisely simulates the stochastic and dynamic processes of traffic flow at a bottleneck. The proposed model contains two models of stochastic processes associated with traffic flow dynamics: a model of platoon formation behind a bottleneck and a model of speed transitions within a platoon. After these proposed models are validated, they are applied to a simple one-way, one-lane expressway section containing a bottleneck, and the stochastic nature of traffic breakdown is demonstrated through theoretical exercises.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Bottlenecks
KW  - Expressways
KW  - Single lane traffic
KW  - Traffic congestion
KW  - Traffic flow
KW  - Traffic flow breakdown
KW  - Traffic models
KW  - Traffic platooning
KW  - Traffic simulation
KW  - Traffic speed
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-13-1&_cdi=59087&_user=10&_pii=S1877042811010925&_origin=browse&_zone=rslt_list_item&_coverDate=12%2F31%2F2011&_sk=999829999&wchp=dGLbVzW-zSkWB&md5=76ee81bbb2f59625ffb65ee93b79b9a3&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105663
ER  - 

TY  - CONF
AN  - 01345388
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - He, Qing
AU  - Head, K Larry
AU  - Ding, Jun
TI  - PAMSCOD: Platoon-based Arterial Multi-modal Signal Control with Online Data
PY  - 2011
VL  - 17
SP  - pp 462-489
AB  - A unified platoon-based mathematical formulation called PAMSCOD is presented to perform arterial (network) traffic signal control while considering multiple travel modes in a vehicle-to infrastructure communications environment. First, a headway-based platoon recognition algorithm is developed to identify pseudo-platoons given probe vehicles’ online information. It is assumed that passenger vehicles constitute a significant majority of the vehicles in the network. This algorithm identifies existing queues and significant platoons approaching each intersection. Second, a mixed-integer linear program (MILP) is solved to determine future optimal signal plans based on the current traffic controller status, online platoon data and priority requests from special vehicles, such as transit buses. Deviating from the traditional common network cycle length, PAMSCOD aims to provide multi-modal dynamical progression (MDP) on the arterial based on the probe information. Microscopic simulation using VISSIM shows that PAMSCOD can easily handle two common traffic modes, transit buses and automobiles, and significantly reduce delays for both modes under both non-saturated and oversaturated traffic conditions as compared to traditional state-of-practice coordinated-actuated signal control with timings optimized by SYNCHRO.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Arterial highways
KW  - Microscopic traffic flow
KW  - Mixed integer programming
KW  - Multimodal transportation
KW  - Synchro (Computer program)
KW  - Traffic platooning
KW  - Traffic signal control systems
KW  - Traffic signal cycle
KW  - Traffic signal timing
KW  - Traffic simulation
KW  - Transit buses
KW  - Vehicle to infrastructure communications
KW  - VISSIM (Computer model)
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-M-1&_cdi=59087&_user=10&_pii=S187704281101086X&_origin=browse&_zone=rslt_list_item&_coverDate=12%2F31%2F2011&_sk=999829999&wchp=dGLbVzW-zSkWB&md5=57207de1314c771a1d5f57db58879ece&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105653
ER  - 

TY  - CONF
AN  - 01345386
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Agatz, Niels
AU  - Erera, Alan L
AU  - Savelsbergh, Martin W P
AU  - Wang, Xing
TI  - Dynamic Ride-Sharing: A Simulation Study in Metro Atlanta
PY  - 2011
VL  - 17
SP  - pp 532-550
AB  - Smartphone technology enables dynamic ride-sharing systems that bring together people with similar itineraries and time schedules to share rides on short-notice. This paper considers the problem of matching drivers and riders in this dynamic setting. The authors develop optimization-based approaches that aim at minimizing the total system-wide vehicle miles incurred by system users, and their individual travel costs. To assess the merits of methods the authors present a simulation study based on 2008 travel demand data from metropolitan Atlanta. The simulation results indicate that the use of sophisticated optimization methods instead of simple greedy matching rules substantially improve the performance of ride-sharing systems. Furthermore, even with relatively low participation rates, it appears that sustainable populations of dynamic ride-sharing participants may be possible even in relatively sprawling urban areas with many employment centers.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Atlanta Metropolitan Area
KW  - Optimization
KW  - Ride matching
KW  - Ridesharing
KW  - Smartphones
KW  - Traffic simulation
KW  - Travel costs
KW  - Travel demand
KW  - Urban areas
KW  - Urban sprawl
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-16-1&_cdi=59087&_user=10&_pii=S1877042811010895&_origin=browse&_zone=rslt_list_item&_coverDate=12%2F31%2F2011&_sk=999829999&wchp=dGLbVzW-zSkWB&md5=3d87872905b1bbe49765db571bf28d12&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105657
ER  - 

TY  - CONF
AN  - 01345385
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Li, Zhi-Chun
AU  - Lam, William H K
AU  - Wong, S C
AU  - Sumalee, A
TI  - Design of a Rail Transit Line for Profit Maximization in a Linear Transportation Corridor
PY  - 2011
VL  - 17
SP  - pp 82-112
AB  - This paper addresses the design problem of a rail transit line located in a linear urban transportation corridor. The service variables designed are a combination of rail line length, number and locations of stations, headway and fare. Two profit maximization models, which account for the effects of different transit pricing structures (flat and distance-based fare regimes), are proposed. In the proposed models, the effects of passenger demand elasticity and population density along the urban corridor are explicitly considered. The solution properties of the proposed models are explored and compared analytically, and the indifference condition for the two fare regimes in terms of the operator’s net profit is identified. A heuristic solution  algorithm to solve the proposed models is presented. Numerical examples are provided to show the effects of the fare regimes, rail capital cost and urban configuration (in terms of urban population distribution and corridor length) on the design of the rail transit line and the profitability of the rail transit operations.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Distance based fares
KW  - Headways
KW  - Passenger demand
KW  - Population density
KW  - Pricing
KW  - Profits
KW  - Rail line capacity
KW  - Rail transit
KW  - Rail transit stations
KW  - Rates, fares and tolls
KW  - Transportation corridors
KW  - Urban areas
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-S-1&_cdi=59087&_user=10&_pii=S1877042811010688&_origin=browse&_coverDate=12%2F31%2F2011&_sk=999829999&view=c&wchp=dGLzVlz-zSkWB&md5=58f0da1375f94b6037773b675ad47c64&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105450
ER  - 

TY  - CONF
AN  - 01345383
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Lee, Jisun
AU  - Williams, Billy M
TI  - Development and Evaluation of a Constrained Optimization Model for Traffic Signal Plan Transition
PY  - 2011
VL  - 17
SP  - pp 490-508
AB  - In advanced traffic signal control systems, plan transition is the process of switching from one timing plan to another to accommodate changes in traffic demand. In traditional coordinated system operation, whether plans are set by time of day or by traffic responsive plan selection, traffic flow can be severely disrupted by the sudden changes in traffic signal timing. Although various transition methods have been developed and refined, existing transition methods are not based on optimizing operational measures of effectiveness during plan transition periods. As the first step in remedying this situation, this paper presents a nonlinear mathematical model that provides constrained delay minimization through incremental and simultaneous adjustments in offset and cycle length during plan transitions. According to the simulation results, currently used transition methods tend to assign an excessive amount of green time to the main street, resulting in additional side street delay without performance improvement for the total transportation network. By contrast, the proposed transition method showed measurable improvement in delay performance under a broad range of traffic and geometric conditions.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Genetic algorithms
KW  - Mathematical models
KW  - Optimization
KW  - Peak hour traffic
KW  - Periods of the day
KW  - Traffic delays
KW  - Traffic flow
KW  - Traffic signal control systems
KW  - Traffic signal timing
KW  - Traffic simulation
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-H-1&_cdi=59087&_user=10&_pii=S1877042811010871&_origin=browse&_zone=rslt_list_item&_coverDate=12%2F31%2F2011&_sk=999829999&wchp=dGLbVzW-zSkWB&md5=42cba11385cf0f782efc7400e1c209e0&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105655
ER  - 

TY  - CONF
AN  - 01345382
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Samaranayake, S
AU  - Blandin, Sebastien
AU  - Bayen, Alexandre M
TI  - A Tractable Class of Algorithms for Reliable Routing in Stochastic Networks
PY  - 2011
VL  - 17
SP  - pp 341-363
AB  - The goal of this article is to provide the theoretical basis for enabling tractable solutions to the "arriving on time" problem and enabling its use in real-time mobile phone applications. Optimal routing in transportation networks with highly varying traffic conditions is a challenging problem due to the stochastic nature of travel-times on links of the network. The definition of optimality criteria and the design of solution methods must account for the random nature of the travel-time on each link. Most common routing algorithms consider the expected value of link travel-time as a sufficient statistic for the problem and produce least expected travel-time paths without consideration of travel-time variability. However, in numerous practical settings the reliability of the route is also an important decision factor. In this article, the authors consider the following optimality criterion: maximizing the probability of arriving on time at a destination given a departure time and a time budget. The authors present an efficient algorithm for finding an optimal routing policy with a well bounded computational complexity, improving on an existing solution that takes an unbounded number of iterations to converge to the optimal solution. A routing policy is an adaptive algorithm that determines the optimal solution based on en route travel-times and therefore provides better reliability guarantees than an a-priori solution. Novel speed-up techniques to efficiently compute the adaptive optimal strategy and methods to prune the search space of the problem are also investigated. Finally, an extension of this algorithm which allows for both time varying traffic conditions and spatio-temporal correlations of link travel-time distributions is presented. The dramatic runtime improvements provided by the algorithm are demonstrated for practical scenarios in California.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Adaptive routing
KW  - Algorithms
KW  - California
KW  - Cellular telephones
KW  - Dynamic programming
KW  - Mobile communication systems
KW  - On-time arrival
KW  - Real time information
KW  - Routing
KW  - Spatiotemporal analysis
KW  - Stochastic programming
KW  - Traffic conditions
KW  - Travel time
KW  - Travel time reliability
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-F-1&_cdi=59087&_user=10&_pii=S1877042811010809&_origin=browse&_zone=rslt_list_item&_coverDate=12%2F31%2F2011&_sk=999829999&wchp=dGLzVlb-zSkWW&md5=15ad9e77d9e157cb5ba579437cadb5fd&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105573
ER  - 

TY  - CONF
AN  - 01345381
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Huang, Michael
AU  - Smilowitz, Karen
AU  - Balcik, Burcu
TI  - Models for Relief Routing: Equity, Efficiency and Efficacy
PY  - 2011
VL  - 17
SP  - pp 416-437
AB  - In humanitarian relief operations, vehicle routing and supply allocation decisions are critically important. Similar routing and allocation decisions are studied for commercial settings where efficiency, in terms of minimizing cost, is the primary objective. Humanitarian relief is complicated by the presence of multiple objectives beyond minimizing cost. Routing and allocation decisions should result in quick and sufficient distribution of relief supplies, with a focus on equitable service to all aid recipients. However, quantifying such goals can be challenging. In this paper, the authors define and formulate performance metrics in relief distribution. The authors focus on efficacy (i.e., the extent to which the goals of quick and sufficient distribution are met) and equity (i.e., the extent to which all recipients receive comparable service). The authors explore how efficiency, efficacy, and equity influence the structure of vehicle routes and the distribution of resources. The authors identify trends and routing principles for humanitarian relief based on the analytical properties of the resulting problems and a series of computational tests.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Decision making
KW  - Disaster preparedness
KW  - Disaster relief
KW  - Efficiency
KW  - Hazards and emergency operations
KW  - Highway operations
KW  - Humanitarian assistance
KW  - Performance measurement
KW  - Safety and security
KW  - Supply
KW  - Supply chain management
KW  - Vehicle routing zones
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-5-1&_cdi=59087&_user=10&_pii=S1877042811010846&_origin=browse&_zone=rslt_list_item&_coverDate=12%2F31%2F2011&_sk=999829999&wchp=dGLzVlb-zSkWW&md5=58438723ca90ca6caab3c6f06151e93b&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105579
ER  - 

TY  - CONF
AN  - 01345377
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Chung, Koohong
AU  - Jang, Kitae
AU  - Madanat, Samer
AU  - Washington, Simon
TI  - Proactive Detection of High Collision Concentration Locations on Highways
PY  - 2011
VL  - 17
SP  - pp 650-661
AB  - In previous research (Chung et al, 2009), the potential of the Continuous Risk Profile (CRP) to proactively detect the systematic deterioration of freeway safety levels was presented. In this paper this potential is investigated further, and an algorithm is proposed for proactively detecting sites where the collision rate is not sufficiently high to be classified as a high collision concentration location but where a systematic deterioration of safety level is observed. The approach proposed compares the weighted CRP across different years and uses the cumulative sum (CUSUM) algorithm to detect the sites where changes in collision rate are observed. The CRPs of the detected sites are then compared for reproducibility. When high reproducibility is observed, a growth factor is used for sequential hypothesis testing to determine if the collision profiles are increasing over time. Findings from applying the proposed method using empirical data are documented in the paper together with a detailed description of the method.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Algorithms
KW  - Crash data
KW  - Crash rates
KW  - Crash risk forecasting
KW  - Empirical methods
KW  - High risk locations
KW  - Risk assessment
KW  - Traffic crashes
KW  - Traffic safety
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-Y-1&_cdi=59087&_user=10&_pii=S1877042811010950&_origin=browse&_zone=rslt_list_item&_coverDate=12%2F31%2F2011&_sk=999829999&wchp=dGLzVlz-zSkWW&md5=8504e910baa94945ad96555b3fa7c37e&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105728
ER  - 

TY  - CONF
AN  - 01345375
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Churchill, Andrew M
AU  - Lovell, David J
TI  - Coordinated Aviation Network Resource Allocation under Uncertainty
PY  - 2011
VL  - 17
SP  - pp 572-590
AB  - Congestion in the air traffic system, both recurrent and non-recurrent, is typically handled by rationing access rights to individual resources such as airports or important parts of the airspace. Under the planning paradigm employed in the U.S., this rationing process occurs independently at each resource. The stochastic integer programming model proposed in this paper brings coordination to this process while considering capacity uncertainty. Results of a case study suggest that the model is tractable, and generates capacity allocations that improve efficiency and enable greater responsiveness to changing capacity conditions.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Air traffic control
KW  - Airport operations
KW  - Airspace (Aeronautics)
KW  - Case studies
KW  - Coordination
KW  - Flow control (Air traffic control)
KW  - Integer programming
KW  - Resource allocation
KW  - Stochastic processes
KW  - Traffic congestion
KW  - Uncertainty
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-D-1&_cdi=59087&_user=10&_pii=S1877042811010913&_origin=browse&_zone=rslt_list_item&_coverDate=12%2F31%2F2011&_sk=999829999&wchp=dGLbVzW-zSkWB&md5=637cb0410596ec8aad4dbb6e451ffb80&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105662
ER  - 

TY  - CONF
AN  - 01345367
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Daganzo, Carlos F
AU  - So, Stella K
TI  - Managing Evacuation Networks
PY  - 2011
VL  - 17
SP  - pp 405-415
AB  - This paper proposes a non-anticipative, adaptive, decentralized strategy for managing evacuation networks. The strategy is non-anticipative because it does not rely on demand forecasts, adaptive because it uses real-time traffic information, and decentralized because all the information is available locally. It can be used with a failed communication network. The strategy pertains to networks in which no links backtrack in the direction of increased risk. For these types of networks, no other strategy exists that can evacuate more people in any given time, or finish the evacuation in less time. The strategy is also shown to be socially fair, in the sense that the time needed to evacuate all the people exceeding any risk level is, both, the least possible, and the same as if less-at-risk individuals did not participate in the evacuation. The strategy can be proven optimal even when backflows happen due to driver gaming.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Disaster preparedness
KW  - Disasters and emergency operations
KW  - Evacuation
KW  - Ramp metering
KW  - Real time information
KW  - Risk assessment
KW  - Traffic assignment
KW  - Traffic flow
KW  - Traffic forecasting
KW  - Travel demand
KW  - Wardrop model
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-P-1&_cdi=59087&_user=10&_pii=S1877042811010834&_origin=browse&_zone=rslt_list_item&_coverDate=12%2F31%2F2011&_sk=999829999&wchp=dGLzVlb-zSkWW&md5=123325abb5eb496aa81e40fee6388299&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105577
ER  - 

TY  - CONF
AN  - 01345366
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Estrada-Romeu, Miquel
AU  - Roca-Riu, Mireia
AU  - Badia, H
AU  - Robuste, F
AU  - Daganzo, Carlos F
TI  - Design and Implementation of Efficient Transit Networks: Procedure, Case Study and Validity Test
PY  - 2011
VL  - 17
SP  - pp 113-135
AB  - This paper presents and tests a method to design high-performance transit networks. The method produces conceptual plans for geometric idealizations of a particular city that are later adapted to the real conditions. These conceptual plans are generalizations of the hybrid network concept proposed in Daganzo (2010). The best plan for a specific application is chosen via optimization. The objective function is composed of analytic formulae for a concept’s agency cost and user level of service. These formulae include as parameters key demand-side attributes of the city, assumed to be rectangular, and supply-side attributes of the transit technology. They also include as decision variables the system’s line and stop spacings, the degree to which it focuses passenger trips on the city center, and the service headway. These decision variables are sufficient to define an idealized geometric layout of the system and an operating plan. This layout-operating plan is then used as a design target when developing the real, detailed master plan. Ultimately, the latter is simulated to obtain more accurate cost and level of service estimates. This process has been applied to design a high performance bus (HPB) network for Barcelona (Spain). The idealized solution for Barcelona includes 182 km of one-way infrastructure, uses 250 vehicles and costs 42,489 €/h to build and run. These figures only amount to about one third of the agency resources and cost currently used to provide bus service. A detailed design that resembles this target and conforms to the peculiarities of the city is also presented and simulated. The agency cost and user level of service metrics of the simulated system differ from those of the idealized model by less than 10%. Although the designed and simulated HPB systems provide sub-optimal spatial coverage because Barcelona lacks suitable streets, the level of service is good. Simulations suggest that if the proposed system was implemented side-by-side with the current one, it would capture most of the demand.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Barcelona (Spain)
KW  - Bus rapid transit
KW  - Bus transit
KW  - Case studies
KW  - Headways
KW  - Level of service
KW  - Passenger transportation
KW  - Public transit
KW  - Simulation
KW  - Transit system design
KW  - Validity
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-C-1&_cdi=59087&_user=10&_pii=S187704281101069X&_origin=browse&_coverDate=12%2F31%2F2011&_sk=999829999&view=c&wchp=dGLzVzb-zSkWb&md5=abcc007b9fb62010f921a7d1c88d736c&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105452
ER  - 

TY  - CONF
AN  - 01345360
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Geroliminis, Nikolas
AU  - Sun, Jie
TI  - Hysteresis Phenomena of a Macroscopic Fundamental Diagram in Freeway Networks
PY  - 2011
VL  - 17
SP  - pp 213-228
AB  - Observations of traffic pairs of flow vs. density or occupancy for individual locations in freeways or arterials are usually scattered about an underlying curve. Recent observations from empirical data in arterial networks showed that in some cases by aggregating the highly scattered plots of flow vs. density from individual loop detectors, the scatter almost disappears and  macroscopic relations exist between space-mean network flow and network density. Despite these findings for the existence of well-defined relations with low scatter, these curves should not be universal. In this paper we investigate if macroscopic relations exist for freeway network systems, by analyzing real data from Minnesota’s freeways. The authors show that freeway network systems not only have curves with high scatter, but they also exhibit hysteresis phenomena, where higher network flows are observed for the same average network density in the onset and lower in the offset of congestion. The mechanisms of traffic hysteresis phenomena at the network level are analyzed in this paper and they have dissimilarities to the causes of the hysteresis phenomena at the micro/meso level. The explanation of the phenomenon is dual. The first reason is that there are different spatial and temporal distributions of congestion for the same level of average density. Another reason is the synchronized occurrence of transitions from individual detectors during the offset of the peak period, with points remain beneath the equilibrium curve. Both the hysteresis phenomenon and its causes are consistently observed for different spatial aggregations of the network.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Arterial highways
KW  - Freeway operations
KW  - Hysteresis
KW  - Loop detectors
KW  - Macroscopic traffic flow
KW  - Minnesota
KW  - Peak hour traffic
KW  - Traffic congestion
KW  - Traffic data
KW  - Traffic density
KW  - Traffic equilibrium
KW  - Traffic flow
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-7-1&_cdi=59087&_user=10&_pii=S1877042811010743&_origin=browse&_coverDate=12%2F31%2F2011&_sk=999829999&view=c&wchp=dGLbVzz-zSkWA&md5=8a6f3a82a2cd5601060e19c2ab5f3bd3&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105458
ER  - 

TY  - CONF
AN  - 01345359
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Liu, Ronghui
AU  - May, Tony
AU  - Shepherd, Simon
TI  - On the Fundamental Diagram and Supply Curves for Congested Urban Networks
PY  - 2011
VL  - 17
SP  - pp 229-246
AB  - Macroscopic fundamental diagrams (MFD) of traffic for some networks have been shown to have similar shape to those for single links. They have erroneously been used to help estimate the level of travel in congested networks. The authors argue that supply curves, which track vehicles in their passage through congested networks, are needed for this purpose, and that they differ from the performance curves generated from MFD. The authors use a microsimulation model, DRACULA and two networks, one synthesizing the network for Cambridge, England, and one of the city of York, England, to explore the nature of performance curves and supply curves under differing patterns of demand. The authors show that supply curves differ from performance curves once the onset of congestion is reached, and that the incorrect use of performance curves to estimate demand can thus seriously underestimate traffic levels, the costs of congestion, and the value of congestion relief measures. The authors also show that network aggregated supply curves are sensitive to the temporal distribution of demand and, potentially, to the spatial distribution of demand. The shape of the supply curve also differs between origin-destination movements within a given network. The authors argue that supply curves for higher levels of demand cannot be observed in normal traffic conditions, and specify ways in which they can be determined from microsimulation and, potentially, by extrapolating observed data. The authors discuss the implications of these findings for conventional modeling of network management policies, and for these policies themselves.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Cambridge (England)
KW  - Fundamental diagram
KW  - Microscopic traffic flow
KW  - Microsimulation
KW  - Network supply curves
KW  - Policy making
KW  - Traffic congestion
KW  - Traffic flow
KW  - Traffic networks
KW  - Travel demand
KW  - York (England)
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-X-1&_cdi=59087&_user=10&_pii=S1877042811010755&_origin=browse&_coverDate=12%2F31%2F2011&_sk=999829999&view=c&wchp=dGLbVlW-zSkWz&md5=1edc3b6cc52970db057031aab1be04d1&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105460
ER  - 

TY  - CONF
AN  - 01345352
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Nair, Rahul
AU  - Mahmassani, Hani S
AU  - Miller-Hooks, Elise
TI  - A Porous Flow Approach to Modeling Heterogeneous Traffic in Disordered Systems
PY  - 2011
VL  - 17
SP  - pp 611-627
AB  - A continuum model that describes a disordered, heterogeneous traffic stream is presented. Such systems are widely prevalent in developing countries where classical traffic models cannot be readily applied. The characteristics of such systems are unique since drivers of smaller vehicles exploit their maneuverability to move ahead through lateral gaps at lower speeds. At higher speeds, larger vehicles press their advantage of greater motive power. The traffic stream at the microscopic level is disordered and defines a porous medium. Each vehicle is considered to move through a series of pores defined by other vehicles. A speed-density relationship that explicitly considers the pore space distribution is presented. This captures the considerable dynamics between vehicle classes that are overlooked when all classes are converted to a reference class (usually Passenger Car Equivalents) as is traditionally done. Using a finite difference approximation scheme, traffic evolution for a two-class traffic stream is shown.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Continuum models
KW  - Developing countries
KW  - Heterogeneous traffic
KW  - Passenger car equivalence
KW  - Pores
KW  - Traffic flow
KW  - Traffic models
KW  - Traffic speed
KW  - Vehicle size
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-R-1&_cdi=59087&_user=10&_pii=S1877042811010937&_origin=browse&_zone=rslt_list_item&_coverDate=12%2F31%2F2011&_sk=999829999&wchp=dGLbVlz-zSkWB&md5=d5b0cadfa4917023110f8a2e0f8a8c22&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105723
ER  - 

TY  - CONF
AN  - 01345351
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Gao, Song
AU  - Frejinger, Emma
AU  - Ben-Akiva, Moshe
TI  - Cognitive Cost in Route Choice with Real-Time Information: An Exploratory Analysis
PY  - 2011
VL  - 17
SP  - pp 136-149
AB  - Real-time traffic information is increasingly available to support route choice decisions by reducing the travel time uncertainty. However it is likely that a traveler cannot assess all available information on all alternative routes due to time constraints and limited cognitive capacity. This paper presents a model that is consistent with a general network topology and can potentially be estimated based on revealed preference data. It explicitly takes into account the information acquisition and the subsequent path choice. The decision to acquire information is assumed to be based on the cognitive cost involved in the search and the expected benefit defined as the expected increase in utility after the search. A latent class model is proposed, where the decision to search or not to search and the depth of the search are latent and only the final path choices are observed. A synthetic data set is used for the purpose of validation and ease of illustration. The data are generated from the postulated cognitive-cost model, and estimation results show that the true values of the parameters can be recovered with enough variability in the data. Two other models with simplifying assumptions of no information and full information are also estimated with the same set of data with significantly biased path choice utility parameters. Prediction results show that a smaller cognitive cost encourages information search on risky and fast routes and thus higher shares on those routes. As a result, the expected average travel time decreases and the variability increases. The no-information and full-information models are extreme cases of the more general cognitive-cost model in some cases, but not generally so, and thus the increasing ease of information acquisition does not necessarily warrant a model.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Alternate routes
KW  - Cognition
KW  - Information technology
KW  - Real time information
KW  - Route choice
KW  - Travel time
KW  - Traveler information and communication systems
KW  - Uncertainty
KW  - Validation
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-B-1&_cdi=59087&_user=10&_pii=S1877042811010706&_origin=browse&_coverDate=12%2F31%2F2011&_sk=999829999&view=c&wchp=dGLzVlz-zSkWA&md5=3e292b34e332bd69a8d5d553ca19ef94&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105453
ER  - 

TY  - CONF
AN  - 01345350
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Zheng, Zuduo
AU  - Ahn, Soyoung
AU  - Chen, Danjue
AU  - Laval, Jorge
TI  - Freeway Traffic Oscillations: Microscopic Analysis of Formations and Propagations using Wavelet Transform
PY  - 2011
VL  - 17
SP  - pp 717-731
AB  - In this paper the authors identify the origins of stop-and-go (or slow-and-go) driving and measure microscopic features of their propagations by analyzing vehicle trajectories via Wavelet Transform. Based on 53 oscillation cases analyzed. The authors find that oscillations can be originated by either lane-changing maneuvers (LCMs) or car-following behavior (CF). LCMs were predominantly responsible for oscillation formations in the absence of considerable horizontal or vertical curves, whereas oscillations formed spontaneously near roadside work on an uphill segment. Regardless of the trigger, the features of oscillation propagations were similar in terms of propagation speed, oscillation duration, and amplitude. All observed cases initially exhibited a precursor phase, in which slow-and-go motions were localized. Some of them eventually transitioned into a well developed phase, in which oscillations propagated upstream in queue. LCMs were primarily responsible for the transition, although some transitions occurred without LCMs. The authors findings also suggest that an oscillation has a regressive effect on car following behavior: a deceleration wave of an oscillation affects a timid driver (characterized by larger response time and/or minimum spacing) to become less timid and an aggressive driver less aggressive, although this change may be short-lived. An extended framework of Newell’s CF model is able to describe the regressive effects with two additional parameters with reasonable accuracy, as verified using vehicle trajectory data.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Aggression
KW  - Car following
KW  - Drivers
KW  - Lane changing
KW  - Microscopic traffic flow
KW  - Stop and go traffic
KW  - Traffic congestion
KW  - Traffic flow
KW  - Traffic oscillations
KW  - Vehicle trajectories
KW  - Wavelets
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-12-1&_cdi=59087&_user=10&_pii=S1877042811010998&_origin=browse&_zone=rslt_list_item&_coverDate=12%2F31%2F2011&_sk=999829999&wchp=dGLzVlz-zSkWW&md5=80d297f4e514ca38a9dfc62d6d6d1436&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105732
ER  - 

TY  - CONF
AN  - 01345347
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Osorio, Carolina
AU  - Flotterod, Gunnar
AU  - Bierlaire, Michel
TI  - Dynamic Network Loading: A Stochastic Differentiable Model that Derives Link State Distributions
PY  - 2011
VL  - 17
SP  - pp 364-381
AB  - In this paper the authors present a dynamic network loading model that yields queue length distributions, accounts for spillbacks, and maintains a differentiable mapping from the dynamic demand on the dynamic queue lengths. The model also captures the spatial correlation of all queues adjacent to a node, and derives their joint distribution. The approach builds upon an existing stationary queueing network model that is based on finite capacity queueing theory. The original model is specified in terms of a set of differentiable equations, which in the new model are carried over to a set of equally smooth difference equations. The physical correctness of the new model is experimentally confirmed in several congestion regimes. A comparison with results predicted by the kinematic wave model (KWM) shows that the new model correctly represents the dynamic build-up, spillback, and dissipation of queues. It goes beyond the KWM in that it captures queue lengths and spillbacks probabilistically, which allows for a richer analysis than the deterministic predictions of the KWM. The new model also generates a plausible fundamental diagram, which demonstrates that it captures well the stationary flow/density relationships in both congested and uncongested conditions.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Dynamic network loading (Traffic control)
KW  - Fundamental diagram
KW  - Highway capacity
KW  - Kinematics
KW  - Spillback effects (Traffic)
KW  - Traffic conditions
KW  - Traffic congestion
KW  - Traffic flow
KW  - Traffic models
KW  - Traffic queuing
KW  - Wave models
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-17-1&_cdi=59087&_user=10&_pii=S1877042811010810&_origin=browse&_zone=rslt_list_item&_coverDate=12%2F31%2F2011&_sk=999829999&wchp=dGLzVlb-zSkWW&md5=c10824febeb2e9ee7e9a93b4d1d5f244&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105574
ER  - 

TY  - CONF
AN  - 01345340
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Treiber, Martin
AU  - Kesting, Arne
TI  - Evidence of Convective Instability in Congested Traffic Flow: A Systematic Empirical and Theoretical Investigation
PY  - 2011
VL  - 17
SP  - pp 698-716
AB  - An extended open system such as traffic flow is said to be convectively unstable if perturbations of the stationary state grow but propagate in only one direction, so they eventually leave the system. By means of data analysis, simulations, and analytical calculations, the authors give evidence that this concept is relevant for instabilities of congested traffic flow. The authors analyze detector data from several hundred traffic jams and propose estimates for the linear growth rate, the wavelength, the propagation velocity, and the severity of the associated bottleneck that can be evaluated semi-automatically. Scatter plots of these quantities reveal systematic dependencies. On the theoretical side, the authors derive, for a wide class of microscopic and macroscopic traffic models, analytical criteria for convective and absolute linear instabilities. Based on the relative positions of the stability limits in the fundamental diagram, the authors divide these models into five stability classes which uniquely determine the set of possible elementary spatiotemporal patterns in open systems with a bottleneck. Only two classes, both dominated by convective instabilities, are compatible with observations. By means of approximate solutions of convectively unstable systems with sustained localized noise, the authors show that the observed spatiotemporal phenomena can also be described analytically. The parameters of the analytical expressions can be inferred from observations, and also (analytically) derived from the model equations.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Bottlenecks
KW  - Empirical methods
KW  - Fundamental diagram
KW  - Spatiotemporal models
KW  - Traffic congestion
KW  - Traffic data
KW  - Traffic flow
KW  - Traffic models
KW  - Traffic oscillations
KW  - Vehicle detectors
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-1-1&_cdi=59087&_user=10&_pii=S1877042811010986&_origin=browse&_zone=rslt_list_item&_coverDate=12%2F31%2F2011&_sk=999829999&wchp=dGLzVlz-zSkWW&md5=be165d28ff5bedd013e5bee42854e3fa&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105731
ER  - 

TY  - CONF
AN  - 01345338
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Qian, Zhen
AU  - Xiao, Feng (Evan)
AU  - Zhang, H M
TI  - The Economics of Parking Provision for the Morning Commute
PY  - 2011
VL  - 17
SP  - pp 628-649
AB  - In this paper, the authors study the economics of parking provision for the morning commute, where all the parking lots are owned and operated by private operators. The parking capacity allocations, parking fees and access times are considered in a parking market. First the authors solve the parking market equilibrium without regulatory intervention, revealing four types of competitive equilibrium. Only one of the four types of equilibrium, however, is found to be stable and realistic, and under it each parking area is preferred by the commuters during certain time periods. Compared to the case without parking choice, provision of parking through a competitive market is able to reduce commuters’ travel cost and queuing delay, but it does not necessarily lead to the most desirable market outcome that minimizes social cost or commuter cost. This issue can be addressed through market regulations, such as price ceiling, capacity-floor or capacity-ceiling, and a quantity tax/subsidy regulation. It is found that both price-ceiling and quantity tax/subsidy regulations can efficiently reduce both the system cost and commuter cost under certain conditions, and help ensure the stability of the parking market. Numerical examples are also provided to illustrate how parking regulations affect the morning commute pattern and system performance.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Commuters
KW  - Competition
KW  - Equilibrium (Economics)
KW  - Morning
KW  - Parking
KW  - Parking facilities
KW  - Parking fees
KW  - Regulations
KW  - Subsidies
KW  - Taxes
KW  - Travel costs
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-14-1&_cdi=59087&_user=10&_pii=S1877042811010949&_origin=browse&_zone=rslt_list_item&_coverDate=12%2F31%2F2011&_sk=999829999&wchp=dGLbVlz-zSkWB&md5=192e8c44437d50f3bb5a2d39952babb4&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105726
ER  - 

TY  - CONF
AN  - 01345336
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Corman, F
AU  - D'Ariano, A
AU  - Pacciarelli, Dario
AU  - Pranzo, M
TI  - Optimal Inter-area Coordination of Train Rescheduling Decisions
PY  - 2011
VL  - 17
SP  - pp 58-81
AB  - Railway dispatchers reschedule trains in real-time in order to limit the propagation of disturbances and to regulate traffic in their respective dispatching areas by minimizing the deviation from the off-line timetable. However, the decisions taken in one area may influence the quality and even the feasibility of train schedules in the other areas. Regional control centers coordinate the dispatchers' work for multiple areas in order to regulate traffic at the global level and to avoid situations of global infeasibility. Differently from the dispatcher problem, the coordination activity of regional control centers is still under investigated, even if this activity is a key factor for effective traffic management. This paper studies the problem of coordinating several dispatchers with the objective of driving their behavior towards globally optimal solutions. With this model, a coordinator may impose constraints at the border of each dispatching area. Each dispatcher must then schedule trains in its area by producing a locally feasible solution compliant with the border constraints imposed by the coordinator. The problem faced by the coordinator is therefore a bilevel programming problem in which the variables controlled by the coordinator are the border constraints. The authors demonstrate that the coordinator problem can be solved to optimality with a branch and bound procedure. The coordination algorithm has been tested on a large real railway network in the Netherlands with busy traffic conditions. The experimental results show that a proven optimal solution is frequently found for various network divisions within computation times compatible with real-time operations.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Automatic train control
KW  - Control centers
KW  - Coordination
KW  - Dispatchers
KW  - Netherlands
KW  - Railroad traffic
KW  - Real time control
KW  - Traffic signal control systems
KW  - Train rescheduling
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-18-1&_cdi=59087&_user=10&_pii=S1877042811010676&_origin=browse&_coverDate=12%2F31%2F2011&_sk=999829999&view=c&wchp=dGLzVzb-zSkWb&md5=f19a9d3d5cfb3a58cdd9994338f66e94&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105323
ER  - 

TY  - CONF
AN  - 01345333
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Yoon, Yoonjin
AU  - Hansen, Mark
AU  - Ball, Michael O
TI  - Optimal Route Decision with a Geometric Ground-airborne Hybrid Model under Weather Uncertainty
PY  - 2011
VL  - 17
SP  - pp 551-571
AB  - Adverse weather is the dominant cause of delays in the National Airspace System (NAS). Since the future weather condition is only predictable with a certain degree of accuracy, managing traffic in the weather-affected airspace is a challenging task. In this paper, the authors propose a geometric model to generate an optimal combination of ground delay and route choice to hedge against weather risk. The geometric recourse model (GRM) is a strategic Probabilistic Air Traffic Management (PATM) model that generates optimal route choice, incorporating route hedging and en-route recourse to respond to weather change: hedged routes are routes other than the nominal or the detour one, and recourse occurs when the weather restricted airspace becomes flyable and aircraft are re-routed to fly direct to the destination. Among several variations of the GRM, we focus on the hybrid Dual Recourse Model (DRM), which allows ground delay as well as route hedging and recourses, when the weather clearance time follows a uniform distribution. The formulation of the hybrid DRM involves two decision variables -- ground delay and route choice -- and four parameters: storm location, storm size, maximum storm duration time, and ground-airborne cost ratio. The objective function has two components: expected total ground delay cost and expected total airborne cost. The authors propose a solution algorithm that guarantees to find the global optimum of the hybrid-DRM. Based on the numerical analysis, the authors  find that ground-holding is effective only when combined with the nominal route. Otherwise, it is optimal to fly on the route determined by the DRM without ground delay. The authors also find the formula of the threshold ground-airborne cost ratio, which we call the Critical Cost Ratio (CCR), that determines the efficacy of ground delay: the higher the CCR, the more effective the strategies involving ground delay. The authors conclude that both ground delay and route hedging should be considered together to produce the best ATM decisions.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Air traffic control
KW  - Air transportation
KW  - Airport ground transportation
KW  - Airport operations
KW  - Airspace (Aeronautics)
KW  - Flight delays
KW  - Ground delay program
KW  - Numerical analysis
KW  - Risk assessment
KW  - Route choice
KW  - Uncertainty
KW  - Weather conditions
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-6-1&_cdi=59087&_user=10&_pii=S1877042811010901&_origin=browse&_zone=rslt_list_item&_coverDate=12%2F31%2F2011&_sk=999829999&wchp=dGLbVzW-zSkWB&md5=7b0f66ba8849624c131a12c5aa41fde6&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105660
ER  - 

TY  - CONF
AN  - 01345331
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Wu, Xing
AU  - Nie, Yu
TI  - Modeling Heterogeneous Risk-Taking Behavior in Route Choice: A Stochastic Dominance Approach
PY  - 2011
VL  - 17
SP  - pp 382-404
AB  - This paper proposes a unified approach to modeling heterogonous risk-taking behavior in route choice based on the theory of stochastic dominance (SD). Specifically, the first-, second-, and third-order stochastic dominance (FSD, SSD, TSD) are respectively linked to insatiability, risk-aversion and ruin-aversion within the framework of utility maximization. The paths that may be selected by travelers of different risk-taking preferences can be obtained from the corresponding SD-admissible paths, which can be generated using general dynamic programming. This paper also analyzes the relationship between the SD-based approach and other route choice models that consider risk-taking behavior. These route choice models employ a variety of reliability indexes, which often make the problem of finding optimal paths intractable. The authors show that the optimal paths with respect to these reliability indexes often belong to one of the three SD-admissible path sets. This finding offers not only an interpretation of risk-taking behavior consistent with the SD theory for these route choice models, but also a unified and computationally viable solution approach through SD-admissible path sets, which are usually small and can be generated without having to enumerate all paths. A generic label-correcting algorithm is proposed to generate FSD-, SSD-, and TSD-admissible paths, and numerical experiments are conducted to test the algorithm and to verify the analytical results.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Accident prone drivers
KW  - Aversion
KW  - Behavior
KW  - Dominance tests
KW  - Dynamic programming
KW  - Risk taking
KW  - Route choice
KW  - Stochastic processes
KW  - Traffic models
KW  - Travel time
KW  - Travel time reliability
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-11-1&_cdi=59087&_user=10&_pii=S1877042811010822&_origin=browse&_zone=rslt_list_item&_coverDate=12%2F31%2F2011&_sk=999829999&wchp=dGLzVlb-zSkWW&md5=0de4d75324d043cabac280e60a68d9c5&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105575
ER  - 

TY  - CONF
AN  - 01345330
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Coifman, Benjamin
AU  - Kim, SeoungBum
TI  - Extended Bottlenecks, the Fundamental Relationship, and Capacity Drop on Freeways
PY  - 2011
VL  - 17
SP  - pp 44-57
AB  - This paper presents evidence that the commonly used point bottleneck model is too simplistic for freeway bottlenecks, the actual mechanism appears to occur over an extended distance. The authors find evidence of subtle flow limiting and speed reducing phenomena more than a mile downstream of a lane drop bottleneck. These phenomena impact the fundamental relationship (FD). Close to the lane drop the free flow regime appears to come from a "parabolic" FD, but further downstream the relationship straightens to a "triangular" FD and throughput increases. The authors develop a theory to explain the underlying mechanisms. These insights should help resolve the decades long debate about the shape of the FD. The phenomena also provide a mechanism that may contribute to the empirically observed capacity drop often seen at bottlenecks. Although the authors study a lane drop, this work should be transferable to other bottlenecks where the capacity restriction persists for an extended distance, e.g., a corridor with a fixed number of lanes and an on-ramp bottleneck.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Bottlenecks
KW  - Free flow (Traffic)
KW  - Freeway operations
KW  - Highway capacity
KW  - Lane changing
KW  - Lane drops
KW  - On ramps
KW  - Traffic density
KW  - Traffic flow
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-J-1&_cdi=59087&_user=10&_pii=S1877042811010664&_origin=browse&_coverDate=12%2F31%2F2011&_sk=999829999&view=c&wchp=dGLbVzW-zSkWz&md5=cf42d71193d860ee0f14705d77f71399&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105322
ER  - 

TY  - CONF
AN  - 01345328
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Leclercq, Ludovic
AU  - Laval, Jorge A
AU  - Chiabaut, Nicolas
TI  - Capacity Drops at Merges: An Endogenous Model
PY  - 2011
VL  - 17
SP  - pp 12-26
AB  - The Newell-Daganzo merge model is not only very simple but also accurately reproduces experimental findings. However, the capacity downstream of the merge is an exogenous variable in the model. This is a serious limitation for merges that behave as active bottlenecks because their downstream capacity is a direct consequence of the merging behavior. This paper proposes an analytical model that extends the Newell-Daganzo model by incorporating, endogenously, the capacity drop related to the merging process. Two cases are investigated depending on the traffic states on the on-ramp. The model properties are analyzed and a sensitivity analysis is performed to quantify the relative contribution of the each parameter in the capacity drop. Finally, the extended Newell-Daganzo model is validated with experimental data coming from an active merge bottleneck on the M6 freeway in UK.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Bottlenecks
KW  - Downstream traffic
KW  - Endogenous variables
KW  - Highway capacity
KW  - Merging traffic
KW  - Traffic congestion
KW  - Traffic data
KW  - Traffic flow
KW  - Traffic models
KW  - United Kingdom
UR  - http://www.sciencedirect.com/science/article/pii/S1877042811010640
UR  - https://trid.trb.org/view/1105318
ER  - 

TY  - CONF
AN  - 01345326
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
AU  - Gunther, German E
AU  - Coeymans, Juan E
AU  - Munoz, Juan Carlos
AU  - Herrera, Juan C
TI  - Mitigating Freeway Off-Ramp Congestion: A Surface Streets Coordinated Approach
PY  - 2011
VL  - 17
SP  - pp 27-43
AB  - Congested conditions downstream from off-ramps often propagate upstream blocking all freeway lanes and affecting traffic that does not cause the bottleneck. Most efforts to understand this phenomenon have focused on how the queues form and propagate in the freeway, while scant attention has been paid to the causes of the formation of this type of queue. Exiting traffic often compete with traffic from surface streets for a limited capacity so that if part of this competing traffic is detoured to other streets the off-ramp will see its capacity increased. This paper studies this alternative by modeling what we consider fairly common conditions for the surrounding network. The authors propose a methodology to determine the flow of competing vehicles to be detoured to underutilized roads in the local network in order to improve the system’s capacity and reduce total delays under stationary conditions. The authors also study the conditions under which this strategy may be beneficial during a rush hour period. The methodology aims at keeping the off-ramp flowing uncongested, eliminating the queue in the freeway and leaving the remaining capacity for the competing traffic. An experiment to test the mechanism was conducted on an urban freeway in Santiago, Chile confirming the opportunity for improvements in the system as a whole. It also showed that when the off-ramp ends in a weaving section, the capacity of this section drops significantly when both approaches reach congestion, emphasizing the importance of preventing these queues from appearing.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Bottlenecks
KW  - Freeway operations
KW  - Highway capacity
KW  - Highway traffic control
KW  - Off ramps
KW  - Peak hour traffic
KW  - Santiago (Chile)
KW  - Traffic congestion
KW  - Traffic delays
KW  - Traffic flow
KW  - Traffic queuing
UR  - http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B9853-52X1TRD-K-1&_cdi=59087&_user=10&_pii=S1877042811010652&_origin=browse&_coverDate=12%2F31%2F2011&_sk=999829999&view=c&wchp=dGLbVzW-zSkWb&md5=69f5837b3030a1dc2c2a81919b357aa8&ie=/sdarticle.pdf
UR  - https://trid.trb.org/view/1105319
ER  - 

TY  - CONF
AN  - 01343403
JO  - Procedia - Social and Behavioral Sciences
PB  - Elsevier
TI  - International Symposium on Transportation and Traffic Theory, 19th
PY  - 2011
VL  - 17
SP  - 716 p
AB  - This issue contains the papers of the 19th International Symposium on Transportation and Traffic Theory.  While automobile traffic is still the main focus of the conference, the scope of coverage has expanded over the years to include ideas and concepts on a wider range of transportation related issues.  Topics include: freeway off-ramp congestion, bottlenecks, design of rail transit lines, route choice, information generation, kinematic wave theory, nonlinear pricing, traffic signal planning, parking and freeway traffic oscillations.
U1  - 19th International Symposium on Transportation and Traffic TheoryNational Science FoundationFederal Highway AdministrationUniversity of California Transportation Center (UCTC)University of California, BerkeleyBerkeley,CA,United States StartDate:20110718 EndDate:20110720 Sponsors:National Science Foundation, Federal Highway Administration, University of California Transportation Center (UCTC), University of California, Berkeley
KW  - Activities leading to information generation
KW  - Bottlenecks
KW  - Freeways
KW  - Parking
KW  - Parking facilities
KW  - Planning
KW  - Rail transit
KW  - Route choice
KW  - Traffic
KW  - Traffic signals
KW  - Traffic theory
KW  - Transportation
UR  - http://www.sciencedirect.com/science/journal/18770428
UR  - https://trid.trb.org/view/1105259
ER  - 

TY  - RPRT
AN  - 01343319
AU  - Federal Highway Administration
TI  - Highway Statistics 2009
PY  - 2011
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  - Tables (Data)
KW  - Travel
KW  - Travelers
KW  - Vehicles
UR  - http://www.fhwa.dot.gov/policyinformation/statistics/2009/
UR  - https://trid.trb.org/view/1105131
ER  - 

TY  - RPRT
AN  - 01343231
AU  - Federal Highway Administration
TI  - Woodrow Wilson Bridge Project: Lessons Learned
PY  - 2011
SP  - n.p.
AB  - This DVD presents the opportunities and challenges of managing a large public works project, the Woodrow Wilson Bridge project.  The DVD contains a six sections, as follows: Introduction; Planning and Design; Public Relations; Leadership Perspective; Construction Issues; and Environmental Issues.  Lessons learned are incorporated throughout the DVD.
KW  - Bridge construction
KW  - Construction management
KW  - Environmental impacts
KW  - Leadership
KW  - Lessons learned
KW  - Planning and design
KW  - Public relations
KW  - Public works
KW  - Reconstruction
KW  - Woodrow Wilson Memorial Bridge
UR  - http://wwblessonslearned.com/
UR  - https://trid.trb.org/view/1104779
ER  - 

TY  - RPRT
AN  - 01343226
AU  - Governors Highway Safety Association
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
TI  - Safe Routes to School Noteworthy Practices Guide: A Compendium of State SRTS Program Practices
PY  - 2011
SP  - 81p
AB  - This guide is intended to provide samples of noteworthy Safe Routes To School program practices and management approaches.  Noteworthy practices range from innovative ways to work with advocacy groups to streamlining authorization for projects.  The five key management areas addressed include: 1) Program Structures; 2) Outreach, Marketing, and Education; 3) Project Selection; 4) Project Implementation; and 5) Project Closeout.
KW  - Best practices
KW  - Bicycle safety
KW  - Bicycling
KW  - Pedestrian safety
KW  - Program management
KW  - Safe Routes to School (Program)
KW  - School children
KW  - Walking
UR  - http://www.saferoutesinfo.org/sites/default/files/resources/SRTS%20Noteworthy%20Practices%20Guide%20FINAL.pdf
UR  - https://trid.trb.org/view/1104526
ER  - 

TY  - RPRT
AN  - 01340414
AU  - Federal Highway Administration
TI  - Use of Prefabricated Elements and High Performance Concrete on Low Volume Road Bridges
PY  - 2011
SP  - n.p.
AB  - This DVD shows the construction of a bridge on Parker River National Wildlife Refuge.  The Refuge is located on Plum Island, in Massachusetts, and is the home of protected wetlands and wildlife.  To minimize environmental impacts, the piles are prestressed and precast, and brought into the bridge site after fabrication.  High performance concrete is used for the bridge deck.  Every care is taken to preserve the beauty of the surroundings and to minimize construction impacts.
KW  - Bridge construction
KW  - Environmental protection
KW  - High performance concrete
KW  - Low volume roads
KW  - Parker River National Wildlife Refuge
KW  - Plum Island (Massachusetts)
KW  - Prefabricated bridges
KW  - Wetlands
KW  - Wildlife
UR  - https://trid.trb.org/view/1101549
ER  - 

TY  - CONF
AN  - 01339655
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Levin, Lena
AU  - Faith-Ell, Charlotta
TI  - Women and Men in Public Consultations of Road-Building Projects
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 236-245
AB  - This paper discusses results of a research project designed to increase knowledge about women’s and men’s participation and their opportunities to take part in and influence the road planning process. The project was accomplished in an explorative case study, an advertisement study, and an implementation study that used questionnaires, observations, quantitative and qualitative analyses of conversations, content analysis of minutes, and advertisements. A basic principle of public participation argues that it should be inclusive and equitable to ensure that all interests and groups are respected. A literature study found that the subject of gender equality is basically nonexistent in the literature on environmental impact assessment. This project shows that about a quarter of participants at consultation meetings are women, but men talk longer and ask more questions. Those who attend meetings are generally older and have more education than the average person. Men and women bring up environmental and road safety issues during meetings, but men more often discuss economy, technical facts, alternative routings, and land ownership. Some participants had more experience taking part in public meetings and talking in front of other people. Participants with less experience seem to need more guidance and take a more active part in the meeting when a moderator leads the discussion. It is tempting to say that men are more experienced and women are less experienced, but that would be an oversimplification. The aim of increasing gender equality through an intervention study did not completely succeed.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Equity (Justice)
KW  - Females
KW  - Gender equality
KW  - Highway planning
KW  - Males
KW  - Public participation
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101887
ER  - 

TY  - CONF
AN  - 01339654
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Mitchell, Christopher G B
TI  - Older Women’s Travel Patterns and Road Accident Involvement in Britain
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 44-54
AB  - This paper uses British data as its primary source, supplemented with data from Sweden and the United States, to analyze the mobility and safety of female and male car drivers and pedestrians. In European countries and in North America, fewer women than men are killed or injured in traffic accidents as pedestrians or car drivers. In terms of casualty rates per population, where appropriate per driving license, per distance driven, and per journey, women younger than 60 have a lower risk than men of both injuring themselves and of injuring other road users. At all adult ages, women travel more than men as car passengers, less as car drivers, and make more journeys by local public transport. Women make more journeys as pedestrians than men below the age of 65, but men make more journeys than women in older age. Younger women are significantly safer drivers than men, but women cease to be safer drivers over the age of 60 or 70. The same applies to the risk they pose to other road users, as measured by their risk of killing a pedestrian. There is some evidence that older women voluntarily restrict the amount of driving they do at younger ages than men, but there is no evidence that in Britain they surrender driving licenses at a younger age than male drivers. The fatality rate per journey as a pedestrian is higher than that as a car driver. Any policy that caused trips by those age 70 and over to transfer from being made by car to being made on foot would increase the total fatalities and serious injuries in traffic accidents.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Aged
KW  - Aged drivers
KW  - Crashes
KW  - Fatalities
KW  - Females
KW  - Pedestrian-vehicle crashes
KW  - Pedestrians
KW  - Travel patterns
KW  - United Kingdom
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101768
ER  - 

TY  - CONF
AN  - 01339653
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Thakuriah, Piyushimita (Vonu)
AU  - Tang, Lei
AU  - Menchu, Shashi
TI  - Young Women’s Transportation and Labor Market Experiences
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 276-287
AB  - This paper examines the transportation and labor market experiences of women at a stage of life that has been called “emerging adulthood,” “young adulthood,” and even “older youth.” Although young children and older individuals have been the focus of transportation policy research, research on mobility and transportation issues facing young adults is much more limited. The main research questions addressed by this paper are (a) how do the transportation and labor market experiences of young women compare with those of young men and (b) what factors are likely to contribute to the transportation experiences of young women? The National Longitudinal Survey of Youth, which is a panel data set of a large sample of respondents since 1979 and continuing until the present, was used. Gender differences were examined in several labor market indicators, including the age at entry into the labor force, the number of jobs, the number of weeks worked per year, and average earnings. The transportation indicators analyzed are perceptions of young women with regard to difficulties associated with transportation, job search distance, and the duration of time they remain carless after entering the labor force. Compared with men, a higher proportion of young women perceived difficulties with their travel and transportation conditions, were likely to restrict their job search geographically to a smaller area, and acquired a vehicle earlier through their husbands or later if single. More research is needed to better understand gender-based mobility policies that apply to a large cross section of young women.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Access
KW  - Automobile ownership
KW  - Females
KW  - Jobs
KW  - Labor market
KW  - Males
KW  - Mobility
KW  - National Longitudinal Survey of Youth
KW  - Transportation policy
KW  - Travel
KW  - Young adults
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101900
ER  - 

TY  - CONF
AN  - 01339652
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Armstrong, Kerry
AU  - Obst, Patricia
AU  - Livingstone, Kerrie
AU  - Haworth, Narelle
TI  - Investigation of Differences in Crash Characteristics Between Males and Females Involved in Fatigue-Related Crashes or Close-Call Events
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 26-33
AB  - There is consensus among community and road safety agencies that driver fatigue is a major road safety issue, and it is well known that excessive fatigue is linked with an increased risk of a motor vehicle crash. Previous research has implicated a wide variety of factors involved in fatigue-related crashes, and the effects of these various factors in regard to crash risk can be interpreted as causal (e.g., alcohol or drugs may induce fatigue states) or additive (e.g., where a lack of sleep is combined with alcohol). This investigation examined self-report data to determine whether there are any differences in the prevalence, crash characteristics, and travel patterns of males and females involved in fatigue-related crashes or close-call events. A representative sample of residents (N = 1,600) living in the Australian Capital Territory and New South Wales, Australia, were surveyed regarding their experience of fatigue and their involvement in fatigue-related crashes and close-call incidents. Results revealed that more than 35% of the participants reported having had a close call or crash caused by driving when tired in the 5 years prior to the study. In addition, the results obtained revealed a number of interesting characteristics that provide preliminary evidence that gender differences do exist in the prevalence, crash characteristics, and travel patterns of males and females involved in fatigue-related crashes or close-call events. It is argued that the results obtained can provide particularly useful information for the refinement and further development of appropriate countermeasures that better target this complex issue.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Australian Capital Territory
KW  - Crash characteristics
KW  - Drivers
KW  - Fatigue (Physiological condition)
KW  - Females
KW  - Gender
KW  - Males
KW  - Near accidents
KW  - New South Wales
KW  - Self describing data
KW  - Travel patterns
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101765
ER  - 

TY  - CONF
AN  - 01339651
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Livingstone, Kerrie
AU  - Armstrong, Kerry
AU  - Obst, Patricia
AU  - Smith, Simon
TI  - Postpartum Fatigue and Driving: Relating Experiences, Thoughts, and Opinions 12 Weeks After Birth
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 34-43
AB  - Fatigue in the postnatal period is such a common experience for most mothers that the term “postpartum fatigue” (PPF) has been coined to describe it. When new mothers experience extreme fatigue, it follows that their physical health, mental health, and social wellbeing are negatively affected. It is interesting to note that there is a distinct lack of empirical investigations focusing on the link between PPF and increased risk of injury, particularly when the links between fatigue and increased risk of road crashes are well documented. The purpose of this investigation was to undertake pilot research to develop an understanding of the duration of PPF and the performance impairments experienced by new mothers when involved in safety-sensitive activities such as driving a motor vehicle. Semistructured interviews were undertaken with women (N = 24) living in Southeast Queensland, Australia, at 12 weeks after they had given birth. Key themes were identified, with a particular emphasis on understanding the link between the participants’ experience of PPF and the impact this had on their overall cognitive and physiological functioning as well as their experience of the driving task. Sleep–wake data were also collected, and the Karolinska Sleepiness Scale was used to evaluate the potential crash risk for this group of mothers. It is proposed that the findings of this investigation could be used to improve current knowledge among new mothers and practitioners regarding the mechanisms and consequences of fatigue and to inform interventions that lead to a decreased risk of injury associated with PPF.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Crash risk
KW  - Drivers
KW  - Fatigue (Physiological condition)
KW  - Females
KW  - Interviewing
KW  - Postpartum fatigue
KW  - Queensland
KW  - Time duration
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101767
ER  - 

TY  - CONF
AN  - 01339650
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Emond, Catherine R
TI  - Gender Considerations in Performance Measures for Bicycle Infrastructure
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 254-263
AB  - In the United States, men’s total bicycle trips surpass women’s by a ratio of at least 2:1. Gender differences in perceptions of bicycling safety, combined with the effect of bicycle facility type, could help explain the different cycling rates for men and women. The United Nations and the European Union (EU) have recognized that women and men have different transportation needs, and the EU requires explicit recognition of these differences in national transport policies and implementation. Currently, the indices or measures commonly used to evaluate American bicycle infrastructure do not account for gender differences. Bicycle facility design is often guided by design cyclist categories that define bicyclists by how well they ride in vehicular traffic. Female cyclists have been shown to prefer more separation from vehicular traffic than male cyclists, which can lead to women having to choose to travel on bicycle facilities that have been designed for safety rather than to provide a convenient route to community services. The imbalance of U.S. bicycle trip rates by gender is an indicator that American bicycle infrastructure does not serve the needs of all bicyclists. Two gender-neutral indices, the bicycle compatibility index and the bicycle level-of-service index, which are commonly used to assess U.S. bicycle infrastructure, are compared with the Netherlands’ bicycle infrastructure survey in an effort to understand the association of gender-neutral versus gender-sensitive policies on bicycle infrastructure design and assessment.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Bicycle facilities
KW  - Bicycle lanes
KW  - Bicycle safety
KW  - Bikeways
KW  - Design
KW  - Gender
KW  - Netherlands
KW  - United States
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101891
ER  - 

TY  - CONF
AN  - 01339649
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Oxley, Jennifer
AU  - Charlton, Judith
TI  - Gender Differences in Attitudes to and Mobility Impacts of Driving Cessation
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 64-73
AB  - Safe travel is essential; however, recognition of the benefits of continued mobility and, conversely, the consequences of loss of mobility must also be considered. Driving affords the greatest mobility for many older adults. Unfortunately, at some point, most individuals need to consider retiring from driving. Although there are reported gender differences in the timing of and reasons for driving reduction and cessation, with potential impacts on mobility, health, and quality of life for some, much remains unknown about how older drivers perceive the difficulties in transitioning to being a nondriver and whether there are any gender differences in this process. Even less is known about how people decide to stop driving and the strategies that may improve the outcomes of this transition. This study examined gender differences in the mobility impacts of driving cessation and in life satisfaction. A total of 1,718 drivers (40% female) and 108 former drivers (58% female) completed a self-administered survey designed to examine issues surrounding the adoption of self-regulatory driving practices and the mobility impacts of driving reduction and cessation. The study highlights gender differences in the processes of driving reduction and cessation, particularly driving frequency and experiences and plans for driving cessation. While few gender differences were noted among former drivers, particularly in the number of trips and satisfaction with current mobility, older females were more likely than males to have planned ahead, made the decision themselves, and stopped at appropriate times, and to use alternative transport options, suggesting a good adjustment to nondriving with a more favorable mobility outcome. These findings have implications for the development of education and training programs to assist male and female drivers to achieve a smooth transition from driving to nondriving.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Aged drivers
KW  - Attitudes
KW  - Driving cessation
KW  - Females
KW  - Gender
KW  - Males
KW  - Mobility
KW  - Surveys
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101827
ER  - 

TY  - CONF
AN  - 01339648
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Cottrill, Caitlin D
AU  - Thakuriah, Piyushimita (Vonu)
TI  - Privacy and Gender: Reviewing Women’s Attitudes Toward Privacy in the Context of Intelligent Transportation Systems and Location-Based Services
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 117-126
AB  - Limited previous research has shown that women value online privacy more than men, potentially influencing their online behavior or willingness to reveal personal data online. New generations of intelligent transportation systems (ITS) and location-based services (LBS) technologies depend on the input of personalized and localized information to give, potentially, information that may uniquely address women’s complex travel patterns, but which may raise locational privacy concerns for women and cause them to hesitate to share the needed information. This paper examines gender differences in the propensity to reveal the potentially sensitive information necessary to make ITS and LBS highly personalized to individual travelers. The authors develop privacy indicators based on refusals to answer sociodemographic and location questions in a household travel survey to evaluate whether women have a significantly different attitude toward willingness to share data related to position and personal identifiers compared with men. The results show that gender differences regarding privacy preferences are not statistically significant. However, this result is inconclusive because the survey overall achieved low response rates and participating households may already be self-selected into being open about divulging sensitive travel and locational information.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Attitudes
KW  - Females
KW  - Gender
KW  - Intelligent transportation systems
KW  - Location based services
KW  - Privacy
KW  - Travel patterns
KW  - Travel surveys
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101843
ER  - 

TY  - CONF
AN  - 01339647
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Classen, Sherrilene
AU  - Shechtman, Orit
AU  - Joo, Yongsung
AU  - Awadzi, Kezia D
AU  - Lanford, Desiree
TI  - Traffic Violations Versus Driving Errors: Implications for Older Female Drivers
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 55-63
AB  - Research has shown that rates for motor vehicle–related crashes are twice as high for older men as for older women, but the proportion of fatalities is higher for older women. To better understand driving errors made in crashes and to suggest prevention strategies, this study (a) classified violations underlying crashes into errors made during on-road assessments; (b) quantified age, gender, and types of driving errors as predictors of postcrash injury; and (c) examined whether different violations and driving errors occur in different age cohorts (≤75 and >75 years). The 2005 Florida Traffic Crash Records Database (N = 5,345 older drivers) was used to select violations underlying crashes. The mean age was 76.08 (standard deviation = 7.10), with 2,445 (45.7%) female drivers. Female drivers had statistically significantly more failure to yield (intersection or alley– driveway), failure to obey required traffic controls, and speed-related violations predictive of crash-related injuries. A greater percentage of injured female drivers made statistically significantly more yielding errors (p < .001) and more speed regulation and gap acceptance (p < .05) errors. These findings generally held true when younger (≤75 years) and older (>75 years) women were compared with their age cohorts. The findings show that compared with older male drivers, older female drivers are at a greater risk for injuries from crash-related violations and driving errors. This finding holds true when younger and older female drivers are compared with their age cohorts. Injury prevention strategies on the person, vehicle, and environmental levels must receive serious consideration and be tested empirically for effectiveness.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Aged drivers
KW  - Crash injury research
KW  - Crash records
KW  - Driver errors
KW  - Failure to yield right-of-way
KW  - Females
KW  - Florida
KW  - Gap acceptance
KW  - Speeding
KW  - Traffic violations
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101769
ER  - 

TY  - CONF
AN  - 01339646
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Parida, Purnima
AU  - Parida, M
TI  - Appreciation of Gender Differences in Development of Qualitative Level of Service for Sidewalks
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 246-253
AB  - Pedestrian level of service indicates the environmental qualities of a pedestrian space and serves as a guide in developing standards for pedestrian facilities. Pedestrian space needs to be designed in consideration of human convenience and must be qualitatively suitable to the needs of users. Additional environmental factors that contribute to the walking experience and consequently to the perceived level of service—such as comfort, security, and attractiveness—should also be considered. The central hypothesis in this paper is that gender difference plays an important role in the importance attached to different parameters of the walkability index. With this hypothesis, the difference in perception of male and female pedestrians for different parameters of pedestrian facilities has been analyzed. Five parameters were identified: sidewalk width, sidewalk surface, obstruction, security, and comfort. Equal numbers of male and female pedestrians in different land uses in Delhi, India, were interviewed with a view to understanding the variation in perception. They were asked to rate the importance of the five parameters according to their needs and requirements on a 5-point scale ranging from most important to immaterial and their response on a satisfaction rating regarding the sidewalk facility they were using on a 5-point scale ranging from excellent to poor. The importance ratings were called weights attached to the parameter. This study found that the responses of male and female pedestrians in terms of mean relative weights for all five parameters differed from one another.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Comfort
KW  - Delhi (India)
KW  - Design
KW  - Females
KW  - Gender
KW  - Level of service
KW  - Males
KW  - Obstructions (Navigation)
KW  - Pedestrian areas
KW  - Pedestrians
KW  - Safety and security
KW  - Sidewalk surfaces
KW  - Sidewalks
KW  - Width
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101890
ER  - 

TY  - CONF
AN  - 01339645
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Clifton, Kelly J
AU  - Akar, Gulsah
AU  - Smith, Andrea Livi
AU  - Voorhees, Carolyn C
TI  - Gender Differences in Adolescent Travel to School: Exploring the Links with Physical Activity and Health
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 203-212
AB  - This paper investigates gender differences in the associations between adolescent mode choices and travel patterns for the trip to school and levels of physical activity. Analysis relies on cross-sectional data collected from adolescents (N = 269) in Baltimore City for a school-based recruitment study of physical activity and the built environment. Participants were recruited from two magnet high schools, comprising a predominantly African-American sample (67%) with geographically disperse home locations. Data analyzed here for each individual include (a) a web-based survey that collects background information, attitudes, perceptions, and recall behavior, (b) week-long physical activity data collected by accelerometers, (c) a week-long travel diary, (d) archived spatial data about the built environment around each student’s primary home address, and (e) height and weight measurements, used to calculate body mass index (BMI). Multinomial logit models of the primary mode to school were estimated separately for males and females. Results show key differences in the factors associated with their travel choices. Aggregate levels of physical activity during the weekday for transit commuters and auto commuters were compared for males and females. Results show significantly higher levels of physical activity for both male and female students who commute by transit, although male physical activity levels were higher on average. There were no significant differences in BMI between transit and auto commuters by gender, however.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Adolescents
KW  - African Americans
KW  - Automobile travel
KW  - Baltimore (Maryland)
KW  - Body mass index
KW  - Built environment
KW  - Females
KW  - Gender
KW  - Health
KW  - High school students
KW  - Males
KW  - Mode choice
KW  - Multinomial logits
KW  - Physical activity
KW  - Public transit
KW  - School trips
KW  - Surveys
KW  - Travel diaries
KW  - Travel patterns
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101880
ER  - 

TY  - CONF
AN  - 01339644
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Vagland, Asa
TI  - Gender Equality as a Subsidiary Objective of Swedish Transport Policy: What Has Happened Since 2004?
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 225-235
AB  - At the 3rd International Conference on Women’s Issues in Transportation in Chicago 2004, the author presented a paper on the background and reasons why Sweden has a gender-equality objective in the transport sector. This paper describes what has happened since then in the political arena and in the implementation process in government agencies and other stakeholders and on the effect in planning and building new infrastructure and maintaining the existing infrastructure. The author analyzed government bills on transport policy, how proposals in the bills were formulated in the annual government guidelines for transport agencies, and how the transport agencies—especially the National Rail Administration (Banverket) and the Swedish Road Administration (Vägverket)—responded to the proposals and reported to the government in the annual sectoral report. There has been progress in the National Rail Administration and the Swedish Road Administration throughout the period from 2004 to 2009. Awareness has increased, and the discussion about gender equality in planning infrastructure is more mature, even if the results in the transport system are not evident. On the other hand, there is concern about how the decision on new transport policy objectives in spring 2009 will influence progress toward a gender-equal transport system. Also important is the change in how annual government guidelines are formulated and how it will affect transport agencies’ work toward gender equality. Another issue is the ongoing reorganization in Sweden, where transport agencies are divided and reassembled. How this change will influence gender equality in the transport system is not clear.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Gender
KW  - Gender equality
KW  - Infrastructure
KW  - Planning
KW  - Reorganization
KW  - Sweden
KW  - Transportation departments
KW  - Transportation policy
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101886
ER  - 

TY  - CONF
AN  - 01339643
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Vaughn, Stephen T
TI  - Women’s Safety and Security Issues with Bicycling and Walking: Examination of Potential Planning, Design, and Technology Solutions
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 95-104
AB  - In the nonmotorized transportation field, gender differences in bicycling and walking are well documented, and personal safety has been identified as a deterrent to their increased usage. This concern for safety is not limited to the physical environment of the roadways, but includes the individual’s perception of safety in the surrounding neighborhoods as well as the environment of multiuse paths and lanes. This paper uses data from the National Crime Victimization Survey and the FBI’s National Incident-Based Reporting System to examine gender issues and to identify major safety and security concerns for users. The study incorporates focus group recommendations to offer planning and policy recommendations to increase the number of women who choose nonmotorized transportation.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Bicycling
KW  - Females
KW  - Recommendations
KW  - Safety and security
KW  - Transportation planning
KW  - Transportation policy
KW  - Walking
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101833
ER  - 

TY  - CONF
AN  - 01339642
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Wittbom, Eva
TI  - Gender Mainstreaming in Transportation: Impact of Management Control
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 264-275
AB  - In international surveys, Sweden is considered to be the locus classicus for gender mainstreaming. At a macro level, the picture is clear, as government directives include specific goals for gender equality and the expectation that public agencies will mainstream gender into their core business. At a micro level, the situation is more complex. Formal governance meets with gendered norms and cultures that are equally strong, but informal, driving forces among civil servants. The question raised here is how the management control system functions under the pressure of mainstreaming gender. With an interpretive approach, research has been conducted to disclose constructions that tend to enable or to hamper gender equality in the practice of management control at a micro level. The evidence stems from a case study of the Swedish Road Administration and the Swedish National Rail Administration. Interviews, observations of meetings, and close reading of documents furnish this paper with data covering the years 2002–2007 with regard to a policy goal of a gender-equal transport system. Applying a gender perspective together with a sociological institutional perspective makes gendered rules, norms, and culture visible. The results show how management control is involved in integration of gender by assimilation and by decoupling, obstructing transformative gender mainstreaming. The administration is busy keeping up the appearance of fulfilling the goal, legitimizing its activities by reporting relative fulfillment in accordance with the rules of the control system, regardless of the relevance connected to the norms of gender equality. The management control system perpetuates a culture in which reliability lies in measurability; therefore, the goal of gender equality results in a quantitative perspective on women and men instead of a qualitative gender perspective on the transport system.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Cultural influences
KW  - Gender
KW  - Gender equality
KW  - Management
KW  - Social factors
KW  - Sweden
KW  - Transportation
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101895
ER  - 

TY  - CONF
AN  - 01339641
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Waygood, E Owen D
TI  - What Is the Role of Mothers in Transit-Oriented Development? The Case of Osaka–Kyoto–Kobe, Japan
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 163-178
AB  - The majority of mothers in Japan are not employed outside the home, but their role in chauffeuring and accompanying children on their trips is much less than in Western societies. Cultural expectations and the built environment in the Osaka region of Japan contribute to children as young as 10 and 11 traveling without adult accompaniment for the majority of trips. This independent travel in turn reduces the chauffeuring burden on parents. The chauffeuring of children in the United States and other Western countries is conducted mostly by mothers, but the role of mothers in the travel context of their children’s travel has not been investigated for Japan. Children ages 10 and 11, from nine different schools in varying neighborhoods, were surveyed about their travel by using a child-friendly diary. The survey results show that parents accompanied children for less than 15% of their trips on weekdays, whereas data from the United States indicate that children are accompanied by a parent on more than 65% of weekday trips they make. The average daily travel time was 40 min for children in Japan versus 72 min for their American counterparts, despite a similar number of trips per day. The paper further examines children’s trips with the accompaniment of parents, by sex of parent, by time of day and mode, and by destination. The influence of various built environment measurements and car ownership on accompaniment and the accumulated time burden on parents is also examined. This research contributes to land use planning through examining the built environment and mobility management through discussion on cultural values.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Automobile ownership
KW  - Built environment
KW  - Children
KW  - Cultural influences
KW  - Females
KW  - Kobe (Japan)
KW  - Kyoto (Japan)
KW  - Land use planning
KW  - Mobility
KW  - Osaka (Japan)
KW  - Parents
KW  - Surveys
KW  - Transit oriented development
KW  - Travel
KW  - Travel diaries
KW  - Travel time
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101877
ER  - 

TY  - CONF
AN  - 01339640
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Hsu, Hsin-Ping
TI  - How Does Fear of Sexual Harassment on Transit Affect Women’s Use of Transit?
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 85-94
AB  - The purpose of this study is to understand how women’s fear of sexual harassment on transit changes their transit use and travel behavior. The study, which employed a qualitative research approach, found that cultural differences are important to women’s perceptions of sexual harassment and women’s attitudes about adequate policy responses. Yet cultural differences are not as important as the availability of a car in influencing how women modify their use of transit in response to sexual harassment. Thus, a feasible and effective policy addressing this issue should take the cultural context into consideration.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Cultural influences
KW  - Fear
KW  - Females
KW  - Public transit
KW  - Sexual harassment
KW  - Travel behavior
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101830
ER  - 

TY  - CONF
AN  - 01339639
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Kalter, Marie-Jose Olde
AU  - Harms, Lucas
AU  - Jorritsma, Peter
TI  - Changing Travel Patterns of Women in the Netherlands
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 179-190
AB  - The Netherlands Institute for Transport Policy Analysis conducted a study to improve its understanding of the relationship between social developments, household composition, and women’s travel behavior, with special focus on the travel patterns and daily activities of women. Information was obtained by quantitative data analyses of existing data sources and in-depth interviews with experts. Multilevel analyses were conducted to identify the most important explanatory factors of travel behavior on the household level. This study analyzed not only women’s individual travel behavior, but also the travel behavior of women in different household types. Definitive results from this study will be available in May 2011. The study’s initial results reveal that the travel patterns of men and women are increasingly similar. Women are increasingly more mobile, they travel for longer periods, and they travel greater distances. Women have contributed substantially to the rise in mobility in recent years. Their increasing labor force market participation is a driving force behind the fact that women must now travel more often, and travel great distances, to their workplaces. Because of the increasing number of two-income households, various activities must more often be coordinated with another member of the household.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Females
KW  - Households
KW  - Labor force
KW  - Mobility
KW  - Netherlands
KW  - Social factors
KW  - Travel behavior
KW  - Travel patterns
KW  - Travel time
KW  - Trip length
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101878
ER  - 

TY  - CONF
AN  - 01339638
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Jenkins, Pamela
AU  - Renne, John L
AU  - Kiefer, John
TI  - Gender Differences in Self-Reported Evacuation Experiences: Analysis of the City Assisted Evacuation Program During Hurricane Gustav
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 127-133
AB  - The landfall of Hurricane Gustav in 2008 set in motion the New Orleans, Louisiana, City Assisted Evacuation Plan (CAEP), one of the largest publicly assisted evacuations in American history. The gendered response to the Hurricane Gustav evacuation is placed in the aftermath of the evacuations of Hurricanes Katrina and Rita. Findings from two sets of data, including interviews with Katrina evacuees, suggest that significant gender-based differences exist in evacuation experiences. Women have significantly less access to a reliable vehicle for self-evacuation, making them more dependent on a viable CAEP. Women are also significantly more likely to depend on nonfamily entities such as social service agencies for enrollment in CAEP. Overrepresentation of female heads of households in vulnerable communities makes lack of adequate finances a significant barrier to evacuation. While almost three-quarters of the CAEP participants for Gustav were satisfied with CAEP, women were significantly more likely to report dissatisfaction.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Assistance
KW  - Evacuation
KW  - Females
KW  - Financing
KW  - Gender
KW  - Hurricane Gustav, 2008
KW  - New Orleans (Louisiana)
KW  - Self reported data
KW  - Social service agencies
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101844
ER  - 

TY  - CONF
AN  - 01339637
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Mokhtarian, Patricia L
AU  - Ye, Liang
AU  - Yun, Meiping
TI  - Effects of Gender on Commuter Behavior Changes in the Context of a Major Freeway Reconstruction
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 143-153
AB  - To study the commuter travel behavior impacts of a 9-week reconstruction of Interstate 5 in downtown Sacramento, California, a series of three Internet-based surveys was conducted. This paper offers a preliminary analysis of the first two of those surveys, focusing on the role of gender in commuters’ responses. Avoiding peak hour and changing route were the most common responses, and women were more likely than men to employ them. Among the changes that reduce vehicle miles traveled, increasing transit use and increasing telecommuting were the most common. Overall, women were 21% more likely to make at least one change than men were. A binary logit model of the choice to increase transit use suggests that persuading current transit users to increase their transit use was easier than convincing nonusers to switch. Respondents who heard about the increased level of transit service were more likely to increase transit use. Employer transit subsidies supported increases in transit use (but only for women), whereas variable work hours (for women) discouraged them. Men in managerial–administrative occupations and women in larger households were also more likely to increase their transit use.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Automobile travel
KW  - Behavior modification
KW  - Central business districts
KW  - Commuters
KW  - Employer sponsored transportation
KW  - Females
KW  - Flexible hours
KW  - Freeways
KW  - Gender
KW  - Interstate 5
KW  - Level of service
KW  - Logits
KW  - Public transit
KW  - Reconstruction
KW  - Route choice
KW  - Sacramento (California)
KW  - Surveys
KW  - Telecommuting
KW  - Travel behavior
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101875
ER  - 

TY  - CONF
AN  - 01339636
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Romano, Eduardo
AU  - Kelley-Baker, Tara
AU  - Torres, Pedro
TI  - Female Involvement in U.S. Fatal Crashes Under a Three-Level Hierarchical Crash Model: Mediating and Moderating Factors
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 1-11
AB  - Men have long held the lead in motor-vehicle crashes; however, research indicates that women are closing the gap. The reasons for this relative increase are unclear. To further investigate this problem, the authors applied a simplified version of the hierarchical levels of driving behavior (HLDB) model to investigate female involvement in fatal crashes in the United States. The HLDB model recognizes that decisions at higher levels affect decisions at lower levels. At the top level, the model assumes that the driver’s condition (e.g., inattention, fatigue, impairment) has an effect on the next level (e.g., speeding or other failures to obey traffic laws), which subsequently affects the basic maneuvering skills (i.e., the lowest level). Data for this study were drawn from the Fatality Analysis Reporting System for the years 1982 to 2007. Single-vehicle crashes were used to indicate crash responsibility. Basic descriptive and multilevel analyses were applied to investigate female involvement at each level of the HLDB model. Compared with males, female drivers were less likely to be involved in crashes associated with the highest HLDB level, but more likely to be involved in the lowest level. The relative high prevalence of females in skill-related crashes, however, occurred only when associated with speeding. Variations in this finding due to age and gender were also found. Findings from this study should help to develop more efficient (better targeted) traffic safety prevention policies.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Crashes
KW  - Fatalities
KW  - Fatality Analysis Reporting System
KW  - Females
KW  - Hierarchical models
KW  - Single vehicle crashes
KW  - Speeding
KW  - United States
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101763
ER  - 

TY  - CONF
AN  - 01339635
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Gould, Jane
AU  - Zhou, Jiangping
TI  - A Commitment to Continue? Comparing Women and Men Commuters Who Choose Transit over Driving Alone
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 154-162
AB  - This study tracks results from an employer-sponsored travel reduction program to explore whether there are gender-related differences in how men and women select and use public transit. Although women ride public transit more than men, it is not clear that this effect would be found in a study of middle-income women with full-time jobs. Their responsibilities and roles might lead these women to favor the flexibility and convenience of an automobile. The study follows 381 commuters, 144 men and 237 women, who chose to give up their drive-alone commuting for a 3-month period in Southern California. More than two-thirds of both the men and the women remained as transit riders when the time came to make a commitment to continue with transit. The analysis found few differences between men and women. However, the women who chose to participate in the transit experiment in the first place had distinct characteristics: they had fewer children at home, were from select age groups, and had smaller households. The study provides insight for future social marketing experiments in transportation and provides results for public transit providers who wish to attract busy commuters who have family and household responsibilities.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Age groups
KW  - Automobile travel
KW  - Commuters
KW  - Employer sponsored transportation
KW  - Females
KW  - Gender
KW  - Household size
KW  - Middle income groups
KW  - Public transit
KW  - Single occupant vehicles
KW  - Southern California
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101876
ER  - 

TY  - CONF
AN  - 01339634
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Dupont, Ariane
AU  - Krakutovski, Zoran
TI  - Travel Time and Distance Regarding Gender Patterns in the Paris Region: Past Trends and Forecasts to 2030
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 191-202
AB  - This paper investigates the specificities and the evolution of mobility patterns of women and aging people in the most densely populated region including Paris and the departments, which has the highest gross domestic product per capita in France. Four household travel surveys available from 1976 to 2001 allow a comparison to be made of travel time during those years and also a forecast of mobility up to 2030. The chosen focus is on the distinction between constrained trips and nonconstrained trips, constrained trips being defined as trips whose destination is work, university, or school. It is observed that the constrained trips have not increased recently in regard to time and distance, after a surge in the 1980s, except for women, whose travel time and distance budgets strikingly increased. In the same period, overall mobility increased dramatically, especially as a result of nonconstrained trips for both men and women. It appears, however, that nonconstrained and constrained trips for women increased more significantly.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Aged
KW  - Females
KW  - Gender
KW  - Mobility
KW  - Nonwork trips
KW  - Paris Metropolitan Area
KW  - School trips
KW  - Traffic forecasting
KW  - Travel surveys
KW  - Travel time
KW  - Trip length
KW  - Work trips
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101879
ER  - 

TY  - CONF
AN  - 01339633
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Levine, Ned
TI  - Spatial Variation in Motor Vehicle Crashes by Gender in the Houston, Texas, Metropolitan Area
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 12-25
AB  - This study examines spatial variation in motor vehicle crashes by gender within the Houston, Texas, metropolitan area. Examination of data on 252,240 crashes that occurred in the Houston metropolitan area between 1999 and 2001 showed that substantial behavioral differences between male and female drivers contributed to the crashes. Males had more severe crashes than females and showed riskier driving behavior for every crash type. Crash risk varied throughout the metropolitan area, however, being much higher in the central city than in the suburbs. Because male drivers were more likely to be involved in crashes in the central city than female drivers, part of the gender differential in crashes appears to be the result of men driving in riskier locations. A negative binomial regression model, estimated with the Markov Chain Monte Carlo method, was tested on road segments and showed gender differentials controlling for the volume-to-capacity ratio, the distance from downtown, and functional road classification. The general pattern of women making more frequent but shorter trips was associated with driving to less risky destinations. It is argued that lack of information on driver residences prevents a more detailed analysis of crash risk and that exposure to crashes needs to be understood in terms of behavior and not just relative to travel distance.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Behavior
KW  - Crash exposure
KW  - Crashes
KW  - Drivers
KW  - Females
KW  - Gender
KW  - Houston Metropolitan Area
KW  - Males
KW  - Negative binomial regression
KW  - Spatial variation
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101764
ER  - 

TY  - CONF
AN  - 01339632
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Babinard, Julie
AU  - Scott, Kinnon
TI  - What Do Existing Household Surveys Tell Us About Gender and Transportation in Developing Countries?
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 213-224
AB  - Access to affordable, reliable, and safe transportation is critical in improving the welfare of individuals in developing countries. Yet, transport data are limited overall, and data that address the different patterns of use by women and men are even scarcer. A few studies have shown, however, that women and men have different transport needs and constraints. Typically, analysis of these topics has been hampered largely by the costs involved in carrying out the large-scale transportation surveys needed to provide such data. There are household surveys, however, that can provide further insights into how women and men use transportation in the developing world. Four common household surveys—income and expenditure surveys, living standards measurement study surveys, demographic and health surveys, and multiple indicator cluster surveys—are reviewed to identify the extent to which they can provide transportation planners and researchers with relevant data. The results are mixed. Substantial data on one or two aspects of transportation, such as cost and mode used to visit education and health facilities, are available across countries; however, the surveys contain little information on other important factors, such as mode choice, security, and travel patterns. A marginal influence on surveys to expand the data collected on gender and transportation may be possible. Stand-alone transport surveys, however, will continue to be needed to foster the production of gender statistics in transportation in developing countries and the incorporation of gender differences into transport decisions.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Constraints
KW  - Data needs
KW  - Developing countries
KW  - Females
KW  - Gender
KW  - Households
KW  - Males
KW  - Mode choice
KW  - Safety and security
KW  - Transportation access
KW  - Transportation planning
KW  - Travel needs
KW  - Travel patterns
KW  - Travel surveys
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101881
ER  - 

TY  - CONF
AN  - 01339631
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Mitra-Sarkar, Sheila
AU  - Partheeban, P
TI  - Abandon All Hope, Ye Who Enter Here: Understanding the Problem of “Eve Teasing” in Chennai, India
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 74-84
AB  - Fear of victimization and crime are important concerns for women in cities around the world, and this fear is provoked through encounters with men in public space because they are “unpredictable, potentially uncontrollable and hence threatening.” The South Asian literature has focused more on the subordinate role of women in Indian society and the workplace than on gender-based crime (referred to as “Eve teasing”) in the public spaces and transportation systems in South Asia. The objective of this paper is to elicit information on sexual harassment faced by women commuters in Chennai, India. The study found 66% of the surveyed respondents had been sexually harassed while commuting. Many of the respondents first encountered sexual harassment during their adolescent years. Very few (5% or less) found any of the modal choices to be best. The largest number of women (more than 40%) rated their worst harassment experiences to be in buses and trains with no separate sections for women. The paper offers other findings on the nature and frequency of sexual harassment and suggestions to address these incidents.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Bus transit
KW  - Chennai (India)
KW  - Commuting
KW  - Females
KW  - Public transit
KW  - Railroad commuter service
KW  - Sexual harassment
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101828
ER  - 

TY  - CONF
AN  - 01339630
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Porter, Gina
AU  - Hampshire, Kate
AU  - Abane, Albert
AU  - Munthali, Alister
AU  - Robson, Elsbeth
AU  - Mashiri, Mac
AU  - Tanle, Augustine
TI  - Youth Transport, Mobility, and Security in Sub-Saharan Africa: The Gendered Journey to School
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 105-116
AB  - This paper draws on empirical data from a three-country (Ghana, Malawi, and South Africa) study of young people’s mobility to explore the gendered nature of children’s journeys to school in sub-Saharan Africa. Gender differences in school enrollment and attendance in Africa are well established: education statistics in many countries indicate that girls’ participation in formal education is often substantially lower than boys’, especially at the secondary school level. Transport and mobility issues commonly form an important component of this story, though the precise patterning of the transportation and mobility constraints experienced by girls and the ways in which transport factors interact with other constraints vary from region to region. In some contexts, the journey to school represents a particularly hazardous enterprise for girls because they face a serious threat of rape. In other cases, girls’ journeys to school and school attendance are hampered by Africa’s transport gap and by cultural conventions that require females to be responsible for pedestrian head loading (transporting loads such as food crops or fuel on the head) and other work before leaving for, or instead of attending, school. Evidence comes from a diverse range of sources, but the data used here are principally drawn from a survey questionnaire conducted with approximately 1,000 children ages 7 to 18 years across eight sites in each country. The aim of this study is to draw attention to the diversity of gendered travel experiences across geographical locations (paying attention to associated patterns of transport provision); to explore the implications of these findings for access to education; and to suggest areas in which policy intervention could be beneficial.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Children
KW  - Cultural influences
KW  - Females
KW  - Ghana
KW  - High school students
KW  - Malawi
KW  - Mobility
KW  - Safety and security
KW  - School trips
KW  - South Africa
KW  - Surveys
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101842
ER  - 

TY  - CONF
AN  - 01339629
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - McGuckin, Nancy
AU  - Contrino, Heather
AU  - Nakamoto, Hikari (Yuki)
AU  - Santos, Adella
TI  - Driving Miss Daisy: Older Women as Passengers
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - pp 134-142
AB  - Nondrivers are a growing segment of the older population, creating a fundamental mobility challenge for larger and larger numbers of older Americans in the United States and a looming policy and planning challenge. Women are twice as likely to be nondrivers as are men of the same age. Although women are 60% of the population 65 years of age and older, they are 75% of the nondrivers. This study focuses on older nondriving women and examines their living arrangements and their travel as passengers in vehicles. The study found that although older women drive about 60% of men’s miles, they travel 85% as many miles in vehicles as do men—more often as passengers. Because of longevity, driving confidence, and medical problems, the number of women who cease driving is far larger than the number of men. Many households with nondriving women are located in suburban and rural areas, far from transit and other options. Finally, the study found that nondriving women are heavily dependent on family and friends for rides, especially women who live alone or with another nondriver. This research shows that when an older woman nondriver is a passenger on a vehicle trip, three out of 10 times she is traveling with nonhousehold members. A combination of factors, including suburbanization, extended longevity, and the increase in older women who live alone, will challenge communities to provide safe mobility for people who can no longer drive. Policy and planning suggestions are discussed.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Aged
KW  - Automobile travel
KW  - Females
KW  - Mobility
KW  - Passenger transportation
KW  - Passengers
KW  - Public transit
KW  - Transportation planning
KW  - Transportation policy
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101852
ER  - 

TY  - CONF
AN  - 01339628
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
TI  - Women's Issues in Transportation: Summary of the 4th International Conference. Volume 2: Technical Papers
SN  - 9780309160834
PY  - 2011
VL  - 2
IS  - 46
SP  - 298p
AB  - This volume includes 27 full peer-reviewed papers that were presented at the October 2009 conference. The conference highlighted the latest research on changing demographics that affect transportation planning, programming, and policy making as well as the latest research on crash and injury prevention for different segments of the female population. Special attention was given to pregnant and elderly transportation users, efforts to better address and increase women’s personal security when using various modes of transportation, and the impacts of extreme events such as hurricanes and earthquakes on women’s mobility and that of those for whom they are responsible.
U1  - 4th International Conference on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandUniversity of California, BerkeleySwedish Government Agency for Innovation SystemsMETRANS Transportation CenterNew Mexico Department of TransportationUniversity of California, DavisFederal Transit AdministrationIrvine,California,United States StartDate:20091027 EndDate:20091030 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, University of California, Berkeley, Swedish Government Agency for Innovation Systems, METRANS Transportation Center, New Mexico Department of Transportation, University of California, Davis, Federal Transit Administration
KW  - Aged
KW  - Crash injury research
KW  - Demographics
KW  - Disasters and emergency operations
KW  - Females
KW  - Gender inequality
KW  - Mobility
KW  - Policy making
KW  - Pregnant women
KW  - Programming (Planning)
KW  - Safety and security
KW  - Transportation planning
UR  - http://www.trb.org/Publications/Blurbs/165294.aspx
UR  - https://trid.trb.org/view/1101762
ER  - 

TY  - SER
AN  - 01334689
JO  - HSIS Summary Report
PB  - Federal Highway Administration
TI  - Safety Evaluation of the Safety Edge Treatment
PY  - 2011
SP  - 8p
AB  - The safety edge is an innovative treatment intended to minimize pavement-shoulder drop-off related crashes.  With this treatment, the pavement edge is sloped at a 30-degree angle.  This angle makes it easier for a driver to safely reenter the roadway after inadvertently driving onto the shoulder.  This summary report summarizes the research findings, which are presented in a final report with the same title.  It includes information on the following:  evaluation sites, safety effectiveness analysis and results, safety edge treatment costs, benefit-cost analysis and results, conclusions, and recommendations.
KW  - Before and after studies
KW  - Benefit cost analysis
KW  - Costs
KW  - Dropoffs (Pavements)
KW  - Field studies
KW  - Highway safety
KW  - Innovation
KW  - Pavement design
KW  - Recommendations
KW  - Safety edge (Pavement safety feature)
UR  - http://www.fhwa.dot.gov/publications/research/safety/hsis/11025/11025.pdf
UR  - https://trid.trb.org/view/1097925
ER  - 

TY  - RPRT
AN  - 01333746
AU  - Federal Highway Administration
TI  - In Their Own Light: A Case Study in Effective Tribal Consultation
PY  - 2011
SP  - 20p
AB  - This study examines the efforts of the NDDOT, and the FHWA North Dakota Division, in consultation with the Mandan, Hidatsa, Arikara Nation (Three Affiliated Tribes); the Turtle Mountain Band of Chippewa Indians; the Spirit Lake Dakotah Nation; the Standing Rock Sioux Tribe, the Sisseton/ Wahpeton Oyate; the Fort Peck Assiniboine and Sioux Tribes; the Northern Cheyenne Tribe; the Crow Tribe (Apsáalooke Nation); and, the Lower Sioux Indian Community to develop and implement a collaborative programmatic approach to Tribal consultation that fully addresses Tribal concerns about cultural resources that could be affected by NDDOT projects, while considering NDDOT transportation project delivery needs. Using a proactive approach to developing, executing, and implementing an agreement document with multiple Tribes, the North Dakota Department of Transportation (NDDOT) and the Federal Highway Administration’s (FHWA) North Dakota Division, in active collaboration with Tribes in North Dakota, South Dakota, Montana, and Minnesota, tailored the consultation process to meet the needs of all the consulting parties. The resulting Section 106 Programmatic Agreement for Tribal Consultation in North Dakota (PA) takes the intent of the law to heart and gives Tribal people a seat at the table in consideration of cultural resources that may be affected by transportation projects.
KW  - Consultants
KW  - Cooperation
KW  - Cultural resources
KW  - Native Americans
KW  - Transportation projects
KW  - Tribal government
UR  - http://www.fhwa.dot.gov/resourcecenter/teams/environment/tribal_consult.pdf
UR  - https://trid.trb.org/view/1094326
ER  - 

TY  - RPRT
AN  - 01554382
AU  - Papayannoulis, Vassilis
AU  - Kary, Brian
AU  - Deeter, Dean
AU  - Chiu, Yi-Chang
AU  - Sallman, Douglas
AU  - Wunderlich, Karl
AU  - Alexiadis, Vassili
AU  - Cambridge Systematics, Incorporated
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
TI  - Integrated Corridor Management I-394 Minneapolis, Minnesota – Analysis Plan
PY  - 2010/20//Final Report
SP  - 71p
AB  - This analysis modeling simulation (AMS) Analysis Plan for the Interstate 394 (I-394) Pioneer Corridor outlines the various tasks associated with the application of the Integrated Corridor Management (ICM) AMS tools to the corridor in support of a benefit/cost assessment of the proposed strategies. The report provides a brief description of the Pioneer Corridor in Minneapolis, Minnesota, and the methodology used for the AMS. It lays out ICM strategies that will be tested, and provides a list of the AMS scenarios. This report then defines performance measures that will be utilized in the analysis of the ICM strategies on the Pioneer Corridor and sets out the simulation model validation requirements and the data needs for this calibration. Finally, the last two sections of this report present an overview of the Pioneer Corridor AMS document that will be developed to summarize the results of the AMS effort and provides a schedule and a resource guide for the AMS tasks.
KW  - Analysis
KW  - Calibration
KW  - Integrated corridor management
KW  - Methodology
KW  - Minneapolis (Minnesota)
KW  - Performance measurement
KW  - Simulation
KW  - Transportation corridors
KW  - Validation
UR  - http://ntl.bts.gov/lib/54000/54300/54344/I-394_Minneapolis_ICMS_Analysis_Plan__FHWA-JPO-10-037_.pdf
UR  - https://trid.trb.org/view/1342207
ER  - 

TY  - RPRT
AN  - 01472482
AU  - Friesz, Terry L
AU  - Yao, Tao
AU  - Mid-Atlantic Universities Transportation Center
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Dynamic, Stochastic Models for Congestion Pricing and Congestion Securities
PY  - 2010/12/31/Final Report
SP  - 13p
AB  - This research considers congestion pricing under demand uncertainty. In particular, a robust optimization (RO) approach is applied to optimal congestion pricing problems under user equilibrium. A mathematical model is developed and an analysis performed to consider robust, dynamic user equilibrium, optimal tolls based on the second-best problem known as the dynamic optimal toll problem with equilibrium constraints, or DOTPEC. Finally, numerical experiments and qualitative analyses are conducted to investigate the performance and robustness of the solutions obtained.
KW  - Congestion pricing
KW  - Mathematical models
KW  - Optimization
KW  - Stochastic processes
KW  - Tolls
KW  - Travel demand
UR  - http://www.mautc.psu.edu/docs/PSU-2009-01.pdf
UR  - https://trid.trb.org/view/1243635
ER  - 

TY  - RPRT
AN  - 01340434
AU  - Doyle, Jesse D
AU  - Howard, Isaac L
AU  - Mississippi State University, Mississippi State
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Laboratory Investigation of High RAP Content Pavement Surface Layers
PY  - 2010/12/31/Final Report
SP  - 326p
AB  - A laboratory study was undertaken to investigate the feasibility of using high (25% or more) reclaimed asphalt pavement (RAP) content warm mix asphalt (WMA) mixtures to construct the surface of highways managed by the Mississippi Department of Transportation (MDOT). The focus of the research was high RAP, with secondary emphasis on warm mix technologies used in conjunction with RAP. Three RAP sources and two warm mix technologies (Sasobit® and Evotherm 3G™) were tested. The study used all asphalt mix designs performed in the past several years by MDOT alongside field produced surface mixes as the reference for comparison/investigation of high RAP-WMA properties. The investigation included durability, cracking, rutting, and moisture damage testing as its primary components. The study developed regression equations to estimate the amount of absorbed asphalt present in a given RAP source using the MDOT mix design database. It was shown that traditional methods of determining asphalt absorption of RAP are questionable in many situations. Durability was measured on the dense graded mixtures by the Cantabaro test, which is not a typical use of the test. Results did not indicate significant durability problems of the high RAP-WMA mixes, though they were shown to be less durable in some conditions. Mixture stiffness measured by the Bending Beam Rheometer (BBR) was used as a comparer to control mixes to evaluate crack resistance and produced varying results with test temperature, though no major problems were identified with the high RAP-WMA. Rutting was shown to be on par with PG 76-22 control mixes in some instances. Moisture damage was found to be a potential problem using loaded wheel testing under water. Overall, the study concluded that 25% RAP WMA was feasible and that 50% RAP WMA may be feasible for use in surface layers.
KW  - Asphalt mixtures
KW  - Laboratory studies
KW  - Mix design
KW  - Paving
KW  - Reclaimed asphalt pavements
KW  - Surface course (Pavements)
KW  - Warm mix paving mixtures
UR  - http://ntl.bts.gov/lib/37000/37900/37902/SS_212_Final_Report.pdf
UR  - https://trid.trb.org/view/1101718
ER  - 

TY  - RPRT
AN  - 01332478
AU  - Palomino, Angelica M
AU  - Tang, Xiaochao
AU  - Stoffels, Shelley M
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  - Determination of Structural Benefits of PennDOT Approved Geogrids in Pavement Design
PY  - 2010/12/31/Final Report
SP  - 171p
AB  - This research was undertaken to evaluate and determine structural benefits of three Pennsylvania Department of Transportation approved geogrids for reinforcing weak pavement subgrade.  A mechanistic-empirical approach was adopted to develop subgrade permanent deformation models for geogrid-reinforced flexible pavements.  Multi-scale tests were conducted for the three geogrids.  Mechanical and index properties of the geogrids were tested before the geogrids were subjected to bench-scale testing, namely pullout and direct shear tests.  Two sets of accelerated pavement tests (APTs) were carried out to investigate the effectiveness of geogrids in improving pavement performance.  For each APT, four pavement sections were constructed in a pit with concrete walls, among which one was control and the others were reinforced with different geogrids.  Two different types of soil were involved for the subgrade construction through the two sets of accelerated testing.  Various instruments were installed in the pavement system to measure both static and dynamic response of the pavements.  Finite element models were created to simulate the pavement sections in the pit.  Subgrade permanent deformation models were developed for pavement sections on the basis of the model adopted by the "Mechanistic-Empirical Pavement Design Guide" (MEPDG).  The MEPDG model was modified to accommodate the test conditions in this study.  Calibration of the model was conducted using the measurements from the instrumented APT I while the measurements from the instrumented APT II were used to verify the model.
KW  - Accelerated tests
KW  - Finite element method
KW  - Flexible pavements
KW  - Geogrids
KW  - Mathematical models
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement design
KW  - Pennsylvania
KW  - Rutting
KW  - Subgrade (Pavements)
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/Determination%20of%20Structural%20Benefits%20of%20Geogrids%20in%20Pavement%20Design.pdf
UR  - https://trid.trb.org/view/1096613
ER  - 

TY  - RPRT
AN  - 01332485
AU  - Deitrick, Sabina
AU  - Briem, Christopher
AU  - Beach, Scott
AU  - University of Pittsburgh
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Impacts of Vanpooling in Pennsylvania and Future Opportunities
PY  - 2010/12/30/Final Report
SP  - 154p
AB  - This study conducted a state survey to assess the feasibility of expanded vanpool operations in Pennsylvania and financing models available. An overview of current commuting patterns and vanpool operations in Pennsylvania is presented and an employer-based survey of attitudes toward vanpool programs was conducted among five firm-based organizations in South Central Pennsylvania in 2010. In addition, a cost-benefit analysis of vanpool programs and options for financing increased statewide vanpool programs was studied.
KW  - Attitudes
KW  - Benefit cost analysis
KW  - Commuting
KW  - Employers
KW  - Financing
KW  - Pennsylvania
KW  - Surveys
KW  - Vanpools
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Smart%20Transportation%20Solutions/Impacts%20of%20Vanpooling.pdf
UR  - https://trid.trb.org/view/1096616
ER  - 

TY  - ABST
AN  - 01548318
TI  - Accelerating the Rate of Innovation Among State DOTs. Research on Innovation Networks--Domestic Scans
AB  - National Cooperative Highway Research Program (NCHRP) Project 20-68A U. S. Domestic Scan Program is intended to facilitate technology transfer and innovation among state departments of transportation (DOTs) and others through personal contact.  A "scan" approach typically entails field visits to observe promising new practices, identify pertinent development and application issues, and assess appropriate technology transfer opportunities and methods. The scan visit focuses on face-to-face discussion of current experience, providing opportunities for a uniquely rich exchange of information that is difficult or impossible to replicate through written materials, telephone conversations, and e-mail correspondence.  The scan visits themselves are a productive means for spreading information and innovation, but scan projects typically include efforts to encourage scan-team members to expand the circle of information exchange through preparation and dissemination of a report of each scan, publications in trade and professional journals, and participation in conferences and other peer-to-peer forums.  Efforts must be made to assess the effectiveness of scans and post-scan dissemination activities as means for disseminating new concepts and practices and encouraging innovation. Research has shown that assessing the effectiveness of information flows within interpersonal and inter-organizational networks can yield valuable insights for understanding and accelerating technological innovation.  This research has been conducted predominantly in the private sector.  The objectives of the current project are to explore applications of the tools of social network analysis to the NCHRP's Domestic Scan Program and to DOTs more generally, to demonstrate measures of scan effectiveness, and to investigate the factors that contribute to the effectiveness of individuals acting as agents of technology transfer and innovation. This initial exploratory work entailed tracing the transmission of ideas from early-adopter scan-tem host agencies through scan-team members to recipient agencies and then onward through various channels to other users.  The underlying hypothesis tested was that the scan mechanism facilitates and accelerates the diffusion of innovation, producing substantial benefits for recipient agencies. A detailed survey of maintenance personnel was conducted to assess the ways information about new technologies were disseminated.
KW  - Evaluation and assessment
KW  - Information dissemination
KW  - Innovation
KW  - Social factors
KW  - Social networking
KW  - State departments of transportation
KW  - Technology transfer
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3068
UR  - https://trid.trb.org/view/1336180
ER  - 

TY  - ABST
AN  - 01485860
TI  - Improved Planning Process/ Process Management
AB  - Transportation planning recognizes critical links between transportation and other societal goals. This research will improve the transportation planning process by focusing on specific concepts that can affect change such as asset management performance measures certification review tools and data/modeling. This effort could support improved tools for required transportation management area Federal certification reviews.
KW  - Asset management
KW  - Certification
KW  - Management
KW  - Social factors
KW  - Transportation planning
UR  - https://trid.trb.org/view/1255085
ER  - 

TY  - RPRT
AN  - 01330472
AU  - Putjenter, Joseph G
AU  - Rosenbaugh, Scott K
AU  - Lechtenberg, Karla A
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  - Performance Evaluation of Brass Breakaway Couplings
PY  - 2010/12/22/Final Report
SP  - 259p
AB  - Existing breakaway couplings have several disadvantages, including proprietary in nature, prohibitively expensive, inconsistent energy absorption due to temperature effects, and variable fatigue strength due to corrosion. Thus, the Illinois Department of Transportation (ILDOT) developed a free-cutting, brass breakaway coupling for use on luminaire or support poles. The free-cutting, brass breakaway couplings in combination with luminaire poles were evaluated according to the Test Level-3 (TL-3) safety performance criteria found in NCHRP Report No. 350. A total of 7 tests were conducted at the Valmont/UNL-MwRSF pendulum testing facility in compliance with the impact criteria corresponding to test designation no. 3-60. The results of these tests were then used to predict the high-speed test results, test designation no. 3-61, using the FHWA-approved extrapolation equation. Luminaire poles used were selected to provide one of two worst-case impact scenarios: (1) a tall massive pole that requires the most energy to rotate the pole, or (2) the lightest and weakest pole that may bend, fracture, or crush before the couplings break away. Successful tests of these two scenarios then provided a range of pole sizes that could be used in combination with the brass couplings. Upon completion of the physical testing and extrapolation analysis, aluminum luminaire poles with nominal heights between 30 ft (9.1 m) and 55 ft (16.8 m) and weights less than 755 lb (343 kg) were found to satisfy the TL-3 safety performance criteria when evaluated with the brass couplings. However, the selected and tested heavy steel poles failed to satisfy the change in velocity limit for the high-speed test. Therefore, an analytical analysis was conducted to identify the largest steel poles that are compatible with the brass couplings.
KW  - Brass
KW  - Breakaway supports
KW  - Couplings
KW  - Highway safety
KW  - Luminaires
KW  - Pendulum tests
KW  - Performance
KW  - Poles (Supports)
UR  - http://books.google.com/books/about/Performance_Evaluation_of_Brass_Breakawa.html?id=K0SyZwEACAAJ
UR  - https://trid.trb.org/view/1091072
ER  - 

TY  - RPRT
AN  - 01329748
AU  - Rosenbaugh, Scott K
AU  - Lechtenberg, Karla A
AU  - Faller, Ronald K
AU  - Sicking, Dean L
AU  - Bielenberg, Robert W
AU  - Reid, John D
AU  - University of Nebraska, Lincoln
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - Development of the MGS Approach Guardrail Transition Using Standardized Steel Posts
PY  - 2010/12/21/Final Report
SP  - 291p
AB  - A W-beam to thrie beam stiffness transition was developed to connect the Midwest Guardrail System (MGS) to a previously-approved thrie beam approach guardrail transition to bridge rail. This new stiffness transition was configured with standard steel posts commonly used by State Departments of Transportation. The system was crash tested and evaluated according to the Test Level 3 (TL-3) safety performance criteria specified in the Manual for Assessing Safety Hardware (MASH). BARRIER VII computer simulation modeling, in combination with post-in-soil bogie tests, was used to evaluate multiple transition configurations. The optimal configuration was the shortest design to successfully eliminate excessive pocketing and wheel snag. The approach guardrail transition was attached to Missouri’s thrie beam and channel bridge railing system. Three full-scale crash tests were conducted. During the first test, the upstream terminal anchor post failed prematurely, thus causing a loss of rail tension which ultimately led to vehicle pocketing. After inspection, the upstream anchor post was found to have a large knot located on its tension face at groundline that led to the wood fracture and failure of the test. The test was rerun given careful attention to the quality of the BCT anchor posts to ensure that the system design strength could be met. Following the successful containment and redirection of both the ½-ton Quad Cab pickup truck (2270P) and the small car (1100C) test vehicles, the safety performance of the stiffness transition between the MGS and a thrie beam approach guardrail transition system, including an asymmetrical guardrail element, was determined to be acceptable according to the TL-3 evaluation criteria specified in MASH.
KW  - Bridge approaches
KW  - Guardrail transition sections
KW  - Highway safety
KW  - Impact tests
KW  - Midwest Guardrail System
KW  - Posts
KW  - Steel
KW  - Thrie beams
KW  - W beams
UR  - http://ne-ltap.unl.edu/Documents/NDOR/dev_of_MGS_approach.pdf
UR  - https://trid.trb.org/view/1090859
ER  - 

TY  - RPRT
AN  - 01343218
AU  - Ooi, Phillip S K
AU  - Archilla, A R
AU  - Song, Y
AU  - Sagario, M L Q
AU  - University of Hawaii, Manoa
AU  - Hawaii Department of Transportation
AU  - Federal Highway Administration
TI  - Application of Recycled Materials in Highway Projects
PY  - 2010/12/17/Final Report
SP  - 390p
AB  - The impetus and pressure for pavement and geotechnical engineers to incorporate sustainability in engineering projects has led to a rise in the reuse of materials such as recycled concrete aggregate (RCA), reclaimed asphalt pavement (RAP) and recycled glass (RG) as fill and in pavement sub-layers.  Consequently, an understanding of their behavior and characteristics are necessary prior to use in practice.  Tests to characterize the materials, to assess their compactability and to address the vulnerability of RCA to tufa formation and aluminum corrosion were performed.  It was found that RCA from a mechanical viewpoint has superior strength and stiffness.  However, when exposed to water, it has a tendency to hydrate.  Initially, the hydration leads to a gain in strength and stiffness.  Subsequently, the material is prone to shrinkage cracking.  Nevertheless, the RCA stiffness and strength are still quite appreciable compared to the pre-cracked value.  RCA made with Hawaiian basaltic aggregate was found to not produce tufa in significant quantities as compared to dolomitic-based RCA when subjected to an accelerated leaching experiment.  However, corrosion of aluminum in the presence of RCA was found to cause significant swell pressures and as such, RCA should not be used in close proximity with any aluminum infrastructure or should not be contaminated with aluminum.  RAP on the other hand is more inert.  However, the mechanical properties are less desirable than those of virgin aggregate and RCA.  While the resilient modulus of RAP is quite appreciable, it suffered significant permanent deformation or rutting and its use should be contained by limiting its percent content.  The RG obtained in this study was crushed to a very fine gradation.  The large quantities of fines make working with RG hazardous as it can cause skin irritation.  Finally, changes to the State of Hawaii Standard Specifications are proposed to incorporate the use of these three recycled materials as a fill or as an unbound layer in pavements.  Two new sections (for RAP and RCA) are also proposed as additions to the current standard specifications.
KW  - Aluminum
KW  - Concrete aggregates
KW  - Corrosion
KW  - Deformation
KW  - Glass
KW  - Modulus of resilience
KW  - Pavements
KW  - Reclaimed asphalt pavements
KW  - Recycled materials
KW  - Tufa
UR  - https://trid.trb.org/view/1104513
ER  - 

TY  - RPRT
AN  - 01330463
AU  - McGhee, Mary D
AU  - Lechtenberg, Karla A
AU  - Bielenberg, Robert W
AU  - Faller, Ronald K
AU  - Sicking, Dean L
AU  - Reid, John D
AU  - University of Nebraska, Lincoln
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - Dynamic Impact Testing of Wood Posts for the Midwest Guardrail System (MGS) Placed Adjacent to a 2H:1V Fill Slope
PY  - 2010/12/16/Final Report
SP  - 82p
AB  - A stiffened version of the Midwest Guardrail System (MGS) with steel posts has been developed for use adjacent to 2H:1V roadside slopes. However, many members of the Midwest States Pooled Fund Program utilize wood posts. Therefore, it was requested to determine a wood post alternative to the steel posts utilized in the MGS adjacent to a 2H:1V slope. Dynamic impact testing was conducted on 6-in. x 8-in. (152-mm x 203-mm) wood posts and W6x9 (W152x13.4) steel posts with varying lengths and embedment depths when installed at the slope breakpoint of a 2H:1V slope. A total of seven bogie tests were performed - five tests on wood posts and two tests on steel posts. The posts were embedded in strong soil conforming to AASHTO Grade B for all tests. For each bogie test, acceleration data was used to determine the force vs. deflection and energy vs. deflection characteristics of the various post installations. Post-soil interaction forces and energy dissipation characteristics of the wood posts were compared to those for the steel posts used in the original design of the MGS adjacent to a 2H:1V slope. From these comparisons, a recommended post length was selected for the wood post alternative to the steel post in the MGS adjacent to a steep slope. A 7.5-ft (2.3- m) long, 6-in. x 8-in. (152-mm x 203-mm) wood post with a 58-in. (1,473-mm) embedment depth was found to provide the best possible performance and the closest correlation with the 9-ft (2.7-m) long, steel post. As such, this wood post was recommended as an alternative for the 9-ft (2.7-m) long, W6x9 (W152x13.4) steel post utilized in the MGS placed adjacent to a 2H:1V slope.
KW  - Guardrails
KW  - Highway safety
KW  - Impact tests
KW  - Midwest Guardrail System
KW  - Posts
KW  - Slopes
KW  - Wood
UR  - http://books.google.com/books/about/Dynamic_Impact_Testing_of_Wood_Posts_for.html?id=zMqTZwEACAAJ
UR  - https://trid.trb.org/view/1091071
ER  - 

TY  - RPRT
AN  - 01330446
AU  - Schmidt, Jennifer D
AU  - Sicking, Dean L
AU  - Faller, Ronald K
AU  - Reid, John D
AU  - Bielenberg, Robert W
AU  - Lechtenberg, Karla A
AU  - University of Nebraska, Lincoln
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - Investigating the Use of a New Universal Breakaway Steel Post – Phase 3
PY  - 2010/12/16/Final Report
SP  - 150p
AB  - A new fracturing-bolt, Universal Breakaway Steel Post (UBSP) was developed and evaluated for use as a replacement for the wood controlled release terminal (CRT) post currently used in the thrie beam bullnose system. The breakaway steel post was implemented into the thrie beam bullnose barrier system and subjected to two full-scale vehicle crash tests according to the Test Level 3(TL-3) guidelines provided in NCHRP Report No. 350. Test no. USPBN-3 (test designation no. 3-30) demonstrated that the breakaway steel post performed in a satisfactory manner in the bullnose system as the passenger car was captured and safely brought to a controlled stop. Test no. USPBN-4 (test designation no. 3-31) demonstrated that the breakaway steel post also performed in a satisfactory manner in the bullnose system as the pickup truck was captured and safely brought to a controlled stop. With the successful completion of these two full-scale crash tests along with other prior successful testing, it is recommended that the universal breakaway steel post be considered a safe alternative to the CRT posts in the original thrie beam bullnose median barrier system.
KW  - Breakaway supports
KW  - Guardrails
KW  - Highway safety
KW  - Impact tests
KW  - Median barriers
KW  - Posts
KW  - Steel
UR  - http://ne-ltap.unl.edu/ndor-research-reports
UR  - https://trid.trb.org/view/1091144
ER  - 

TY  - RPRT
AN  - 01343113
AU  - Hummer, Joseph E
AU  - Rasdorf, William J
AU  - Findley, Daniel J
AU  - Zegeer, Charles V
AU  - Sundstrom, Carl A
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Procedure for Curve Warning Signing, Delineation, and Advisory Speeds for Horizontal Curves
PY  - 2010/12/15/Final Report
SP  - 150p
AB  - Horizontal curves are relatively dangerous features, with collision rates at least 1.5 times that of comparable tangent sections on average. To help make these segments safer, this research developed consistent study methods with which field personnel could examine curves. This research included an examination of curve crash characteristics, the development of a manual field investigation procedure, the development of calibration factors for the relevant collision prediction equations in the Highway Safety Manual, and geographic information system (GIS) methods for finding key curve parameters. Based on this work, the research team recommends a systematic approach for identifying, investigating, analyzing, and evaluating horizontal curves. This systematic approach can lead to the selection and evaluation of promising curves, assessment of funding sources, and a recommendation of appropriate countermeasures. The approach should sometimes include a statistical analysis of horizontal curve collisions taking into account various road, crash, weather, and temporal attributes to help identify any unique circumstances that create an overrepresentation of certain types or characteristics of collisions. The research team found a calibration factor of 1.33 for the collision prediction equation for two-lane roads in the Highway Safety Manual. The research team also recommends several methodologies to identify and measure the key characteristics of horizontal curves using data already stored in GIS files.
KW  - Advisory speeds
KW  - Countermeasures
KW  - Crash characteristics
KW  - Crash rates
KW  - Geographic information systems
KW  - Highway curves
KW  - Highway Safety Manual
KW  - Road markings
KW  - Statistical analysis
KW  - Traffic control devices
KW  - Two lane highways
KW  - Warning signs
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2009-07finalreport.pdf
UR  - https://trid.trb.org/view/1104900
ER  - 

TY  - ABST
AN  - 01465787
TI  - PEER Exchanges Group Discussions & Informational Gathering
AB  - The objective of this project is to organize and facilitate up to six 1.5 day peer exchanges over the course of this period; three on the topic of climate change adaption and three on climate change mitigation. For each peer exchange, the Federal Highway Administration (FHWA) will invite representatives of 7-10 State Departments of Transportation (DOTs), Metropolitan Planning Organizations (MPOs), FHWA Division Offices and relevant stakeholder organizations to provide input in the major subject areas to be included in each peer exchange.
KW  - Climate change
KW  - Climate change mitigation
KW  - Information dissemination
KW  - Metropolitan planning organizations
KW  - Peer exchange
KW  - State departments of transportation
UR  - https://trid.trb.org/view/1234021
ER  - 

TY  - ABST
AN  - 01486026
TI  - Innovative Data Analysis and Visualization (SI-09-37)
AB  - This project will create a Federal Highway Administration (FHWA)-wide team with representative from all the appropriate offices to conduct: inventory on the use of innovative data analysis and visualization with FHWA determining the types of existing databases and future databases and research results that could utilize innovative data analysis and visualization (i.e. SHRP2 naturalistic driving or congestion mitigation data) in order to assess appropriate and innovative methods that decision-makers can use to better understand complex data to conduct a synthesis of currently available methods software tools that could meet FHWA needs and identify pilot applications for appropriate methods.
KW  - Analysis
KW  - Congestion management systems
KW  - Data collection
KW  - Databases
KW  - Decision making
KW  - Technological innovations
KW  - Traffic congestion
KW  - Visualization
UR  - https://trid.trb.org/view/1255647
ER  - 

TY  - ABST
AN  - 01463462
TI  - Relating Ride Quality and Structural Adequacy for Pavement Rehabilitation/Design Decisions
AB  - Ride quality and structural adequacy are key pavement performance indicators. The relationship between these two indicators has been a topic of frequent and continuing discussion in the pavement community, but to date an accepted and widely used relationship has not been identified. The objective of this project was to identify and verify the relationship between these two performance indicators, if any, using the Long-Term Pavement Performance (LTPP) and other pavement performance data sources. This was done in an effort to improve the evaluation and use of pavement condition data in pavement rehabilitation and design decisions. More specifically, the project was intended to develop and document a mechanism to include both ride and structural adequacy values within the context of current network-level pavement management system (PMS) practices for highway agency implementation to ensure smooth pavements that are also structurally adequate. Towards the accomplishment of the project objective, two major activities were carried out: (1) a literature search to gather, review and synthesize available information on relating ride quality and structural adequacy, and (2) a review and assessment of data from the LTPP program to determine if such relationship existed.
KW  - Condition surveys
KW  - Long-Term Pavement Performance Program
KW  - Pavement design
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Pavement performance
KW  - Ride quality
KW  - Smoothness
UR  - http://www.fhwa.dot.gov/research/tfhrc/programs/infrastructure/pavements/ltpp/prelim.cfm
UR  - https://trid.trb.org/view/1231688
ER  - 

TY  - RPRT
AN  - 01376065
AU  - Baxter, Christopher D P
AU  - University of Rhode Island, Narragansett
AU  - University of Rhode Island, Narragansett
AU  - Rhode Island Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of the Cyclic Resistance of Providence Silts Using
Mini-Cone Penetration and Standard Penetration Tests
PY  - 2010/12/01/Final Report
SP  - 31p
AB  - Most areas of coastal Rhode Island are underlain by thick layers of non-plastic silt and it is important to know if the existing standard-of-practice liquefaction potential evaluations (e.g. Robertson and Wride (1998) or Seed et al. (1985)) are accurate. The objective of this research was to critically evaluate the applicability of cone penetration test (CPT) and standard penetration test (SPT) based approaches to Providence silts. This was accomplished through a laboratory testing program involving the University of Rhode Island (URI) mini-cone calibration chamber and cyclic triaxial tests to develop a new relationship between cyclic resistance ratio and tip resistance for Providence silt. The new relationship was compared to the standard-of practice liquefaction potential evaluation methods from the literature. There was good agreement between the approaches which shows that the existing field-based CPT methods are applicable to Rhode Island silts. This is consistent with previous Rhode Island Department of Transportation (RIDOT) funded research on the liquefaction potential evaluation of silts in Rhode Island (Bradshaw et al. 2007; 2007a; Baxter et al. 2008). An attempt was also made to evaluate SPT-based approaches in silt using the mini-cone and laboratory cyclic data. A correlation between SPT blow counts and CPT tip resistance (qc/N60) was evaluated from two loose silt sites in Rhode Island where SPT and CPTs were performed adjacent to each other. The agreement between blow counts and tip resistance was very poor, most likely due to the small number of tests and small range of in situ densities. Because of the poor agreement, it was not possible to directly evaluate the SPT-based liquefaction evaluation approaches in the study.
KW  - Cone tip resistance
KW  - Cyclic resistance ratios
KW  - Laboratory tests
KW  - Liquefaction
KW  - Providence (Rhode Island)
KW  - Silts
KW  - Soil penetration test
UR  - http://www.dot.ri.gov/documents/about/research/Cyclic_Resistance_of_Providence%20Silts_(10-1)_2292.pdf
UR  - https://trid.trb.org/view/1142353
ER  - 

TY  - RPRT
AN  - 01551444
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Project Management Plan: Dallas Integrated Corridor Management (ICM) Demonstration Project
PY  - 2010/12//Final Report
SP  - 74p
AB  - The Dallas Integrated Corridor Management (ICM) System Demonstration Project is a multi-agency, de-centralized operation which will utilize a set of regional systems to integrate the operations of the corridor. The purpose of the Dallas ICM System is to implement a multi-modal operations decision support tool enabled by real-time data pertaining to the operation of freeways, arterials, and public transit. The system will be shared between information systems and people involved in transportation operations and emergency response in the US-75 Corridor. The Dallas ICM System is intended to provide improved integration of operation procedures, including procedures that take advantage of the data sharing capabilities of the Dallas ICM System and facilitate improved emergency response, and traveler information. The purpose of the Project Plan is to assist the Dallas ICM Team by defining a procedural framework for management and control of the US-75 Integrated Corridor Management Demonstration Project, and development and deployment of the ICM System. The Project Plan serves as a reference for information regarding project structure and procedures throughout the project life cycle. As such it is a living document and will be updated at least twice in each year of the project.
KW  - Arterial highways
KW  - Dallas (Texas)
KW  - Data sharing
KW  - Decision support systems
KW  - Disasters and emergency operations
KW  - Freeways
KW  - Integrated corridor management
KW  - Project management
KW  - Public transit
KW  - Real time information
KW  - Transportation corridors
KW  - Traveler information and communication systems
UR  - http://ntl.bts.gov/lib/54000/54100/54129/Project_Management_Plan_-_Dallas_ICM_FINAL_Formatted.pdf
UR  - https://trid.trb.org/view/1340038
ER  - 

TY  - RPRT
AN  - 01551439
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - US-75 ICM System Requirements – Dallas Integrated Corridor Management (ICM)
Demonstration Project
PY  - 2010/12//Final Report
SP  - 125p
AB  - This document is intended as a listing and discussion of the Requirements for the US-75 Integrated Corridor Management System (ICMS) Demonstration Project in Dallas. This document describes what the system is to do (the functional requirements), how well it is to perform (the performance requirements), and under what conditions (non-functional and performance requirements). This document does not define how the system is to be built; that is the providence of the design document. This document pulls together requirements from a number of sources including but not limited to the Concept of Operations, the initial Systems Requirements Document and constraints identified by the agencies. This document sets the technical scope of the system to be built for the Demonstration Project. It is the basis for verifying the system and sub-systems when delivered via the Verification Plan.
KW  - Dallas (Texas)
KW  - Demonstration projects
KW  - Integrated corridor management
KW  - Performance measurement
KW  - Transportation corridors
UR  - http://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf
UR  - https://trid.trb.org/view/1340049
ER  - 

TY  - RPRT
AN  - 01551337
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Systems Engineering Management Plan: Dallas Integrated Corridor Management (ICM) Demonstration Project
PY  - 2010/12//Final Report
SP  - 61p
AB  - The purpose of the Dallas Integrated Corridor Management (ICM) System is to implement a multi-modal operations decision support tool enabled by real-time data pertaining to the operation of freeways, arterials, and public transit. The system will be shared between information systems and people involved in transportation operations and emergency response in the US-75 Corridor. The Dallas ICM System is intended to provide improved integration of operation procedures, including procedures that take advantage of the data sharing capabilities of the Dallas ICM System and facilitate improved emergency response, and traveler information. This Systems Engineering Management Plan is designed to assist the Dallas ICM Team by defining a procedural framework for management and control of the systems engineering components provided in the US-75 Integrated Corridor Management Demonstration Project contract. The Project Management Plan serves as a reference for information regarding project structure and procedures throughout the project life cycle. As such both are living documents and will be reviewed at least twice in each year of the contract and updated as appropriate.
KW  - Arterial highways
KW  - Dallas (Texas)
KW  - Data sharing
KW  - Decision support systems
KW  - Disasters and emergency operations
KW  - Freeways
KW  - Integrated corridor management
KW  - Public transit
KW  - Real time information
KW  - Systems engineering
KW  - Transportation corridors
KW  - Traveler information and communication systems
UR  - http://ntl.bts.gov/lib/54000/54100/54135/Systems_Engineering_Management_Plan_-_Dallas_ICM_FINAL_Formatted.pdf
UR  - https://trid.trb.org/view/1340043
ER  - 

TY  - RPRT
AN  - 01502024
AU  - Hansen, Will
AU  - Kang, Youngjae
AU  - University of Michigan, Ann Arbor
AU  - Michigan Department of Transportation
AU  - Federal Highway Administration
TI  - Durability Study of the US-23 Aggregate Test Road and Recent JPCP Projects with Premature Joint Deterioration
PY  - 2010/12//Final Report
SP  - 48p
AB  - Materials related distress (MRD) characterized by “starburst” type corner spalling at the longitudinal centerline joint, and occasional transverse joint spalling have developed at a rapid rate in a number of jointed plain concrete pavement (JPCP) projects constructed since 1999. The main objective for this project was to isolate the major cause(s) for suspected freeze-thaw deterioration, and to provide recommendations for improved materials specifications in order to ensure long-term freeze-thaw resistance to severe surface exposure conditions (i.e. surface contact with either water or 3% sodium chloride (NaCl)) during repeated freezing and thawing. Four younger (<10 years) field projects with this type of MRD and four older field projects without MRD were selected for laboratory freeze-thaw testing for two different exposure conditions (water and 3% NaCl) during cyclic freeze-thaw. Rapid surface deterioration developed due to deicer salt exposure within a few freeze-thaw cycles for the concrete with MRD problems. The concrete without MRD had significantly improved deicer scaling resistance. Microscopic examination of the scaled surfaces demonstrated that excessive expansion and cracking had developed within the Portland cement paste consistent with inadequate air-void system. ASTM C457 test method was used to evaluate the air-void system in the hardened concrete. The four concrete projects which had not developed freeze-thaw problems at the joints also had higher air contents (>5.5%) while the concretes with low air had severe deterioration. A substantial improvement in deicer scaling resistance was obtained for Michigan Department of Transportation's (MDOT’s) low-cement concrete containing slag cement (328 lbs Type I, and 162 lbs slag cement). The improvement was attributed to a better quality paste-coarse aggregate interface (i.e. without air-void clustering) and air-void system (smaller sized bubbles), and lower paste permeability (i.e. lower water uptake rate).
KW  - Air content
KW  - Concrete pavements
KW  - Deicing chemicals
KW  - Deterioration
KW  - Freeze thaw durability
KW  - Freeze thaw tests
KW  - Michigan
KW  - Pavement distress
KW  - Pavement joints
KW  - Scaling (Concrete)
KW  - Spalling
KW  - Specifications
UR  - http://www.michigan.gov/documents/mdot/MDOT_Research_Report_RC1534_342655_7.pdf
UR  - https://trid.trb.org/view/1279657
ER  - 

TY  - RPRT
AN  - 01487009
AU  - Henrie, Morgan
AU  - Ronchetti, Mike
AU  - Alaska University Transportation Center
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Feasibility Study of RFID Technology For Construction Load Tracking
PY  - 2010/12//Final Report
SP  - 41p
AB  - Alaska Department of Transportation and Public Facilities (ADOT&PF) is seeking more efficient business practices and processes to increase its speed in delivering supplies to work sites, optimize the workforce, and minimize costs. The current tracking process uses a computer-generated ticket carried by the truck driver to the dump point. The truck driver initially receives a cargo ticket while  loading. The load weight is recorded on the ticket at a plant weigh scale. At the dump point, the ticket is handed to a ticket taker on the grade. The ticket taker records additional information on the ticket such as the time and the station of the dump point. At least four people handle this cargo tracking ticket: a truck driver, scale person, ticker taker, and an office person. A driver must maintain possession of the ticket at all times during cargo or load transportation, by state and federal regulations. A scale  person updates this ticket. A ticket taker at the end records the final data. An office person tallies the day’s tickets to create an account payable item (payment) to the carrier or driver. These tracking tickets must be physically stored for three years after project date of completion. Technologies such as radio frequency identification (RFID) and global positioning system (GPS) can be used to track or record the same data. This study is exploring using new technologies to improve this process. These changes could also improve new project planning, management, and tracking of transportation operational data. In the past year, the research team has completed a literature review, purchased the necessary test RFID equipment, installed the new system in the field, and begun data collection.
KW  - Alaska
KW  - Feasibility analysis
KW  - Literature reviews
KW  - Materials management
KW  - Radio frequency identification
KW  - Technological innovations
KW  - Tracking systems
UR  - http://ine.uaf.edu/autc/files/2013/04/RFID-Final-DW.pdf
UR  - https://trid.trb.org/view/1256388
ER  - 

TY  - RPRT
AN  - 01458086
AU  - Li, Shuo
AU  - Noureldin, Samy
AU  - Zhu, Karen
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Safety Enhancement of the INDOT Network Pavement Friction Testing Program: Macrotexture and Microtexture Testing Using Laser Sensors
PY  - 2010/12//Final Report
SP  - 49p
AB  - The Indiana Department of Transportation has conducted annual network inventory friction testing using the locked wheel trailer to reduce wet pavement crashes. However, issues have arisen concerning the data credibility and field operation safety on high-speed highway facilities. Some researchers have investigated the evaluation of pavement friction using macrotexture measurements and found the relationship between friction and macrotexture is extremely weak. Currently, macrotexture can be readily measured at highway speeds, but microtexture is evaluated using friction at low speeds from a surrogate device. Microtexture plays an important role in friction force. The evaluation of pavement friction from texture measurements will be undermined without considering microtexture. This pilot study was conducted by the authors to examine the use of laser-based sensors in measuring pavement texture, in particular microtexture. The requirement for laser sampling frequency was established for choosing lasers during testing at highway speeds. Microtexture testing was conducted on cores taken from pavements. It was found that the Microtexture MPD, RMS and SV increased as the baseline length increased, regardless of the type of pavement, but tended to remain constant after the baseline length exceeded 12.75 mm. It was recommended that the microtexture MPD, RMS and SV should be computed in terms of a baseline length used for computing macrotexture. When estimating friction from microtexture measurements, the use of SV was as effective as the use of RMS. It is not necessary to include both SV and RMS when estimating friction from microtexture. Correlation analysis indicated that wet pavement friction had a positive relationship with macrotexture MPD, microtexture MPD, and microtexture SV. The microtexture SV may play a more important role in wet pavement friction than the microtexture MPD. Dry pavement friction is not as sensitive to macrotexture as to microtexture. Regression analysis indicated that pavement friction is related to both macrotexture and microtexture, not to macrotexture only. In addition, when pavement is wet, its surface friction is more sensitive to the slope variance than to the mean profile depth of the microtexture profile. It was recommended that more research effort is needed to investigate the characterization of microtexture and examine the effect of macrotexture slope variance. Research work is also needed to examine the image processing technology for measuring microtexture, and to confirm the hypothesis that pavement friction is probably related to microtextures with wavelengths greater than a certain value.
KW  - Friction
KW  - Friction tests
KW  - Lasers
KW  - Macrotexture
KW  - Microtexture
KW  - Pavements
KW  - Sensors
KW  - Surface texture tests
UR  - http://dx.doi.org/10.5703/1288284314248
UR  - https://trid.trb.org/view/1218714
ER  - 

TY  - RPRT
AN  - 01458082
AU  - Li, Shuo
AU  - Du, Yingzi (Eliza)
AU  - Jiang, Yi
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Site Verification of Weigh-in-Motion Traffic and TIRTL Classification Data
PY  - 2010/12//Final Report
SP  - 72p
AB  - Quality weigh-in-motion (WIM) traffic data is essential not only in general transportation applications, but also in pavement design. The new AASHTO Mechanistic-Empirical Pavement Design Guide (MEPDG) for New and Rehabilitated Pavement Structures requires information on the detailed truck traffic, such as truck traffic volume, truck traffic monthly and hourly variations, vehicle class distribution, axle load, and axle load distributions, instead of the traditional ESALs. In addition, the Indiana Department of Transportation (INDOT) needs to collect traffic data frequently so as to timely provide accurate traffic information for planning, program development, operations, and pavement management. Currently, INDOT is using the pneumatic road traffic counters in traffic data collection, such as particular short-term or temporary traffic data collections. However, the pneumatic road traffic counter requires installation of rubber tubes on the pavement surface. As a result, the installation of rubber tubes usually creates safety issues to workers and is time consuming and labor intensive. Therefore, there is an urgent need for INDOT to utilize new devices to enhance the safety of field traffic data collection without compromising data quality. This study consists of two parts. The first part is to verify the accuracy of WIM vehicle classification and develop models for vehicle classification corrections using image processing technologies. The second part is to install and then evaluate a traffic surveillance system, i.e., the Transportable Infra-Red Traffic Logger (TIRTL). In the first part, the investigators collected video and WIM traffic data at WIM sites statewide. A digital image based vehicle monitoring and classification system was developed for verifying weigh-in-station data, in particular the vehicle classification counts. Based on the real world WIM and video traffic classification data, allocation factors were determined for correcting the unclassified vehicle counts associated with the WIM traffic data. In the second part of this study, a TIRTL system was installed to collect traffic data near a WIM site. Hourly traffic data was first gathered manually and by video cameras to verify the potential errors associated with the TIRTL vehicle counts. A large amount of daily WIM traffic data was also utilized as baseline data to evaluate the field performance of TIRTL and assess the impact of various weather conditions, such as fog, rain and snow, and thunderstorm on TIRTL’s performance. The evaluation was based on the FHWA Scheme F Vehicle Classification and solely a data-driven process.
KW  - Digital images
KW  - Traffic data
KW  - Traffic surveillance
KW  - Vehicle classification
KW  - Vehicle detectors
KW  - Weather conditions
KW  - Weigh in motion
UR  - http://dx.doi.org/10.5703/1288284314247
UR  - https://trid.trb.org/view/1218713
ER  - 

TY  - RPRT
AN  - 01458009
AU  - Bham, Ghulam H
AU  - Leu, Ming C
AU  - Mathur, Durga Raj
AU  - Vallati, Manoj
AU  - Missouri University of Science and Technology, Rolla
AU  - Mid-America Transportation Center
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Improving Work Zone Safety for Freight Vehicles: Effective Design Patterns for Vehicle Mounted Attenuators
PY  - 2010/12//Final Report
SP  - 56p
AB  - This report presents a study of driver perceptions using a driving simulator carried out on the effectiveness of four markings which vary in striping patterns and color combinations used at the rear of vehicle mounted attenuators (VMAs) in work zones during daytime, dusk and nighttime. One hundred and twenty participants from different age groups took part in the evaluation of VMA markings by driving through virtual highway work zones. During this experiment, driver reaction to VMA markings was determined based on their lane change distance (LCD). Additionally, the drivers were surveyed using a detailed subjective survey. Analysis of variance (ANOVA) was performed to determine the significant variables affecting the LCD. For each time of day, a pair wise least-square means test was conducted to calculate the difference in LCD between the markings. A Kolmogorov-Smirnov test was carried out to evaluate the significance of differences between the LCD frequency distributions of the markings. For the subjective evaluation, the markings were ranked by participants indicating their preferences using four different criteria for each time of day. The participants were also surveyed on the features of the individual markings and for the most preferred marking. The results of the objective and subjective evaluations indicated that, overall, the red and white checkerboard pattern was most effective.
KW  - Behavior
KW  - Design
KW  - Drivers
KW  - Driving simulators
KW  - Periods of the day
KW  - Road markings
KW  - Truck mounted attenuators
KW  - Trucking safety
KW  - Work zone safety
UR  - http://ntl.bts.gov/lib/46000/46600/46645/Bham_117_Improving_Work_Zone_Safety_Combined.pdf
UR  - https://trid.trb.org/view/1225556
ER  - 

TY  - RPRT
AN  - 01455843
AU  - Federal Highway Administration
AU  - Virginia Department of Transportation
AU  - Department of Agriculture
TI  - Virginia Forest Highway Long Range Transportation Plan: A Data-Driven Tool for Prioritizing Investments Based on Need
PY  - 2010/12
SP  - 48p
AB  - This 20-year transportation plan describes the Virginia Forest Highway (FH) Program and identifies the long-range goals for the program. This plan also describes the process for coordinated planning and decision-making among the partner agencies involved in the Virginia FH Program. This long-range plan is intended to help the Tri-Agency partners make better informed investment decisions for planning, safety management, preservation, and construction on FHs in Virginia. Because funds are limited, it is essential to assess needs, set priorities, and efficiently manage and leverage funds from a variety of sources to meet transportation needs. The other primary purpose of this document is to help transportation planners, transportation professionals, forest professionals, community representatives, and citizens who have an interest in improving FHs understand the FH Program, thereby helping them understand the types of projects eligible for program funding as well as how to participate in the planning and decision-making processes.
KW  - Decision making
KW  - Forest roads
KW  - Highway planning
KW  - Investments
KW  - Long range planning
KW  - National Forest System
KW  - Needs assessment
KW  - Partnerships
KW  - Strategic planning
KW  - Virginia
UR  - http://www.efl.fhwa.dot.gov/files/programs/lrtp/VA/VA-FH-LRTP-Final.pdf
UR  - https://trid.trb.org/view/1222886
ER  - 

TY  - RPRT
AN  - 01451105
AU  - United States Federal Highway Administration
TI  - Gaston East-West Connector, I-85 to I-485 and NC 160, Gaston and Mecklenburg counties : environmental impact statement
PY  - 2010/12//Volumes held: Draft, Final(2v)
KW  - Environmental impact statements
KW  - North Carolina
UR  - https://trid.trb.org/view/1219649
ER  - 

TY  - RPRT
AN  - 01451104
AU  - United States Federal Highway Administration
TI  - I-70 first tier : environmental impact statement
PY  - 2010/12//Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Missouri
UR  - https://trid.trb.org/view/1219648
ER  - 

TY  - RPRT
AN  - 01451103
AU  - United States Federal Highway Administration
TI  - SR 520 pontoon construction project : environmental impact statement
PY  - 2010/12//Volumes held: Draft, Draft Appendix,Dsum, Final,Fsum
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1219647
ER  - 

TY  - RPRT
AN  - 01451006
AU  - United States Federal Highway Administration
TI  - Rex Whitton Expressway, Jefferson City, Cole County : environmental impact statement
PY  - 2010/12//Volumes held: Draft, Draft Appendix, Draft AppendixB, Final, Final Appendix, Final AppendixB
KW  - Environmental impact statements
KW  - Missouri
UR  - https://trid.trb.org/view/1219550
ER  - 

TY  - RPRT
AN  - 01451003
AU  - United States Federal Highway Administration
TI  - Sunrise Corridor Highway 212/224 from I-205 to US 26, Clackamas County : environmental impact statement
PY  - 2010/12//Volumes held: Draft, Supplement to the draft, Final, Technical reports B1
KW  - Environmental impact statements
KW  - Oregon
UR  - https://trid.trb.org/view/1219547
ER  - 

TY  - RPRT
AN  - 01446055
AU  - Kay, Michael
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
TI  - Ridesharing Options Analysis and Practitioners’ Toolkit
PY  - 2010/12
SP  - 38p
AB  - This report serves as both an analysis of current trends in ridesharing and a toolkit for public agencies, large and small, to create ridesharing programs tailored to meet the needs of their respective constituencies. Best practices from around the United States are illustrated in a series of case studies, and the report also contains a step-by-step “how to” guide for implementation. The report concludes with a comprehensive database of both public and private sector entities already engaged in ridesharing around the world.
KW  - Best practices
KW  - Carpools
KW  - Implementation
KW  - Recommendations
KW  - Ridesharing
KW  - United States
KW  - Vanpools
UR  - http://www.planning.dot.gov/documents/RidesharingOptions_Toolkit.pdf
UR  - https://trid.trb.org/view/1212536
ER  - 

TY  - RPRT
AN  - 01379848
AU  - Federal Highway Administration
TI  - Bridge Management Questionnaire Report
PY  - 2010/12
SP  - 46p
AB  - On January 12, 2009, the Office of Inspector General (OIG) of the U. S. Department of Transportation (DOT) provided the results of its audit of the National Bridge Inspection Program (NBIP). The report evaluated the Federal Highway Administration’s (FHWA's) efforts to promote State use of bridge management systems (BMS). The OIG recommended that the FHWA: a) initiate a program to collect data regularly on the States’ use of BMS, b) evaluate the data to identify States needing help in implementing an effective BMS, and c) provide technical assistance and training resources to them. To fulfill recommendation (a) a questionnaire was developed to assist with responding and was completed by the FHWA Division Office Bridge Engineers in coordination with their State DOT counterparts. Using the BMS questionnaire responses this report has been compiled and comments summarized. This report fulfills recommendation (b), however, FHWA plans to repeat the questionnaire process biennially.
KW  - Bridge management systems
KW  - Implementation
KW  - Questionnaires
KW  - States
UR  - https://www.fhwa.dot.gov/bridge/management/bms.pdf
UR  - https://trid.trb.org/view/1147564
ER  - 

TY  - RPRT
AN  - 01359836
AU  - Meade, Bobby W
AU  - Palle, Sudhir
AU  - Hopwood, Theodore
AU  - Younce, Rick
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Effects of Chloride Contamination on Coatings Performance
PY  - 2010/12//Final Report
SP  - 38p
AB  - Research indicates that chloride concentration as determined by currently available field test methods does not reliably predict protective coating performance on KYTC bridges. Laboratory testing of chloride charged panels also failed to relate chloride concentration to coating performance. The coatings industry provides recommendations for acceptable chloride levels for various exposure conditions but bridges are different than other structural steel and the exposure conditions for bridges are not adequately addressed. Effective chloride remediation strategies and protective coatings that perform best in the presence of chlorides need to be identified.
KW  - Anticorrosion coatings
KW  - Bridges
KW  - Chlorides
KW  - Contaminants
KW  - Corrosion protection
KW  - Deicing chemicals
KW  - Kentucky
KW  - Painting
KW  - Protective coating
KW  - Winter maintenance
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_10_10_SPR_366_08_1F.pdf
UR  - https://trid.trb.org/view/1125642
ER  - 

TY  - RPRT
AN  - 01359683
AU  - Crossfield, John
AU  - O'Connell, Lenahan
AU  - Wallace, Candice
AU  - Walton, Jennifer R
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Local Evaluation for the Cumberland Gap Tunnel Regional ITS Deployment
PY  - 2010/12//Final Report
SP  - 51p
AB  - This report is the local evaluation of an Intelligent Transportation System deployment for the Cumberland Gap Tunnel and U.S. 25E corridor in Tennessee and Kentucky. This report examines the planning for the deployment and the systems and components used to achieve the goals of the deployment. The goals and expectations of the ITS deployment were to provide updated travel information to drivers in the vicinity of the Cumberland Gap Tunnel and along the U.S. 25E corridor; to improve the integration of the tunnel systems; to improve incident detection, verification, and response times along the U.S. 25E corridor; and to develop, use, and maintain a Regional ITS Architecture. A Regional ITS Architecture, a Strategic Plan, and an ITS Integration Plan were developed and used as the basis to upgrade and expand existing systems, to deploy regional signage, and to enhance communication. The report includes discussions of institutional involvement and the use of a project champion, along with lessons learned from the deployment.
KW  - Advanced traveler information systems
KW  - Cumberland Gap Tunnel (Kentucky)
KW  - Deployment
KW  - Evaluation
KW  - Incident detection
KW  - Institutional issues
KW  - Intelligent transportation systems
KW  - Lessons learned
KW  - Strategic planning
KW  - System architecture
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_10_21_RSF28_09_1F.pdf
UR  - https://trid.trb.org/view/1125596
ER  - 

TY  - RPRT
AN  - 01357899
AU  - Osborn, David A
AU  - Gulsby, William D
AU  - Stull, Daniel W
AU  - Cohen, Bradley S
AU  - Warren, Robert J
AU  - Miller, Karl V
AU  - Gallagher, George R
AU  - University of Georgia, Athens
AU  - Berry College
AU  - Georgia Department of Transportation
AU  - Federal Highway Administration
TI  - Development and Evaluation of Devices Designed to Minimize Deer-Vehicle Collisions (Phase II)
PY  - 2010/12//Final Report
SP  - 169p
AB  - The authors evaluated behavioral responses of captive white-tailed deer to visual and physical barriers designed to minimize deer-vehicle collisions, determined effects of exclusion fencing on movements of free-ranging deer, and further tested the visual capabilities of deer, as related to potential mitigation strategies. They tested the efficacy of several fencing designs and that of a layer of rip-rap rock for restricting movements of captive deer. Woven-wire fences <1.8 m tall, similar heights of opaque fencing, and rip-rap rock were ineffective. Both 1.8-m and 2.4-m woven-wire fences were relatively more effective. Woven-wire fences >2.1-m tall and 1.2-m woven-wire fences with a top-mounted outrigger were most effective. The authors studied movements of free-ranging deer before and after construction of 1.6-km of 2.4-m woven-wire and 1.6-km of 1.2-m woven-wire with a top-mounted outrigger. Fencing did not affect deer home range size, and deer often circumvented fence ends. Daily deer movements in response to fencing were reduced by 98% and 90% for the 2.4-m and outrigger designs, respectively. The outrigger design has potential for reducing collisions because of its relative affordability and ability to function as a 1-way barrier. To further test deer vision, as related to deterrents to roadway crossing, the authors developed an automated system for training deer to associate a white-light stimulus with a food reward. Each of six captive deer correctly identified the positive reward in >75% of trials by Day 19. This system will be used to further characterize the visual thresholds of deer, and to test innovative roadside mitigation strategies.
KW  - Animal vehicle collisions
KW  - Barriers (Roads)
KW  - Before and after studies
KW  - Countermeasures
KW  - Crashes
KW  - Deer
KW  - Deer-vehicle collisions
KW  - Fences
KW  - Height
KW  - Visual threshold
KW  - White light
KW  - Wildlife fencing
UR  - http://ntl.bts.gov/lib/42000/42900/42989/07-02_Phase_II.pdf
UR  - https://trid.trb.org/view/1123389
ER  - 

TY  - RPRT
AN  - 01345011
AU  - Holmes, Jonathan F
AU  - Holcombe, Wiley
AU  - Daley, Wayne
AU  - Usher, Colin
AU  - Robertson, Steven
AU  - Georgia Institute of Technology, Atlanta
AU  - Georgia Department of Transportation
AU  - Federal Highway Administration
TI  - Development of an Automated Pavement Crack Sealing System
PY  - 2010/12//Final Report
SP  - 125p
AB  - Pavement crack sealing operations remain predominantly manual due to the challenges associated with automation. The research performed by the Georgia Tech Research Institute in conjunction with the Georgia Department of Transportation has proved in many ways that a commercial-scale automated crack sealing system is viable. Solutions related to the high-speed firing of nozzles, automated crack detection, and navigation in a real-time system have been demonstrated on a limited-scale system. Additional work remains on the testing of longitudinal crack sealing solutions, and fine tuning of crack detection algorithms. Once these issues have been properly addressed, the remaining tasks will primarily be associated with scaling the system from 12" of width to a full-lane width. The future of automated crack sealing operations is promising as this research has demonstrated that the technical barriers to commercialization have been addressed, thus opening the door for increases in productivity and worker safety.
KW  - Automation
KW  - Crack sealing
KW  - Pavement cracking
KW  - Pavement maintenance
KW  - Sealing (Technology)
UR  - http://www.dot.ga.gov/BuildSmart/research/Documents/2047.pdf
UR  - https://trid.trb.org/view/1106013
ER  - 

TY  - SER
AN  - 01343613
JO  - NHTS Brief
PB  - Federal Highway Administration
TI  - National Household Travel Survey: Active Travel
PY  - 2010/12
SP  - 2p
AB  - Policies aimed at improving the health of Americans are focusing on the public infrastructure to ensure safe and convenient opportunities for physically active transport such as walking and biking.  The National Household Travel Survey (NHTS) conducted from April 2008 through April 2009 found that nearly 37% of Americans reported no walk trips at all in the previous week.  This concerns transportation planners and policy makers because walking contributes to health, reduces emissions, and adds to the quality of life in a community.  About 25% of children reported taking no walks or bike rides outside for any reason in the previous week.  Nearly one-third of younger people (16-65 years old) and almost half of older Americans (65 and older) reported taking no walks outside for any purpose in the previous week.  Additional statistics on this topic are reported in this NHTS Brief.
KW  - Adults
KW  - Aged
KW  - Bicycling
KW  - Children
KW  - Health
KW  - National Household Travel Survey
KW  - Physical activity
KW  - Policy making
KW  - Quality of life
KW  - Surveys
KW  - Transportation planning
KW  - United States
KW  - Walking
KW  - Young adults
UR  - http://nhts.ornl.gov/briefs/ActiveTravel.pdf
UR  - https://trid.trb.org/view/1105737
ER  - 

TY  - RPRT
AN  - 01343111
AU  - Park, Byungkyu (Brian)
AU  - Jones, Theresa K
AU  - Griffin, Stephen O
AU  - Science Applications International Corporation
AU  - University of Virginia, Charlottesville
AU  - Federal Highway Administration
TI  - Traffic Analysis Toolbox Volume XI: Weather and Traffic Analysis, Modeling and Simulation
PY  - 2010/12
SP  - 87p
AB  - This document presents a weather module for the traffic analysis tools program. It provides traffic engineers, transportation modelers and decision makers with a guide that can incorporate weather impacts into transportation system analysis and modeling. The module describes how users can implement weather analysis using mesoscopic or microscopic traffic simulation modeling tools. It also includes weather and traffic data sources and discusses various weather responsive traffic operations and management strategies.
KW  - Highway traffic control
KW  - Mesoscopic traffic flow
KW  - Microscopic traffic flow
KW  - Traffic analysis tools
KW  - Traffic models
KW  - Traffic simulation
KW  - Weather conditions
UR  - http://ntl.bts.gov/lib/37000/37800/37841/TAT%20Vol%20XI%20-%20508%20Files/tat_xi.pdf
UR  - https://trid.trb.org/view/1104942
ER  - 

TY  - RPRT
AN  - 01342263
AU  - Ley, Tyler
AU  - Rotithor, Hari
AU  - Oklahoma State University, Stillwater
AU  - Oklahoma Department of Transportation
AU  - Federal Highway Administration
TI  - Performance of Ultra-Thin Whitetopping (UTW) in Oklahoma
PY  - 2010/12//Final Report
SP  - 72p
AB  - With the current level of deterioration of pavements in Oklahoma and the United States, a satisfactory repair technique that is economical and can be applied rapidly while resisting a significant volume of traffic is becoming important.  Thin concrete overlays have been used in increasing numbers over hot-mix asphalt (HMA) pavements and at intersections as a rapid and economical method of repair.  These repairs have shown outstanding service in the state of Oklahoma with service lives over 10 years when used in areas with moderate truck traffic.  These overlays are commonly referred to as white toppings as the overlay material is much lighter than the asphalt it is overlaying.  This report is organized in three major sections.  In section 2 the current condition of whitetoping projects is reviewed in Oklahoma.  The inspection of these projects was primarily done with visual inspection, but some work was done with cores from the projects and also with Falling Weight Deflectometer measurements.  In section 3 a review of the different whitetopping design methodologies is presented.  In section 4 specific unanswered questions over whitetoppings are covered that the Oklahoma DOT felt were important to address from the existing literature.
KW  - Concrete overlays
KW  - Oklahoma
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Repairing
KW  - Ultra-thin whitetopping
KW  - Whitetopping
UR  - http://ntl.bts.gov/lib/42000/42400/42429/FY10_2222_Ley_FinalRpt.pdf
UR  - https://trid.trb.org/view/1104056
ER  - 

TY  - RPRT
AN  - 01342259
AU  - Jackson, Eric D
AU  - Mahoney, James M
AU  - Oliveira, Dionysia F
AU  - Sime, James M
AU  - University of Connecticut, Storrs
AU  - Connecticut Department of Transportation
AU  - Federal Highway Administration
TI  - Development of the Connecticut Product Evaluation Database Application - Phase 1B
PY  - 2010/12//Final Report
SP  - 45p
AB  - The Federal Highway Administration (FHWA), the American Association of State Highway  Transportation Officials (AASHTO) and the Transportation Research Board (TRB), a division of the National Research Council (NRC), maintain databases to store national transportation data that cover many aspects of the transportation system and its operation. Much of these data are collected by the state transportation agencies. In many instances, the state-level database management systems and/or information tracking systems do not automatically generate output appropriate for direct submission to FHWA, AASHTO or TRB. Therefore, there was a need to develop a digital protocol and database management system to streamline tracking and reporting of transportation proprietary product evaluation information for internal use and submittal to the national databases. Increasing the efficiency of this reporting process will allow ConnDOT, and potentially other DOTs, to more efficiently conduct this business function and with greater detail and accuracy. The first phase of this research developed the application. The second phase of this research developed the protocol and local-area-network connectivity necessary to provide wider access to the database.
KW  - Connecticut Department of Transportation
KW  - Connectivity
KW  - Database management systems
KW  - Databases
KW  - Local area networks
KW  - Product evaluation
UR  - http://ntl.bts.gov/lib/37000/37800/37842/CT-2239-F-09-7.pdf
UR  - https://trid.trb.org/view/1104422
ER  - 

TY  - RPRT
AN  - 01341164
AU  - Zimmerman, Kathryn A
AU  - Pierce, Linda M
AU  - Krstulovich, James
AU  - Applied Pavement Technology, Incorporated
AU  - Federal Highway Administration
TI  - Pavement Management Roadmap – Executive Summary
PY  - 2010/12//Final Report Executive Summary
SP  - 18p
AB  - The Federal Highway Administration (FHWA) sponsored the development of a Pavement Management Roadmap to help identify the steps needed to address current gaps in pavement management and to establish research and development initiatives and priorities. This is the executive summary of the final report entitled "Pavement Management Roadmap" (FHWA-HIF-11-011). This document presents an overview of the 10-year Pavement Management Roadmap, which can be used to guide new research, development, and technology transfer opportunities that will lead to improved approaches to pavement management. The roadmap was intended from the beginning to be a collaborative process that would involve representatives from each of the various stakeholder groups that either use pavement management data, support the use of pavement management concepts, or provide technical assistance or training to current or future pavement management practitioners. The contents of this roadmap were derived from a series of stakeholder workshops in which representatives from state and local agencies, academia, private industry (including data collection and software vendors), FHWA, and others met to discuss and prioritize the needs of pavement management professionals. The resulting needs were organized and grouped into one of the following four themes that emerged from the process: Theme 1: Use of Existing Tools and Technology; Theme 2: Institutional and Organizational Issues; Theme 3: The Broad Role of Pavement Management; and Theme 4: New Tools, Methodologies, and Technology.
KW  - Asset management
KW  - Institutional issues
KW  - Needs assessment
KW  - Pavement management systems
KW  - Research management
KW  - Stakeholders
KW  - Technology
KW  - Technology transfer
UR  - http://www.fhwa.dot.gov/asset/hif11014/hif11014.pdf
UR  - https://trid.trb.org/view/1103127
ER  - 

TY  - RPRT
AN  - 01341163
AU  - Zimmerman, Kathryn A
AU  - Pierce, Linda M
AU  - Krstulovich, James
AU  - Applied Pavement Technology, Incorporated
AU  - Federal Highway Administration
TI  - Pavement Management Roadmap
PY  - 2010/12//Final Report
SP  - 131p
AB  - The Federal Highway Administration (FHWA) sponsored the development of a Pavement Management Roadmap to help identify the steps needed to address current gaps in pavement management and to establish research and development initiatives and priorities. This document presents an overview of the 10-year Pavement Management Roadmap, which can be used to guide new research, development, and technology transfer opportunities that will lead to improved approaches to pavement management. The roadmap was intended from the beginning to be a collaborative process that would involve representatives from each of the various stakeholder groups that either use pavement management data, support the use of pavement management concepts, or provide technical assistance or training to current or future pavement management practitioners. The contents of this roadmap were derived from a series of stakeholder workshops in which representatives from state and local agencies, academia, private industry (including data collection and software vendors), FHWA, and others met to discuss and prioritize the needs of pavement management professionals. The resulting needs were organized and grouped into one of the following four themes that emerged from the process: Theme 1: Use of Existing Tools and Technology; Theme 2: Institutional and Organizational Issues; Theme 3: The Broad Role of Pavement Management; and Theme 4: New Tools, Methodologies, and Technology. The executive summary to this report is published as a stand alone document, entitled "Pavement Management Roadmap – Executive Summary" (FHWA-HIF-11-014).
KW  - Asset management
KW  - Institutional issues
KW  - Needs assessment
KW  - Pavement management systems
KW  - Research management
KW  - Stakeholders
KW  - Technology
KW  - Technology transfer
UR  - http://www.fhwa.dot.gov/asset/hif11011/hif11011.pdf
UR  - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif09015/hif09015.pdf
UR  - https://trid.trb.org/view/1103129
ER  - 

TY  - RPRT
AN  - 01340392
AU  - Varner, Robert L
AU  - Burns Cooley Dennis, Incorporated
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Shrinkage and Durability Study of Bridge Deck Concrete
PY  - 2010/12//Final Report
SP  - 181p
AB  - The Mississippi Department of Transportation is incorporating changes to material specifications and construction procedures for bridge decks in an effort to reduce shrinkage cracking. These changes are currently being implemented into a limited number of projects to evaluate MDOT’s new Class BD concrete. This class of concrete was modeled after Kansas Department of Transportation’s special provision for low cracking, high performance concrete which was based on studies conducted by the University of Kansas. While Class BD concrete is based on recommendations of the research performed at the University of Kansas, there was limited data available for MDOT engineers to evaluate shrinkage characteristics of concrete made with gravel and cementitious materials available in Mississippi. This research generates shrinkage and permeability data for thirty mixtures developed with readily available materials in Mississippi.
KW  - Admixtures
KW  - Bridge decks
KW  - Cementitious materials
KW  - Concrete
KW  - Durability
KW  - Gravel
KW  - Mississippi
KW  - Permeability
KW  - Shrinkage
UR  - http://www.gomdot.com/Divisions/Highways/Resources/Research/pdf/Reports/InterimFinal/SS216.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37831/State_Study_216_Final_Report.pdf
UR  - https://trid.trb.org/view/1101883
ER  - 

TY  - RPRT
AN  - 01339692
AU  - Hummer, Joseph E
AU  - Haley, Rebecca L
AU  - Ott, Sarah E
AU  - Foyle, Robert S
AU  - Cunningham, Christopher M
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Superstreet Benefits and Capacities
PY  - 2010/12//Final Report
SP  - 353p
AB  - This research evaluated operational, safety, and perceived effects of superstreets, called restricted crossing U-turn intersections by FHWA, and developed a useful level of service LOS) estimation program which could be used on North Carolina‘s urban and rural arterial roadway system. The operational analysis involved calibrating and validating VISSIM models of three existing signalized superstreets in North Carolina – two isolated intersections, and one five-intersection superstreet corridor. Results from the three models were compared to results from models of equivalent conventional intersections at various volume levels using travel time as the main measure of effectiveness. The superstreet outperformed the conventional intersection at each location studied, reducing the overall average travel time per vehicle traveling through the intersection. The safety analysis involved three separate methods – naïve, comparison-group, and Empirical Bayes. Only unsignalized superstreets were analyzed using the Empirical Bayes method. Three signalized superstreets were also evaluated using the Surrogate Safety Assessment Model (SSAM). The results from the analyses were inconclusive with signalized superstreets. Unsignalized superstreets, however, showed a significant reduction in total, angle and right turn, and left turn collisions in all analyses. Analyses also showed a significant reduction in fatal and injury collisions as well. Resident, commuter, and business perceptions of superstreets were evaluated using survey data. The perceptions were mixed within each of the three groups, with some positive and some negative feelings. A LOS program was developed to provide highway capacity and service volumes for superstreets for use in planning applications. The research outcomes will enable the North Carolina Department of Transportation to have a better understanding of superstreet performance, which can lead to cost saving by reductions in collisions and travel time.
KW  - Arterial highways
KW  - Crashes
KW  - Empirical Bayes method
KW  - Highway operations
KW  - Level of service
KW  - North Carolina
KW  - Public opinion
KW  - Signalized intersections
KW  - Superstreets
KW  - Surrogate Safety Assessment Model
KW  - Travel time
KW  - U turns
KW  - Unsignalized intersections
KW  - VISSIM (Computer model)
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2009-06finalreport.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37839/2009-06finalreport.pdf
UR  - https://trid.trb.org/view/1102462
ER  - 

TY  - RPRT
AN  - 01339673
AU  - Hudson, Joan G
AU  - Qu, Tongbin Teresa
AU  - Turner, Shawn
AU  - Texas Transportation Institute
AU  - Capital Area Metropolitan Planning Organization
AU  - Federal Highway Administration
TI  - Forecasting Bicycle and Pedestrian Usage and Research Data Collection Equipment
PY  - 2010/12//Technical Report
SP  - 81p
AB  - During recent years, community leaders and transportation professionals in the Austin area have increased their interest in pedestrian and bicycle travel. Advocacy groups, task forces, bicycling clubs, and volunteer organizations encourage governmental agencies to do more to improve safety and accommodations for these vulnerable users. The sentiments have been upheld by the Federal Highway Administration with policy statements supporting livability concepts which include bicycle and pedestrian transportation improvements. With all of the attention on these forms of non-motorized transportation in the region, there is a need to know whether the programs are actually increasing the number of people who bike and walk. The Capital Area Metropolitan Planning Organization (CAMPO) hired the Texas Transportation Institute (TTI) to help them find the answer to these and other questions. The project’s scope of work includes the following tasks: 1. Research bicycle and pedestrian monitoring programs in order to recommend an appropriate method to collect data, 2. Collect existing bicycle and pedestrian traffic counts in the five-county Austin-Round Rock Metropolitan Statistical Area while testing data collection equipment, 3. Forecast potential use from bicycle and pedestrian infrastructure, 4. Integrate the sketch planning tool into the CAMPO transportation planning process, and 5. Complete a final report, executive summary, and data collection training. This document comprises the final report for the project and includes the results of each of the above tasks. It is organized by task with additional details provided in the appendixes. Best practices and lessons learned from agencies that have pedestrian and bicycle monitoring programs are included. Based on these findings, researchers made recommendations for CAMPO. The tool developed by TTI identifies missing links in the pedestrian and bicycle network. Included in this report are pedestrian and bicycle volume data at 15 locations around the region.
KW  - Austin (Texas)
KW  - Best practices
KW  - Bicycle counts
KW  - Bicycle travel
KW  - Capital Area Metropolitan Planning Organization (Texas)
KW  - Data collection
KW  - Forecasting
KW  - Lessons learned
KW  - Pedestrian counts
KW  - Pedestrians
KW  - Sketch planning
KW  - Travel demand
UR  - http://ntl.bts.gov/lib/37000/37800/37837/TTI-Forecasting_bicycle_and_pedestrian_usage_and_research_data_collection_equipment.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37837/TTI-Forecasting_bicycle_and_pedestrian_usage_and_research_data_collection_equipment.pdf
UR  - https://trid.trb.org/view/1102398
ER  - 

TY  - RPRT
AN  - 01339089
AU  - Cunningham, Christopher M
AU  - Miller, Mike
AU  - Findley, Daniel J
AU  - Smith, Sarah
AU  - Carter, Daniel
AU  - Schroeder, Bastian
AU  - Katz, Donald
AU  - Foyle, Robert S
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Economic Effects of Access Management Techniques in North Carolina
PY  - 2010/12//Final Report
SP  - 45p
AB  - The North Carolina Department of Transportation has made significant strides to reduce collisions and increase capacity along strategic highway corridors across the state. Efforts have led to the implementation of many different access management techniques along corridors, such as installing medians versus two-way left turn lanes, using leftovers, closing median openings, and installing superstreets. The Department has continued to receive comments from businesses along these corridors indicating their concern that these new designs will have a negative economic impact because of the lack of direct access to their properties. This study employs a perception based survey technique with the use of comparison sites to create a pseudo before-after study. Owners of businesses along treatment corridors viewed access management techniques in a more positive light than the perceptions of those on comparison sites. Their similar performance in terms of business revenues indicates that there is no direct evidence of negative economic impacts due to access management installations.
KW  - Access control (Transportation)
KW  - Before and after studies
KW  - Businesses
KW  - Economic impacts
KW  - Highway corridors
KW  - Medians
KW  - North Carolina
KW  - Superstreets
KW  - Two way left turn lanes
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2009-12finalreport.pdf
UR  - https://trid.trb.org/view/1101701
ER  - 

TY  - RPRT
AN  - 01338174
AU  - Nasrazadani, Seifollah
AU  - Mielke, David
AU  - Springfield, Tyler
AU  - Ramasamy, Naresh
AU  - University of North Texas, Denton
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Practical Applications of FTIR to Characterize Paving Materials
PY  - 2010/12//Technical Report
SP  - 163p
AB  - Practical applications of Fourier Transform Infrared Spectroscopy (FTIR) in determination of quality and uniformity of antistripping additives, curing membrane compounds, concrete spall repair epoxy materials, evaporation retardants, and concrete cement were investigated. Polymer content in a number of polymer modified asphalt samples were measured based on calibration curves developed for two sets of samples (received from asphalt suppliers to Texas Department of Transportation) with known polymer contents. Quantification of polymer in asphalt was based on the relationship between the intensity ratio of 966 cm-1/1375 cm-1absorption bands to the polymer concentration (wt%). Correlation factor for this relationship for the two sets of data was above 0.96. FTIR technique appears to be capable of quantifying alkali content in concrete cement. A linear relationship was observed relating absorption bands ratio of 750 cm-1/923 cm-1 to Na2O equivalent (as measured with X-ray Fluorescence) with R² =0.97. FTIR fingerprints of spall repair patching epoxy, concrete curing membrane, and evaporation retardants were obtained. A separate practical protocol for each kind of analysis was developed for identification and quantification (where applicable) for paving materials constituents. Despite successful applications of FTIR in the analysis of polymer content in asphalt binders, alkali content assessment in concrete cement, and fingerprinting of spall repair epoxy, curing membranes, and evaporation retardants, FTIR was not found to be a suitable technique to detect and quantify antistripping agents in asphalt materials due to low concentration of the antistripping agents and possibly band overlap in the spectra of organic compounds.
KW  - Alkali content
KW  - Antistrip additives
KW  - Asphalt emulsions
KW  - Bituminous binders
KW  - Cement
KW  - Curing agents
KW  - Epoxides
KW  - Evaporation reducers
KW  - Fourier transforms
KW  - Infrared spectroscopy
KW  - Membrane curing
KW  - Polymer asphalt
KW  - Polymer content
KW  - Spall repair materials
UR  - http://library.ctr.utexas.edu/pdf03/Final_0-5608-1_UNT.pdf
UR  - https://trid.trb.org/view/1100705
ER  - 

TY  - SER
AN  - 01337309
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - Superpave Gyratory Compactors
PY  - 2010/12
SP  - 35p
AB  - The Superpave mix design procedure features the Superpave gyratory compactor (SGC) for compacting specimens of hot mix asphalt. The primary operating parameters for the SGC include the pressure applied to the specimen during compaction; the speed of gyration/rotation; the number of gyrations applied to the specimen; and the angle of gyration. Values for these parameters were established during the development of the Superpave system under the Strategic Highway Research Program. It is correctly and commonly assumed that gyratory compactors in which the gyration angle, speed of gyration, and applied pressure are properly calibrated will produce hot mix asphalt specimens having similar volumetric properties. In recent years, however, this basic assumption of the equivalency of properly calibrated compactors has been called into question. There are numerous potential sources of variability related to the production of a laboratory-compacted hot mix asphalt specimen. It is important that practitioners recognize and minimize all such sources of variability – in addition to the use of internal angle of gyration to calibrate the SGC. The FHWA Expert Task Group on Mixtures and Aggregates (ETG) developed this document with two primary goals: (1) to help practitioners address all potential sources of variability in producing compacted hot mix asphalt specimens; and (2) provide a brief history of the development of the concepts, practices, and equipment for measuring the internal angle of gyration and the development of specifications for implementing the use of the internal angle into routine practice.
KW  - Angle of gyration
KW  - Compaction
KW  - Gyratory compactors
KW  - Hot mix asphalt
KW  - Internal angle of gyration
KW  - Mix design
KW  - Superpave
KW  - Variability
UR  - http://www.fhwa.dot.gov/pavement/materials/pubs/hif11032/hif11032.pdf
UR  - http://ntl.bts.gov/lib/55000/55800/55891/HIF_11032.PDF
UR  - https://trid.trb.org/view/1097881
ER  - 

TY  - SER
AN  - 01337299
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - Superpave Mix Design and Gyratory Compaction Levels
PY  - 2010/12
SP  - 10p
AB  - This Technical Brief provides an overview of the intent of the Superpave volumetric mix design and a suggested process to evaluate effects of changes to the gyration levels. There has been some concern by various highway agencies that the Superpave mixture design system produces asphalt mixes that are too dry (too low asphalt binder content) and may have resulted in durability issues. A National Cooperative Highway Research Program (NCHRP) project 9‐9(1), Report 573 “Verification of Gyration Levels in the Ndesign Table,” recommended a reduction in gyratory compaction levels based on studies of densification in the field. To address the issue of gyratory compaction levels, the FHWA Mix ETG recommends agencies perform an independent evaluation prior to making any adjustments in compaction levels from the AASHTO R 35 standards. The evaluation would evaluate the effect of the proposed changes in gyration level to performance for typical aggregates, binder, and mix designs. This technical brief provides suggestions on conducting the evaluations.
KW  - Asphalt mixtures
KW  - Evaluation
KW  - Gyratory compaction
KW  - Mix design
KW  - Superpave
KW  - Volumetric properties
UR  - http://www.fhwa.dot.gov/pavement/materials/pubs/hif11031/hif11031.pdf
UR  - https://trid.trb.org/view/1097877
ER  - 

TY  - SER
AN  - 01337295
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - A Review of Aggregate and Asphalt Mixture Specific Gravity Measurements and Their Impacts on Asphalt Mix Design Properties and Mix Acceptance
PY  - 2010/12
SP  - 39p
AB  - Current practices for asphalt mix design and acceptance testing rely on volumetric properties. Vital to the calculation of mix volumetric properties are specific gravity measurements of the mixture and the aggregate in the mixture. In essence, the specific gravity measurements are conversion factors which allow conversion of mass percentages to volume proportions/percentages. The accuracy and reliability of the specific gravity measurements are therefore fundamental to the business of building quality hot-mix asphalt (HMA) pavements. This Technical Brief summarizes a critical review of specific gravity measurement methods. The objectives of this review are to summarize problems and issues with current methods, examine possible improvements and/or alternate methods, and identify areas that need further research and development.
KW  - Aggregates
KW  - Asphalt mixtures
KW  - Hot mix asphalt
KW  - Measurement
KW  - Mix design
KW  - Specific gravity
KW  - Volumetric properties
UR  - http://www.fhwa.dot.gov/pavement/materials/pubs/hif11033/hif11033.pdf
UR  - http://www.fhwa.dot.gov/pavement/materials/pubs/hif11033/tb00.cfm
UR  - http://ntl.bts.gov/lib/55000/55800/55892/HIF_11033.PDF
UR  - https://trid.trb.org/view/1097879
ER  - 

TY  - RPRT
AN  - 01335486
AU  - Craighead, Lance
AU  - Craighead, April
AU  - Oechsli, Lauren
AU  - Kociolek, Angela
AU  - Western Transportation Institute
AU  - Craighead Institute
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - Bozeman Pass Post-Fencing Wildlife Monitoring
PY  - 2010/12//Final Research Report
SP  - 42p
AB  - The Bozeman Pass transportation corridor between Bozeman and Livingston, Montana, includes Interstate 90 (I-90), frontage roads, and a railroad. The highway was a suspected barrier and hazard to animal movement in the Bozeman Pass area, which is considered a corridor for wildlife moving north and south between the Greater Yellowstone Ecosystem and other habitat. In 2007, wildlife connectivity measures were incorporated into the reconstruction of a Montana Rail Link (MRL) bridge. These measures included wildlife exclusion fencing along approximately one mile of I-90, four jump-outs, cattle guards, and landscape design modifications. Data on wildlife crossings and animal–vehicle collisions (AVCs) were collected before and after construction to evaluate the effectiveness of the mitigation measures in reducing AVCs and allowing for animal movements under the highway. Ungulate–vehicle collisions (UVCs) decreased significantly inside the fenced roadway post-installation. There has not been a significant increase in UVC rates at either the fence ends or in the study area as a whole. Track-bed and remote camera data indicate increased wildlife movement under the MRL bridge and through culverts. An analysis of road kill density before and after fencing suggests that one road kill hotspot was been mitigated but that others remain. Suggestions for further mitigation as well as modifications to the jumpouts and fence ends are presented. Because the mitigation measures were added to a structure replacement project and largely made use of existing landscape features, the cost of the project was lower than direct installation of new mitigation measures. In three years post-fencing, the reduction in UVCs has resulted in savings that are greater than the cost of installation. Incorporating wildlife connectivity measures into scheduled road projects early in the planning stages can be a cost-effective way to reduce AVCs and preserve healthy wildlife populations
KW  - Animal vehicle collisions
KW  - Before and after studies
KW  - Bozeman (Montana)
KW  - Cameras
KW  - Cost effectiveness
KW  - Culverts
KW  - Habitat (Ecology)
KW  - Habitat connectivity
KW  - High risk locations
KW  - Highway bridges
KW  - Interstate 90
KW  - Monitoring
KW  - Road kill
KW  - Ungulates
KW  - Wildlife crossings
KW  - Wildlife fencing
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/boz_wildlife/final_report_jan11.pdf
UR  - http://www.mdt.mt.gov/research/projects/env/boz_wildlife.shtml
UR  - https://trid.trb.org/view/1099045
ER  - 

TY  - RPRT
AN  - 01335485
AU  - Dougald, Lance E
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Best Practices in Traffic Operations and Safety: Phase II: Zig-zag Pavement Markings
PY  - 2010/12//Final Report
SP  - 94p
AB  - The Washington and Old Dominion (W&OD) Trail is a 45-mile multiuse trail that spans the Virginia counties of Fairfax and Loudoun. The more than 70 highway crossings of the trail create a significant potential for serious crashes between vehicles and bicyclists/pedestrians. In an attempt to increase safety at two of the crossings, the Virginia Department of Transportation (VDOT) installed zig-zag pavement markings in Loudoun County where the trail crosses Belmont Ridge Road and Sterling Boulevard. This study assessed the effectiveness of the zig-zag pavement markings. Effectiveness was defined as: (1) an increase in motorist awareness in advance of the crossing locations; (2) a positive change in motorist attitudes; and (3) motorist understanding of the markings. Motorist awareness was assessed by before and after speed studies. Motorist attitudinal changes were assessed through a survey targeting motorists, pedestrians, and bicyclists familiar with the markings. The survey was distributed via links posted on the Loudoun County government office website and electronic newsletters distributed by the Broad Run and Sterling District supervisors’ offices (respective districts for Belmont Ridge Road and Sterling Boulevard). Links were also distributed to bicycle clubs operating throughout the Northern Virginia area. Motorist understanding was assessed through a hand-out survey in a different region of the state that targeted motorists unfamiliar with the zig-zag marking installation in Loudoun County. The study found that the markings installed in advance of the two crossings heightened the awareness of approaching motorists. This was evidenced by reduced mean vehicle speeds within the marking zones. Further, the majority of survey respondents indicated an increase in awareness, a change in driving behavior, and a higher tendency to yield than before, and the markings had a sustained positive effect on speed reduction. The study also found that motorists have limited understanding regarding the purpose of the markings, and users of the W&OD Trail and motorists are confused regarding who has the right of way at the crossings. The study recommends that (1) VDOT’s Northern Region Traffic Engineering Division lead an effort to recommend to the Federal Highway Administration that zig-zag pavement markings be included in the Manual on Uniform Traffic Control Devices; (2) the National Committee on Uniform Traffic Control Devices adopt as guidance the zig-zag pavement marking design parameters presented in this study; (3) VDOT continue to re-mark and maintain the zig-zag pavement markings at both test locations; (4) VDOT monitor and collect data on crashes at both locations for a 3-year period; and (5) a review of the Code of Virginia be undertaken with respect to those sections of the Code having to do with trail users on multiuse pathways and their obligation to comply with non-signalized traffic control devices. When the costs of installing zig-zag pavement markings are compared to those of other safety countermeasures and the same effectiveness with respect to crash avoidance is assumed, the benefits of the zig-zag pavement markings far exceed those of a “do nothing” approach and those of the other countermeasures. For example, if two evident injury crashes were avoided over a 5-year period, the monetary benefits associated with the installation of zig-zag pavement markings would be approximately $91,000 compared to approximately $58,000 for advance flashing beacons; overhead flashing beacons would have a monetary disbenefit (cost) of approximately $7,000.
KW  - Attitudes
KW  - Awareness
KW  - Before and after studies
KW  - Behavior modification
KW  - Best practices
KW  - Bicycle crashes
KW  - Bicycle crossings
KW  - Bikeways
KW  - Cost effectiveness
KW  - Countermeasures
KW  - Crosswalks
KW  - Highway operations
KW  - Loudoun County (Virginia)
KW  - Pedestrian-vehicle crashes
KW  - Recommendations
KW  - Road markings
KW  - Speed reduction (Motor vehicles)
KW  - Surveys
KW  - Traffic safety
KW  - Trails
KW  - Understanding
KW  - Zig-zag road markings
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-r9.pdf
UR  - http://ntl.bts.gov/lib/56000/56100/56147/VA-11-R9.PDF
UR  - https://trid.trb.org/view/1099044
ER  - 

TY  - RPRT
AN  - 01334688
AU  - Hunter, William W
AU  - Thomas, Libby
AU  - Srinivasan, Raghavan
AU  - Martell, Carol A
AU  - University of North Carolina, Chapel Hill
AU  - Federal Highway Administration
TI  - Evaluation of Shared Lane Markings
PY  - 2010/12//Technical Report
SP  - 92p
AB  - Shared lane markings help convey to motorists and bicyclists that they must share the travel way on which they are operating. The purpose of the markings is to create improved conditions for bicycling by clarifying where bicyclists are expected to ride and to remind motorists to expect bicyclists on the road. The purpose of this study was to evaluate the impact of several uses of shared lane pavement markings, specifically the sharrow design, on operational and safety measures for bicyclists and motorists. Experiments were conducted in three cities. In Cambridge, MA, there was interest in experimenting with the placement of sharrows at a 10-ft spacing from the curb to prevent dooring from parked vehicles. In Chapel Hill, NC, sharrows were placed on a busy five-lane corridor with wide outside lanes and no parking. In Seattle, WA, sharrows were placed in the center of the lane on a downhill portion of a busy bicycle commuting street. Prior to the sharrows, a 5-ft bicycle lane was added to the uphill portion of the street in conjunction with shifting the center line. A variety of hypotheses were examined, and results were generally positive. Sharrows can be used in a variety of situations, and increased use should serve to raise motorist awareness of bicyclists or the possibility of bicyclists in the traffic stream. It is recommended that trials similar to those performed in this study be continued in other locations and traffic settings to improve guidance for users.
KW  - Cambridge (Massachusetts)
KW  - Chapel Hill (North Carolina)
KW  - Cyclists
KW  - Drivers
KW  - Field studies
KW  - Highway traffic control
KW  - Road markings
KW  - Seattle (Washington)
KW  - Shared-use lanes
KW  - Sharrows
KW  - Traffic safety
UR  - http://www.fhwa.dot.gov/publications/research/safety/pedbike/10041/10041.pdf
UR  - http://ntl.bts.gov/lib/55000/55700/55766/FHWA-HRT-10-041.PDF
UR  - https://trid.trb.org/view/1097947
ER  - 

TY  - RPRT
AN  - 01334687
AU  - Masad, Eyad
AU  - Koneru, Saradhi
AU  - Scarpas, Tom
AU  - Kassem, Emad
AU  - Rajagopal, K R
AU  - Texas Transportation Institute
AU  - Federal Highway Administration
TI  - Modeling of Hot-Mix Asphalt Compaction: A Thermodynamics-Based Compressible Viscoelastic Model
PY  - 2010/12//Final Report
SP  - 114p
AB  - Compaction is the process of reducing the volume of hot-mix asphalt (HMA) by the application of external forces. As a result of compaction, the volume of air voids decreases, aggregate interlock increases, and interparticle friction increases. The quality of field compaction of HMA is one of the most important elements influencing asphalt pavement performance. Poor compaction has been associated with asphalt bleeding in hot weather, moisture damage, excessive aging and associated cracking, and premature permanent deformation. This study was conducted to develop a model within the context of a thermomechanical framework for the compaction of asphalt mixtures. The asphalt mixture was modeled as a nonlinear compressible material exhibiting time-dependent properties. A numerical scheme based on finite elements was employed to solve the equations governing compaction mechanisms. The material model was implemented in the Computer Aided Pavement Analysis (CAPA-3D) finite-element (FE) package. Due to the difficulty of conducting tests on the mixture at the compaction temperature, a procedure was developed to determine the model’s parameters from the analysis of the Superpave® gyratory compaction curves. A number of mixtures were compacted in the Superpave® gyratory compactor using an angle of 1.25 degrees in order to determine the model’s parameters. Consequently, the model was used to predict the compaction curves of mixtures compacted using a 2-degree angle of gyration. The model compared reasonably well with the compaction curves. FE simulations of the compaction of several pavement sections were conducted in this study. The results demonstrated the potential of the material model to represent asphalt mixture field compaction. The developed model is a useful tool for simulating the compaction of asphalt mixtures under laboratory and field conditions. In addition, it can be used to determine the influence of various material properties and mixture designs on the model’s parameters and mixture compactability.
KW  - Asphalt mixtures
KW  - Compaction
KW  - Finite element method
KW  - Gyratory compactors
KW  - Hot mix asphalt
KW  - Mathematical models
KW  - Thermodynamics
KW  - Viscoelasticity
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/10065/10065.pdf
UR  - https://trid.trb.org/view/1097951
ER  - 

TY  - RPRT
AN  - 01334684
AU  - Shi, Xianming
AU  - Liu, Yajun
AU  - Yang, Zhengxian
AU  - Berry, Michael
AU  - Rajaraman, Prathish Kumar
AU  - Western Transportation Institute
AU  - California Department of Transportation
AU  - Federal Highway Administration
TI  - Validating the Durability of Corrosion Resistant Mineral Admixture Concrete
PY  - 2010/12//Final Report
SP  - 179p
AB  - The objectives of this research are to validate chloride diffusion coefficients of mineral admixture concrete mix designs currently developed by the Caltrans for corrosion mitigation, and to verify the adequacy of existing measures to mitigate corrosion caused by exposure to marine environments and deicing salt applications. To this end, this research includes a comprehensive literature review on relevant topics, a laboratory investigation and a modeling effort. Various laboratory tests were conducted to investigate the compressive strength of and chloride diffusivity in mortar and concrete samples with cement partially replaced by various minerals (class F and class N fly ash, ultra-fine fly ash, silica fume, metakaolin and ground granulated blast-furnace slag), the porosity of mineral concretes, the freeze-thaw resistance of mineral mortars in the presence of deicers, and the effect of mineral admixtures on the chloride binding and chemistry of the pore solution in mortar. The modeling effort explores the important features of ionic transport in concrete and develops a two-dimensional finite-element-method (FEM) model coupled with the stochastic technique. The numerical model is then used to examine the service life of reinforced concrete as a function of mix design (i.e., partial replacement of cement by mineral admixtures), concrete cover depth, surface chloride concentrations, and presence of cracks and coarse aggregates.
KW  - Admixtures
KW  - Chlorides
KW  - Compressive strength
KW  - Concrete
KW  - Concrete bridges
KW  - Corrosion
KW  - Cover depth (Rebars)
KW  - Deicing chemicals
KW  - Finite element method
KW  - Fly ash
KW  - Freeze thaw durability
KW  - Granulated slag
KW  - Laboratory tests
KW  - Literature reviews
KW  - Marine environments
KW  - Mathematical models
KW  - Metakaolin
KW  - Mix design
KW  - Porosity
KW  - Reinforced concrete
KW  - Service life
KW  - Silica fume
UR  - http://www.dot.ca.gov/research/researchreports/reports/2010/2012-12-task_0939.pdf
UR  - http://www.westerntransportationinstitute.org/documents/reports/4W1495_Final_Report.pdf
UR  - https://merritt.cdlib.org/d/ark%3A%2F13030%2Fm51c20t0/2/producer%2F4W1495_Final_Report.pdf
UR  - https://trid.trb.org/view/1097959
ER  - 

TY  - RPRT
AN  - 01334242
AU  - Berman, Jeffrey W
AU  - Wang, Bo-Shiuan
AU  - Roeder, Charles W
AU  - Olson, Aaron W
AU  - Lehman, Dawn E
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Triage Evaluation of Gusset Plates in Steel Truss Bridges
PY  - 2010/12//Final Research Report
SP  - 83p
AB  - Following research into the collapse of the I-35W steel truss bridge in Minneapolis, Minnesota, FHWA released recommendations for load rating the gusset plates of steel truss bridges. The recommendations include evaluation of several limit states, one of which requires the consideration of multiple load cases and possible lines failure, making the procedures somewhat difficult and time consuming to employ. Given the large inventory of steel truss bridges in Washington state and around the country, and the large number of unique joints and gusset plates on each bridge, a more expedient method for evaluating gusset plate resistance is highly desirable. The objective of this study is to develop a procedure to rapidly evaluate gusset plates in steel truss bridges. The procedure should be appropriately conservative and easy to apply and should be able to be implemented instead of the current FHWA recommendations. This study used analytical methods, originally developed for analysis of gusset plates in braced frames, to develop a rapid gusset plate assessment tool that meets that objective. To develop a rapid gusset plate assessment procedure, denoted the Triage Evaluation Procedure (TEP), specific gusset plate joints from Washington state bridges were analyzed in detail. The TEP contains three primary checks, namely, gusset plate yielding, gusset plate buckling, and fastener strength. Analysis showed that the TEP is conservative in relation to the FHWA recommendations for evaluating gusset plate strength and, when applied at service loads, identifies the same joint with a rating factor of less than 1.0 as the FHWA recommendations applied at strength loads. The researchers concluded that gusset plates on steel truss bridge may be safely and conservatively load rated by using the TEP. When applied at service loads, the TEP will result in a minimum number of joints falsely identified as yielding. Furthermore, the TEP was found to be considerably more efficient than the FHWA recommendations.
KW  - Buckling
KW  - Gusset plates
KW  - Load factor
KW  - Truss bridges
KW  - Washington (State)
KW  - Yield stress
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/757.1.pdf
UR  - https://trid.trb.org/view/1097596
ER  - 

TY  - RPRT
AN  - 01334231
AU  - Wang, Yinhai
AU  - Yu, Runze
AU  - Lao, Yunteng
AU  - Thomson, Timothy
AU  - University of Washington, Seattle
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Quantifying Incident-Induced Travel Delays on Freeways Using Traffic Sensor Data: Phase II
PY  - 2010/12//Final Research Report
SP  - 89p
AB  - Traffic incidents cause approximately 50 percent of freeway congestion in metropolitan areas, resulting in extra travel time and fuel cost. Quantifying incident-induced delay (IID) will help people better understand the real costs of incidents, maximize the benefit-to-cost-ratio of investments in incident remedy actions, and facilitate the development of active traffic management and integrated corridor management strategies. Currently, a number of algorithms are available for IID quantification. However, these algorithms were developed with certain theoretical assumptions that are difficult to meet in real-world applications. Furthermore, they have only been applied to simulated cases and have not been sufficiently verified with ground-truth data. To quantify IID over a regional freeway network using existing traffic sensor measurements, a new approach for IID estimation was developed in this study. This new approach combines a modified deterministic queuing diagram with short-term traffic flow forecasting techniques to overcome the limitation of the zero vehicle-length assumption in the traditional deterministic queuing theory. A remarkable advantage with this new approach over most other methods is that it uses only volume data from traffic detectors to compute IID and hence is easy to apply. Verification with the video-extracted ground truth IID data found that the IID estimation errors with the new approach were within 6 percent for the two incident cases studied. This implies that the new approach is capable of producing fairly accurate freeway IID estimates using volumes measured by existing traffic sensors. This approach has been implemented on a regional map-based platform to enable quick, convenient, and reliable freeway IID estimates in the Puget Sound region.
KW  - Freeways
KW  - Loop detectors
KW  - Puget Sound Region
KW  - Queuing theory
KW  - Traffic delays
KW  - Traffic flow
KW  - Traffic forecasting
KW  - Traffic incidents
KW  - Traffic volume
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/758.1.pdf
UR  - https://trid.trb.org/view/1097562
ER  - 

TY  - RPRT
AN  - 01334230
AU  - Chang, Barbara
AU  - Hutchinson, Tara C
AU  - University of California, San Diego
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Experimental Evaluation of P-Y Curves Considering Liquefaction Development
PY  - 2010/12//Research Report
SP  - 98p
AB  - This report presents details and findings of a test series conducted on a single pile embedded in homogeneous saturated Nevada sand, which was subjected to sequential dynamic shaking and lateral (inertial-equivalent) loading. This report documents the model test design and construction, details regarding the loading protocol, test observations and post test results. A key goal in the test program was to develop a data set capable of rendering insight into the characteristics of ’p-y’ resistance under developing liquefied soil conditions. While evidence in the literature indicates that this resistance is reduced as excess pore pressure increases, the shape and amplitude of how the reduced p-y curve develops during pore pressure build-up are needed for reliable design of pile foundations in areas prone to earthquake-induced soil liquefaction. Analyses of the experimental data show that mobilization of the partially liquefied soil was achieved during lateral loading. Additional data were evaluated including wave test measurements (hammer strikes to model), settlement, and acceleration measurements. Results presented focus importantly on the static p-y curves backcalculated from the bending moment distributions at the achieved excess pore pressures. A rich set of test data was produced from this testing series, which will be useful for model validation and subsequent design efforts.
KW  - Bending moments
KW  - Earthquake resistant design
KW  - Liquefaction
KW  - P-Y curves
KW  - Pile foundations
KW  - Piles (Supports)
KW  - Pore pressure
KW  - Sand
KW  - Soil structure interaction
KW  - Test procedures
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/762.1.pdf
UR  - https://trid.trb.org/view/1097598
ER  - 

TY  - RPRT
AN  - 01333862
AU  - Abu-Odeh, Akram Y
AU  - Williams, William F
AU  - Buth, C Eugene
AU  - Kim, Kang-Mi
AU  - Texas Transportation Institute
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Development of a TL-3 Deep Beam Tubular Backup Bridge Rail
PY  - 2010/12//Final Report
SP  - 122p
AB  - The objective of this study is to investigate the performance of the Ohio Department of Transportation (ODOT) Deep Beam bridge rail system per the National Cooperative Highway Research Program (NCHRP) Report 350 TL-3. Analytical study, computer simulation, and testing approach are to be addressed to accomplish the objective of this study. The final expected product is a design of the ODOT Deep Beam bridge rail system with any needed retrofit that will bring the system in compliance with the NCHRP Report 350 performance criteria per TL-3. The modified ODOT Deep Beam bridge rail design is shown to be successfully able to pass NCHRP Report 350 Test Level 3 assessment criteria. This conclusion is based on engineering strength analysis and nonlinear finite element simulation. The added rail on the top of the bridge rail helped reduced potential vehicular dynamics instability that may occur if only the original rail (less height) was used. Also, the additional lower rail (rub rail) provided protection against tire snagging in the opening below the main rail and the deck. This snagging mode could be detrimental for small vehicle impacts due to the subsequent excessive deformation and increased ridedown acceleration. This system can be implemented in the field subsequent to Federal Highway Administration (FHWA) Office of Safety approval of the simulation results presented herein or the full scale crash tests that were recommended. The modified design presented herein represents a retrofit that can be installed by a qualified construction crew. The research team recommends using the ODOT transition GR-3.4. A modification is suggested for that transition detail to accommodate the added top and rub rails in the modified ODOT Deep Beam bridge rail. One example would be to turn the top rail toward the middle rail at an angle and to extend the rub rail along a few transition posts and then turn it back toward the field side.
KW  - Bridge railings
KW  - Design
KW  - Finite element method
KW  - Guardrail transition sections
KW  - Impact tests
KW  - NCHRP Report 350
KW  - Retrofitting
KW  - Simulation
KW  - Tubular backup (Guardrail)
UR  - http://worldcat.org/oclc/705370387/viewonline
UR  - https://trid.trb.org/view/1097328
ER  - 

TY  - RPRT
AN  - 01333861
AU  - Thiagarajan, Ganesh
AU  - Gopalaratnam, V
AU  - Halmen, Ceki
AU  - Ajgaonkar, Sheetal
AU  - Ma, Shuang
AU  - Gudimetla, Balu
AU  - Chamarthi, Ravi
AU  - University of Missouri, Kansas City
AU  - University of Missouri, Columbia
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Bridge Approach Slabs for Missouri DOT: Looking at Alternative and Cost Efficient Approaches
PY  - 2010/12//Final Report
SP  - 251p
AB  - The objective of this project is to develop innovative and cost effective structural solutions for the construction of both new and replacement deteriorated Bridge Approach Slabs (BAS). A cost study and email survey were performed to identify states whose BAS are lower in costs compared to Missouri and perform adequately. Finally, it was decided to recommend slabs with a span of 20 feet and 12 in. thickness for new construction. An analytical beam on elastic foundation analysis based software has been developed and designs presented. A detailed three dimensional finite element analysis of BAS models was carried out in SAP to determine design moments. For slabs that need replacement, an innovative pretensioned precast slab with transverse ties is presented. The costs of both the new cast in place and precast slabs are around 25% cheaper than the current Missouri Department of Transportation (MoDOT) slab and hence even the precast pretensioned solution could be tried out for new slab construction. A preliminary study on the usage of Controlled Low Strength Material (CLSM) as a replacement for the currently used practice of compacted soil and aggregate base, which could possibly be both cost effective and mitigate void issues under the slab, is  presented. Life cycle cost analyses have been performed for the proposed solutions.
KW  - Air voids
KW  - Bridge approach slabs
KW  - Bridge approaches
KW  - Cast in place concrete
KW  - Cost effectiveness
KW  - Design
KW  - Finite element method
KW  - Flowable fill
KW  - Life cycle costing
KW  - Mathematical models
KW  - Missouri
KW  - Moments (Mechanics)
KW  - Precast concrete
KW  - Software
UR  - http://library.modot.mo.gov/RDT/reports/TRyy0915/or11009.pdf
UR  - https://trid.trb.org/view/1097324
ER  - 

TY  - RPRT
AN  - 01333858
AU  - Gross, Frank
AU  - Persaud, Bhagwant
AU  - Lyon, Craig
AU  - Vanasse Hangen Brustlin, Incorporated
AU  - Federal Highway Administration
TI  - A Guide to Developing Quality Crash Modification Factors
PY  - 2010/12
SP  - 72p
AB  - The purpose of this guide is to provide direction to agencies interested in developing crash modification factors (CMFs). Specifically, this guide discusses the process for selecting an appropriate evaluation methodology and the many issues and data considerations related to various methodologies. The guide opens with a background of CMFs, including the definition of CMFs and related terms, purpose and application, and general issues related to CMFs. The guide then introduces various methods for developing CMFs. Discussion of these methods is not intended to provide step-by-step instruction for application. Rather, this guide discusses study designs and methods for developing CMFs, including an overview of each method, sample size considerations, and strengths and weaknesses. A resources section is provided to help users identify an appropriate method for developing CMFs based on the available data and characteristics of the treatment in question. The resources section also includes a discussion of considerations for improving the completeness and consistency in CMF reporting. The guide is written for transportation safety practitioners, consultants, and researchers. These primary users are expected to have experience and/or education in the theory and practice of road safety engineering, including basic analytical procedures and statistical concepts.
KW  - Crash modification factors
KW  - Development
KW  - Guidelines
KW  - Highway safety
KW  - Methodology
KW  - Safety engineering
UR  - http://safety.fhwa.dot.gov/tools/crf/resources/fhwasa10032/fhwasa10032.pdf
UR  - https://trid.trb.org/view/1097321
ER  - 

TY  - RPRT
AN  - 01333777
AU  - Carlson, Daniel
AU  - Howard, Zachary
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Impacts of VMT Reduction Strategies on Selected Areas and Groups
PY  - 2010/12//Final Research Report
SP  - 100p
AB  - The State of Washington has established benchmarks for reducing vehicle miles travelled (VMT). The ambitious targets call for VMT reductions of 18 percent by the year 2020, 30 percent by the year 2035, and 50 percent by mid century. This report discusses estimates and examines impacts of VMT reduction strategies on selected groups and geographic areas mandated by state legislation. The five groups and areas were small businesses whose employees cross county lines to get to work, low-income residents, farmworkers—especially migrant workers, distressed counties, and counties with more than half the land in federal or tribal ownership. The study defined these groups and areas, established a typology of VMT reduction strategies, and made assumptions about behavior and trip lengths based on available literature. It then estimated impacts on the selected groups and areas and suggested several implementation steps and areas for further research.
KW  - Economic impacts
KW  - Income
KW  - Strategic planning
KW  - Travel behavior
KW  - Travel demand management
KW  - Trip length
KW  - Vehicle miles of travel
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/751.1.pdf
UR  - https://trid.trb.org/view/1094904
ER  - 

TY  - RPRT
AN  - 01329776
AU  - Mitchell, Gayle F
AU  - Riefler, R Guy
AU  - Russ, Andrew
AU  - Ohio University, Athens
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Vegetated Biofilter for Post Construction Storm Water Management for
Linear Transportation Projects – Dormant Grass Test Supplement
PY  - 2010/12//Technical Report Supplement
SP  - 64p
AB  - The vegetated biofilter is a low impact development technique that can be integrated into stormwater management of linear transportation systems and capitalize on the natural environment to mitigate stormwater. In the project report (USFHWA/OH-2010/7), the behavior of a 4 ft (1.2 m) wide by 14 ft (4.3 m) long prototype vegetated biofilter slope under simulated storm events at various pollutant concentrations, slopes, and flow rates was evaluated. This supplement discusses the behavior of the same prototype during dormant or winter conditions at slopes and flow rates as follows: 8:1, medium; 4:1, medium; and 2:1, medium. Tests were conducted using methods similar to that of the original study. The influent pollutant concentration during the simulated storm events was at the “medium” level, which included medium concentration during the first part and low concentration in the trailing portion of the event. The pollutants included the same seven metals, soil, and oil used in the original study. In addition chlorides were added in the influent to simulate and measure the effects of salt used for pavement winter maintenance on the biofilter. The prototype vegetated biofilter foreslope under dormant conditions provided fair to excellent performance in removal of pollutants (seven metals, suspended material, and oil and grease) from a medium concentration simulated storm water runoff. Over 80 percent removal was achieved for all constituents except iron (75%), zinc (58%) and chlorides (negligible). TSS removal declined from a summer condition average removal of about 95% to 80% for the dormant condition. Results at slopes of 8:1, 4:1, and 2:1 did not indicate declining performance with increasing slope. Vegetation coverage was about 60 % for the dormant tests contrasted to an average 83% during the summer tests, which contributed to the reduction in removals. Within the parameters of this study, findings indicated that the foreslope portion of the vegetated biofilter even during a dormant condition significantly reduces the quantity of pollutants in the runoff.
KW  - Biofilters
KW  - Dormant grass
KW  - Filters
KW  - Runoff
KW  - Storm water management
KW  - Vegetated filter strips
KW  - Vegetation
KW  - Winter
UR  - http://worldcat.org/oclc/671776720/viewonline
UR  - http://ntl.bts.gov/lib/55000/55800/55859/FHWA-OH-2010-7_SUPPLEMENT.PDF
UR  - https://trid.trb.org/view/1090556
ER  - 

TY  - RPRT
AN  - 01329770
AU  - Mileski, Joan P
AU  - Thrailkill, Robert
AU  - Haupt, Karl
AU  - Lane, John
AU  - McMullen, William
AU  - Gunn, Joshua
AU  - Kruse, C James
AU  - Bierling, David
AU  - Texas A&M University, Galveston
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Recommendations and Guidelines on Shoreline Development and Hazards to Navigation
PY  - 2010/12
SP  - 24p
AB  - This guidebook addresses recommendations regarding encroachment into the Gulf Coast Intracoastal Waterway (GIWW). Encroachment of hazards to navigation creates operational inefficiencies that impede commerce. The shippers who rely on the waterway for movement of goods are impacted greatly. In order to address the problems of location and construction of structures along the waterways, it is necessary to address two major categories of stakeholders: those who build the structures and those who permit the structures prior to their construction.
KW  - Coasts
KW  - Construction
KW  - Development
KW  - Freight transportation
KW  - Gulf Coast (United States)
KW  - Intracoastal waterways
KW  - Obstructions (Navigation)
KW  - Permits
KW  - Water transportation
UR  - http://tti.tamu.edu/documents/0-6225-P1.pdf
UR  - https://trid.trb.org/view/1089792
ER  - 

TY  - RPRT
AN  - 01329766
AU  - Kiousis, Panos D
AU  - Whitcomb, Brent L
AU  - Colorado School of Mines
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Study on the Use of Self-Consolidating Concrete on the Interstate 25 Bridge Replacement in Trinidad, CO
PY  - 2010/12//Final Report
SP  - 33p
AB  - As part of a national experiment sponsored by the FHWA under the Innovative Bridge Research and Construction (IBRC) program, CDOT used self-consolidating concrete (SCC) to construct abutments, piers, and retaining walls on a bridge replacement project. The purpose of this study was to determine the procedures and possible benefits associated with flowing concrete. Based on the study presented in this report, it was determined that SCC was used successfully in the I-25 bridge replacement project in Trinidad. Unfortunately, the all-around lack of construction experience with SCC resulted in numerous aesthetic problems that are atypical of the material. However, despite numerous visual defects that required patching and repair, it is believed that each component has the required structural integrity necessary for safe highway transportation projects. Implementation: The use of SCC can benefit bridge construction throughout Colorado by allowing contractors the option of using a flowable concrete that reduces placement labor costs as well as noise pollution at construction sites. In addition, the expected surface finish of SCC can eliminate repair work after the forms have been removed. Construction specifications should include clauses that require contractors with reasonable experience with SCC to submit mix designs as well as perform a demonstration placement to show that the proposed construction methods will produce an acceptable product.
KW  - Bridge abutments
KW  - Bridge construction
KW  - Bridge piers
KW  - Bridge replacement
KW  - Retaining walls
KW  - Self compacting concrete
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/scc/at_download/file
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/scc/view
UR  - https://trid.trb.org/view/1090555
ER  - 

TY  - RPRT
AN  - 01329744
AU  - Middleton, Dan
AU  - Bonneson, Jim
AU  - Longmire, Ryan
AU  - Charara, Hassan
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Intersection Video Detection Field Handbook: An Update
PY  - 2010/12
SP  - 30p
AB  - This handbook is intended to assist engineers and technicians with the design, layout, and operation of a video imaging vehicle detection system (VIVDS). This assistance is provided in three ways. First, the handbook identifies the optimal detection design and layout. Second, it provides guidelines for achieving an optimal or near-optimal camera location and field of view. Third, it provides guidelines for laying out the VIVDS detectors such that they will provide safe and efficient operation. Finally, guidance is provided on the need for and schedule of VIVDS maintenance activities.
KW  - Design
KW  - Guidelines
KW  - Handbooks
KW  - Highway operations
KW  - Highway traffic control
KW  - Intersections
KW  - Video imaging detectors
UR  - http://tti.tamu.edu/documents/0-6030-P3.pdf
UR  - https://trid.trb.org/view/1090603
ER  - 

TY  - RPRT
AN  - 01329733
AU  - Kiousis, Panos D
AU  - Griffiths, D V
AU  - Stewart, Jared A
AU  - Colorado School of Mines
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Optimization of Stabilization of Highway Embankment Slopes Using Driven Piles - Phase I
PY  - 2010/12//Final Report
SP  - 60p
AB  - This study determined the feasibility of using driven piles to stabilize highway embankment slopes. The activities performed under this study were a detailed literature review, a national survey of state DOTs, a review of inspection and stabilization mitigation reports, targeted field inspections, a cost comparison analysis, and a finite element study. The results of this study show that driven piles can be a cost-effective solution to stabilizing highway embankment slopes. The literature review showed that there has been significant research done concerning the lateral capacity of piles. This research tends to be focused on different applications, but still shows that piles have significant lateral capacity. The survey conducted shows that several DOTs have used driven piles to stabilize highway embankment failures and most of these departments would recommend future use. Also three DOTs have performed similar research using plastic pins to stabilize embankments. The site visits allowed the research team to identify two sites, the Muddy Pass slide and also the Rye slide, as potential sites for investigation under Phase II of the project. These slides in particular had broad shoulders along the highway that provide better accessibility. The cost comparison analysis showed that for a particular slope, driven piles would cost $41 per linear foot of road stabilized. This was compared to drilled shafts and launched soil nails which had estimated costs of $32 and $130 per linear foot, respectively. The finite element study showed that the factor of safety for a stabilized slope could be significantly improved with pile installation. Implementation: Based on the results of the study it is recommended that the Colorado Department of Transportation (CDOT) pursue Phase II of the study.
KW  - Benefit cost analysis
KW  - Driven piles
KW  - Embankments
KW  - Piles (Supports)
KW  - Slope stability
KW  - Soil stabilization
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/drivenpiles.pdf/at_download/file
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/drivenpiles.pdf/view
UR  - https://trid.trb.org/view/1090554
ER  - 

TY  - RPRT
AN  - 01329725
AU  - Arnold, Robert
AU  - Smith, Vance C
AU  - Doan, John Q
AU  - Barry, Rodney N
AU  - Blakesley, Jayme L
AU  - DeCorla-Souza, Patrick T
AU  - Muriello, Mark F
AU  - Murthy, Gummada N
AU  - Rubstello, Patty K
AU  - Thompson, Nick A
AU  - American Trade Initiatives
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
TI  - Reducing Congestion and Funding Transportation Using Road Pricing in Europe and Singapore
PY  - 2010/12
SP  - 72p
AB  - Congestion pricing use has been limited in the United States because of political, institutional, and public acceptance concerns. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of Europe and Singapore to identify ideas and models for integrating road pricing approaches into U.S. practices. The scan team found that countries with clearly defined and well-understood policy goals were able to achieve targeted outcomes most effectively. The team also learned that a large-scale demonstration project is a good tool to build public acceptance of road pricing. Team recommendations for U.S. implementation include enhanced outreach and communication on road pricing use and research on public perception issues and implementation barriers. The team also recommended development of a road pricing toolkit to provide transportation professionals with a comprehensive decision analysis tool to assess the merits of road pricing options.
KW  - Communication
KW  - Congestion pricing
KW  - Europe
KW  - Financing
KW  - Public opinion
KW  - Road pricing
KW  - Scanning studies
KW  - Singapore
KW  - Strategic planning
UR  - http://international.fhwa.dot.gov/pubs/pl10030/pl10030.pdf
UR  - https://trid.trb.org/view/1090739
ER  - 

TY  - RPRT
AN  - 01329703
AU  - Higgins, Christopher
AU  - Triska, Mary Ann
AU  - Goodall, Joshua
AU  - Oregon State University, Corvallis
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Flexural Anchorage Performance at Diagonal Crack Locations
PY  - 2010/12//Final Report
SP  - 166p
AB  - Large numbers of reinforced concrete deck girder bridges that were constructed during the interstate system expansion of the 1950s have developed diagonal cracking in the stems. Though compliant with design codes when constructed, many of these bridges have flexural steel bars that were cut off short of the full length of the girders. When load-rating these structures, the current design specification check of tension reinforcement anchorage often controls the capacity of these bridges. The tensile force demand is controlled by the load-induced moment and shear, the number of stirrups, and the diagonal crack angle; however, little information is available regarding bond stresses developed with larger-diameter bars for full-size specimens in the presence of diagonal cracks. This research used large-size specimens to investigate the influence of diagonal cracks near flexural cutoff locations on the behavior and strength of vintage reinforced concrete girders. Testing indicated that a diagonal crack crossing the development length of cutoff longitudinal bars may not necessarily control specimen failure. Analysis showed that the required tensile demand at a diagonal crack location as predicted by AASHTO LRFD was reasonable. Two analytical methods and a non-linear finite element method were investigated for predicting the failure mode and capacity of the laboratory beams. A procedure was developed to rate existing bridges for flexural anchorage requirements around cutoff locations. Cracking characteristics indicative of flexural reinforcement slippage were defined for bridge inspection.
KW  - Bond strength (Materials)
KW  - Bridge anchorages
KW  - Bridge decks
KW  - Diagonal cracking
KW  - Flexural strength
KW  - Girder bridges
KW  - Performance
KW  - Reinforced concrete bridges
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/FlexuralAnchorage.pdf?ga=t
UR  - https://trid.trb.org/view/1090867
ER  - 

TY  - RPRT
AN  - 01329702
AU  - Masad, Eyad
AU  - Rezaei, Arash
AU  - Chowdhury, Arif
AU  - Freeman, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Field Evaluation of Asphalt Mixture Skid Resistance and its Relationship to Aggregate Characteristics
PY  - 2010/12//Technical Report
SP  - 128p
AB  - This report documents the findings from the research that was carried out as part of Phase II of Texas Department of Transportation (TxDOT) Project 0-5627. The research included measuring and analyzing the mechanical and physical properties of aggregates used in surface mixes in the state of Texas. These properties were aggregate shape characteristics measured by the Aggregate Imaging System (AIMS), British pendulum value, coarse-aggregate acid insolubility, Los Angeles weight loss, Micro-Deval weight loss, and magnesium-sulfate weight loss. In addition, a database of field skid-number measurements that were obtained over a number of years using the skid trailer was established. Field measurements of selected sections were conducted using the dynamic friction tester (DFT) and circular texture meter (CTMeter). These data and measurements were used to carry out comprehensive statistical analyses of the influence of aggregate properties and mixture design on the skid-resistance value and its variability. Consequently, a system was developed for predicting asphalt-pavement skid resistance based on aggregate characteristics and aggregate gradation.
KW  - Aggregate gradation
KW  - Aggregates by shape and surface texture
KW  - Asphalt mixtures
KW  - Field studies
KW  - Mix design
KW  - Properties of materials
KW  - Skid resistance
UR  - http://tti.tamu.edu/documents/0-5627-2.pdf
UR  - http://ntl.bts.gov/lib/42000/42300/42385/0-5627-3.pdf
UR  - https://trid.trb.org/view/1090567
ER  - 

TY  - RPRT
AN  - 01329699
AU  - Wei, Heng
AU  - Li, Zhixia
AU  - Yi, Ping
AU  - University of Cincinnati
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Optimum Loop Placement That Balances Operational Efficiency and Dilemma Zone Protection
PY  - 2010/12//Final Report
SP  - 95p
AB  - Current methods for advance loop placement at high speed approaches in ODOT are based on previous study results, in which the dilemma zone was computed using constant contributing factors. In reality, those contributing factors are varied with different travel behaviors like varied speeds. Accordingly, the dilemma zone is greatly dependent upon the dynamics of those contributing factors. In order to reveal the dynamic features of the dilemma zones, qualified ground-truth trajectory data of 1445 vehicles are extracted using video-capture-based technology from 46-hour high resolution videos at four high-speed signalized intersections in Ohio. As a result, the dynamic dilemma zone models are developed and validated, and then two dilemma zone look-up tables are created to show tabular results in estimating the dilemma zone ranges and locations at different durations of yellow time and speed limits versus different yellow-onset speed intervals, respectively. A VISSIM-based microscopic simulation test bed is established to examine the current ODOT practice of loop placement and results in optimum alternatives of the placement schemes. The evaluation results indicate the ODOT practice reduces the dilemma zone related traffic conflicts by at least 70% at different speed limit conditions. In overall, it is more effective in providing dilemma zone protection than the scenario without advance loops. However, the current method is proved insufficient to enhance the operational efficiency of the intersection in great part. Typical evidence lies in the evaluation findings that the overall intersection delay is greatly increased at the speed limit of 55 mph if the current loop placement method is used. The proposed loops placement alternative outperforms the ODOT’s current practice in terms of reducing the dilemma zone related traffic conflicts by at least 84% under different speed limits. It also performs better in terms of operational efficiency at all speed limits, particularly in the case of higher speed limits such as 50 mph and 55 mph.
KW  - Dilemma zone
KW  - Highway traffic control
KW  - Location
KW  - Loop detectors
KW  - Traffic conflicts
KW  - Traffic speed
UR  - http://worldcat.org/oclc/703598334/viewonline
UR  - https://trid.trb.org/view/1090558
ER  - 

TY  - RPRT
AN  - 01329692
AU  - Hard, Edwin N
AU  - Bochner, Brian S
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Delivery of Workshops on Corridor Management and Preservation in Texas
PY  - 2010/12//Technical Report
SP  - 16p
AB  - This report summarizes the delivery and outcome of a series of workshops conducted at 23 Texas Department of Transportation (TxDOT) districts across the state on corridor management and preservation in Texas. The workshops served as follow-up implementation work for research project 0-5606, “Creating Partnerships with Local Communities to Manage and Preserve Corridors.” The report provides an overview of the project and documents the dates, locations, and attendance of workshops implemented during the three-year project period.
KW  - Access control (Transportation)
KW  - Corridor management
KW  - Corridor preservation
KW  - Highway corridors
KW  - Land use planning
KW  - Right of way (Land)
KW  - Texas
KW  - Workshops
UR  - http://tti.tamu.edu/documents/5-5606-01-1.pdf
UR  - https://trid.trb.org/view/1090617
ER  - 

TY  - RPRT
AN  - 01330470
AU  - Thiele, Jeffrey C
AU  - Reid, John D
AU  - Lechtenberg, Karla A
AU  - Faller, Ronald K
AU  - Sicking, Dean L
AU  - Bielenberg, Robert W
AU  - University of Nebraska, Lincoln
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - Performance Limits for 6-in. (152-mm) High Curbs Placed in Advance of the MGS Using MASH Vehicles Part III: Full-Scale Crash Testing (TL-2)
PY  - 2010/11/24/Final Report
SP  - 138p
AB  - A full-scale crash test utilizing the Test Level 2 (TL-2) safety performance criteria of the Manual for Assessing Safety Hardware (MASH) was performed on the Midwest Guardrail System (MGS) offset 6 ft (1.8 m) behind a 6-in. (152-mm) high AASHTO Type B curb with a top mounting height of 31 in. (787 mm) relative to the ground [37 in. (940 mm) relative to the roadway]. In the test, the 2270P vehicle was redirected by the guardrail, and all safety performance criteria were met. Thus, the MGS offset 6 ft (1.8 mm) behind a 6-in. (152-mm) high curb with a top mounting height of 31 in. (787 mm) was deemed to be acceptable according to TL-2 of MASH. Based on test results and prior research, preliminary guidelines were developed for use of the MGS when offset behind curbs.
KW  - Curbs
KW  - Guardrails
KW  - Highway safety
KW  - Impact tests
KW  - Midwest Guardrail System
KW  - Performance
UR  - https://trid.trb.org/view/1091061
ER  - 

TY  - RPRT
AN  - 01331165
AU  - Jacobs, Jennifer
AU  - Jardin, Patrick
AU  - University of New Hampshire, Durham
AU  - New England Transportation Consortium
AU  - Federal Highway Administration
TI  - Estimating the Magnitude of Peak Flows for Steep Gradient Streams in New England
PY  - 2010/11/17/Final Report
SP  - 49p
AB  - Estimates of flood events are used by the Federal, State, regional, and local officials to safely and economically design hydraulic structures as well as for effective floodplain management. The regression relationships developed to predict flows at ungauged sites do not always hold true for steep slope watersheds in New England. This study developed the regression relationships to predict peak flows for ungaged, unregulated steep streams in New England with recurrence intervals of 2, 5, 10, 25, 50, 100, and 500 years. For watersheds having a main channel slope that exceeds 50 ft per mile, peak flows are well estimated by the watershed drainage area and the mean annual precipitation. No metric of watershed steepness provided a statistically significantly improvement to prediction capability. For these steep watersheds, the series of regression equations was found to perform as well or better than the individual state regression equations.
KW  - Estimating
KW  - Floods
KW  - Hydraulic gradient
KW  - New England
KW  - Peak flows
KW  - Regression analysis
KW  - Streams
KW  - Ungaged streams
KW  - Watersheds
UR  - http://docs.trb.org/01331165.pdf
UR  - http://www.uvm.edu/~transctr/pdf/netc/netcr81_04-3.pdf
UR  - https://trid.trb.org/view/1094724
ER  - 

TY  - ABST
AN  - 01466509
TI  - Results-Based Winter Maintenance Standards
AB  - The goal of this project is to develop a comprehensive understanding of and quantitative models for the complex relationships between three key aspects of winter road maintenance: maintenance operations (inputs), road surface conditions (output), and highway safety and mobility (outcome). These relationships are fundamental to the development, justification and evaluation of road maintenance policies, standards, and methods.
KW  - Highway safety
KW  - Maintenance practices
KW  - Mobility
KW  - Policy making
KW  - Standards
KW  - Surfaces
KW  - Winter maintenance
UR  - http://www.pooledfund.org/Details/Study/189
UR  - https://trid.trb.org/view/1234744
ER  - 

TY  - RPRT
AN  - 01337351
AU  - Stith, Jason
AU  - Petruzzi, Brian
AU  - Helwig, Todd
AU  - Williamson, Eric
AU  - Frank, Karl
AU  - Engelhardt, Michael
AU  - Kim, Hyeong Jun
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Implementation of Straight and Curved Steel Girder Erection Design Tools Construction: Summary
PY  - 2010/11/05/Final Report
SP  - 15p
AB  - Project 0-5574 “Curved Plate Girder Design for Safe and Economical Construction,” resulted in the  development of two design tools, UT Lift and UT Bridge.  UT Lift is a spreadsheet-based program for analyzing steel girders during lifting while UT Bridge is a three-dimensional finite element program for analyzing partially or fully-erected steel girders during construction.  The implementation project introduced these software tools to the  Austin and Houston districts through hands-on training sessions.  Through interviews, emails, and phone  correspondence, Texas Department of Transportation (TxDOT) engineers provided the developers with feedback on modifications to the user interface necessary to improve the application of the software to TxDOT bridges.  Based upon recommendations from TxDOT engineers, the software was modified.  Training modules were also developed as a part of the training sessions.  These training modules are distributed with the software so that new users can familiarize themselves with  the software capabilities with well defined problems.
KW  - Austin (Texas)
KW  - Bridge construction
KW  - Bridge design
KW  - Girder bridges
KW  - Houston (Texas)
KW  - Plate girders
KW  - Software
KW  - Steel girders
KW  - Training
UR  - http://www.utexas.edu/research/ctr/pdf_reports/5_5574_01_1.pdf
UR  - https://trid.trb.org/view/1100320
ER  - 

TY  - RPRT
AN  - 01574107
AU  - E.H. Pechan & Associates, Incorporated
AU  - Cambridge Systematics, Incorporated
AU  - Federal Highway Administration
TI  - Advances in Project Level Analyses
PY  - 2010/11/04/Final Report
SP  - 71p
AB  - This project's objective was to perform research and develop usable tools that can assist transportation and air quality modelers in preparing project-level emission analyses that take advantage of the capabilities of the Motor Vehicle Emission Simulator (MOVES) model. In this project, the consulting team developed several sets of MOVES files detailing operating mode profiles (which are sometimes referred to as vehicle-specific power [VSP] profiles) that simulate different types of driving conditions such as those on ramps, interchanges, freeway incidents, and signalized arterials under different levels of congestion as well as the effects of ramp metering and signal control.  In addition, this project report also describes another set of MOVES files that can be used to model the unique conditions that occur at intermodal facilities and ports, capturing important activities such as idling, for the specific types of vehicles (trucks) used at these types of facilities. Finally, this report provides a demonstration of how these files can be used in MOVES. The example for which this demonstration is provided is an evaluation of emission reduction strategies that can be used to reduce truck emissions in and around port terminals. The information in this report and the associated MOVES files may provide alternatives to using default MOVES data for many project-level evaluations. Plus, the methods used in this project to generate MOVES files can be observed by others seeking to link microsimulation models and MOVES directly in order to develop data sets that are representative of travel conditions specific to their projects.
KW  - Air quality
KW  - Data collection
KW  - Highway traffic control
KW  - Intermodal facilities
KW  - Microsimulation
KW  - Motor Vehicle Emission Simulator (MOVES)
KW  - Pollutants
KW  - Ports
KW  - Traffic congestion
KW  - Transportation planning
KW  - Trucks
UR  - http://www.fhwa.dot.gov/environment/air_quality/conformity/research/project_level_analyses/pla.pdf
UR  - http://www.fhwa.dot.gov/environment/air_quality/conformity/research/project_level_analyses/pla00.cfm
UR  - https://trid.trb.org/view/1363093
ER  - 

TY  - ABST
AN  - 01573568
TI  - TechBrief: Construction Quality Assurance for Design-Build Highway Projects

AB  - Publish a TechBrief to assist State departments of transportation (DOTs) in developing quality assurance specifications for design-build projects.

KW  - Design build
KW  - Project management
KW  - Quality assurance
KW  - Road construction
KW  - Specifications
KW  - State departments of transportation
UR  - https://trid.trb.org/view/1366800
ER  - 

TY  - ABST
AN  - 01498630
TI  - Moisture Induced Sensitivity Testing (MIST) -- RB00-012
AB  - The existing standard test (AASHTO T283) for moisture sensitivity requires approximately 5 days for results. The Contractor will not become aware of potential problems (and penalties) until results are available. A new test that is currently being evaluated (Hamburg Wheel Tracking Device) can reduce the time to 2-3 days with superior repeatability. While the Hamburg can identify superior performing mixtures, it cannot definitively identify those with marginal performance. The MIST device is hypothesized to provide a quick (completed in 4 hours) test to identify moisture susceptibility in asphalt mixtures during the production phase.  The equipment will be used to test mixtures that are known to be susceptible to moisture damage in Iowa. Results will be compared with those from the Hamburg (AASHTO T324) and AASHTO T283. The work will be done during the 2010-2011 winter period in the Bituminous Materials Section. The Materials Laboratory Staff will perform the testing and assist in the final report. Bituminous Engineer Scott Schram will analyze the data and author the final report.
KW  - AASHTO T 283
KW  - Asphalt mixtures
KW  - Hamburg Wheel Tracking Device
KW  - Iowa
KW  - Mix design
KW  - Moisture content
KW  - Pavement performance
KW  - Pavements
KW  - Winter
UR  - http://publications.iowa.gov/id/eprint/15262
UR  - https://trid.trb.org/view/1277977
ER  - 

TY  - RPRT
AN  - 01481174
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Commercial Border Crossing and Wait Time Measurement at the Pharr-Reynosa International Bridge
PY  - 2010/11/01/Final Report
SP  - 74p
AB  - The objective of the research described in this report is to install and implement radio frequency  identification (RFID) technology to measure border crossing time and travel delay for commercial trucks crossing from Mexico into Texas at the Pharr-Reynosa border crossing. Delay time for commercial motor vehicles is a key indicator of transportation and international supply-chain performance. The information collected with the RFID readers will establish a baseline and ongoing measurement of border crossing times and delay, and will be processed and disseminated to stakeholders. The original scope of work for the implementation of the technology at the Pharr-Reynosa International Bridge called for two RFID reader stations (1 in Mexico and 1 on the United States side of the border). After analyzing the layout of the crossing and meeting with stakeholders in the region, it was decided to add 2 more reading locations, for a total of 4 (2 in Mexico and 2 in the U.S.).  This report covers the work that Texas Transportation Institute (TTI) developed under the contract with Texas Department of Transportation (TxDOT), which includes the technology implementation, equipment procurement and installation and the data collection and analysis of information collected at the Pharr-Reynosa International Bridge.
KW  - Automatic vehicle identification
KW  - Commercial vehicles
KW  - Data collection
KW  - Freight traffic
KW  - Implementation
KW  - International borders
KW  - Pharr-Reynosa International Bridge
KW  - Radio frequency identification
KW  - Traffic delays
KW  - Travel time
KW  - United States-Mexico Border
KW  - Waiting time
UR  - http://www.borderplanning.fhwa.dot.gov/PharrReport/pharr_report.asp
UR  - http://www.borderplanning.fhwa.dot.gov/PharrReport/pharr_report.pdf
UR  - https://trid.trb.org/view/1250040
ER  - 

TY  - ABST
AN  - 01463809
TI  - Transformational Changes and Revolutionary Advances for Transportation Planning
AB  - The vision of this research is to promote systematic cost-effective and coordinated approaches to acquiring and using data for long range transportation planning. The research is intended to generate, synthesize and transfer existing knowledge on a variety of source data. Specifically, the objectives are to: (1)Identify procedures to improve efficiency of data collection; (2) Identify institutional opportunities and impediments to exploiting IT-based data sources for transportation planning; (3) Generate guidance for building forecasting capacity using new approaches to integrating transportation data; (4) Generate decision methods and tools for use of developing and implementing data collection strategies; (5) Demonstrate an innovative forecasting application supported by significant improvements in data. This would be focused on a hypothetical disaster response planning problem; and (6) Identify future opportunities for building planning capacity based on new sources of transportation data.
KW  - Data collection
KW  - Decision making
KW  - Forecasting
KW  - Information technology
KW  - Long range planning
KW  - Technological innovations
KW  - Transportation planning
UR  - https://trid.trb.org/view/1232036
ER  - 

TY  - RPRT
AN  - 01458098
AU  - Castro, Javier
AU  - Spragg, Robert
AU  - Kompare, Phil
AU  - Weiss, W Jason
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Portland Cement Concrete Pavement Permeability Performance
PY  - 2010/11//Final Report
SP  - 259p
AB  - The objective of this project was to evaluate the transport properties of concrete pavement in the state of Indiana using common testing procedures. Specifically this work evaluated the absorption of water, the absorption of deicing solutions, and electrical conductivity. A series of concrete paving mixtures were tested to provide a range of values that were typical for the state of Indiana. While similar mixture proportions were used for the mixtures in Indiana differences in the magnitude of water absorbed occurred. A series of mortars were tested to illustrate the effect of curing conditions, water to cement ratio, and paste volume. It was observed that a long duration of drying was needed to obtain equilibrium. Samples dried to a lower relative humidity showed a greater volume of water absorbed. It was observed that drying at 105C resulted in substantial anomalies in water absorption, and as such this method is not recommended. It was observed that when samples were tested using deicing solutions or samples were tested that were previously exposed to deicing solutions the water absorption could be influenced. The electrical conductivity work was performed as a potential method to develop the understanding of rapid test techniques for quality control. The research used a modified parallel law to relate the electrical conductivity to the pore volume, pore solution conductivity and the tortuosity through the pore network. The influence water addition was able to be determined using electrical conductivity. In addition, the pore solution was observed to be approximately linearly related to the degree of hydration. It is critical that a correction be applied to samples tested at different temperatures. An activation energy of conduction was observed that was approximately 10 kiloliters per mole irrespective of water to cement ratio. In addition to the measurement of transport properties, the relative humidity was assessed for concrete exposed to different exposure conditions. The samples considered in this investigation included a sample stored at 50% relative humidity, covered concrete, a concrete with an exposed vertical surface, a concrete on a drainable base, a concrete on a non-drainable base, and concrete that was submerged. The samples showed that for practical field samples the relative humidity in the concrete was always above 80% for the samples tested. The samples that were exposed to precipitation events demonstrated higher relative humidities.
KW  - Absorption
KW  - Concrete
KW  - Concrete pavements
KW  - Deicing chemicals
KW  - Electrical conductivity
KW  - Electrical resistivity
KW  - Indiana
KW  - Permeability
KW  - Relative humidity
KW  - Transport properties (Physics)
UR  - http://dx.doi.org/10.5703/1288284314244
UR  - https://trid.trb.org/view/1218710
ER  - 

TY  - RPRT
AN  - 01458093
AU  - Ramirez, Julio A
AU  - Aguilar, Gerardo
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Experimental Evaluation and Implementation of Post-Tensioning in Concrete Bridge Decks
PY  - 2010/11//Final Report
SP  - 47p
AB  - A research program was conducted to evaluate the design recommendations for transverse post-tensioning of bridge decks developed in the FHWA/IN/JTRP/2002-26 (SPR-2409) report. The test specimen consisted of a 40x18 ft cast-in-place concrete deck on precast pretensioned girders. Thirty-two tests were carried out by applying different distributions of transverse post-tensioning force, in combination with a changing number of diaphragms, and two conditions of end-restraint at the supports. The transverse post-tensioning stress ranged from 400 to 1 200 psi and the number of diaphragms was reduced from five to zero. The main findings support the notion that the presence of diaphragms affects the distribution of transverse strains. However, their influence is not as important as analytical models showed. The influence of end-restraint supports on the distribution of transverse strains appeared to be less significant than estimated by Ramirez and Smith-Pardo (2002). Field-work is recommended to further evaluate the effect of this parameter. The use of elastic theory resulted in good agreement between calculated transverse stresses in the concrete deck obtained from the transverse steel reinforcement and those calculated from strains in the post-tensioning bars. In the range of post-tensioning estimated to maintain uncracked condition under service loads, the use of uniform transverse post-tensioning was deemed appropriate.
KW  - Bridge decks
KW  - Concrete
KW  - Cracking
KW  - Deformation curve
KW  - Posttensioning
KW  - Stresses
KW  - Transverse reinforcement
UR  - http://dx.doi.org/10.5703/1288284314245
UR  - https://trid.trb.org/view/1218711
ER  - 

TY  - RPRT
AN  - 01458083
AU  - Lyn, Dennis A
AU  - Cunningham, R S
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - A Laboratory Study of Bendway Weirs as a Bank Erosion Countermeasure
PY  - 2010/11//Final Report
SP  - 72p
AB  - Bendway weirs are being considered by INDOT as a potential alternative countermeasure for bank erosion at channel bends that might be more environmentally sensitive than the traditional riprap. These are linear structures extending riverwards from the bank to be protected, but unlike the more familiar spur structure, they are intended to be overtopped by the design flow. The flow over the weir crest is supposed to be directed perpendicular to the plane of the weir, and so by appropriate placement of the weir(s), the flow can be directed away from the bank, thus protecting it. Design guidelines for such structures are available in HEC-23, but these have not received much detailed scrutiny regarding their performance. Also, the HEC-23 design is independent of approach velocity. A laboratory study was conducted to examine the effectiveness of bendway weirs based on the HEC-23 guidelines in protecting the outer bank of 90° bend, characterized by a single ratio of radius of curvature to top width of 3.3. The laboratory model had both erodible bed and banks. Experiments were conducted with and without weirs, with three different weir crest heights (including one that was essentially not overtopped), and two approach velocities. Measurements of erodible boundary elevations as well as point velocities were made. Effectiveness was assessed by comparison with the corresponding no-weir case, and with the initial ‘artificial’ channel geometry. Compared to the initial geometry, the HEC-23-based weir protected the toe of the outer bank, but, under design conditions, still allowed significant erosion in the upper part of the outer bank. This remained the case even when the weir crest height was increased above the level recommended in HEC-23, and only the case where the weir crest was above the water surface was there any significant improvement in protection of the upper outer bank. Higher approach velocities were found associated with an increased rate of erosion. The point velocity measurements did not give strong evidence that the overtopping flow had substantial erosion potential. They did suggest that erosion could occur even where the local velocities were markedly below the critical velocity associated with equilibrium straight-channel flows, even where slope effects were included. Mass failure or slumping rather than direct shear erosion seems a more plausible mechanism for much of the observed bank retreat.
KW  - Bank protection
KW  - Banks (Waterways)
KW  - Channel stabilization
KW  - Countermeasures
KW  - Erosion
KW  - Erosion control
KW  - Riprap
KW  - Scour
KW  - Spur dikes
KW  - Weirs
UR  - http://dx.doi.org/10.5703/1288284314249
UR  - https://trid.trb.org/view/1218715
ER  - 

TY  - RPRT
AN  - 01457794
AU  - Frosch, Robert J
AU  - Gutierrez, Sergio
AU  - Hoffman, Jacob S
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Control and Repair of Bridge Deck Cracking
PY  - 2010/11//Final Report
SP  - 335p
AB  - Cracking of bridge decks poses a significant threat to the lifespan of our nation’s bridges. Cracking has been shown to occur in various climates and geographical areas and can be seen on various types of superstructures. Often these cracks appear before or shortly after opening the bridge to live loads. Cracks in the deck create a path for water and deicing salts to reach the steel, often leading to corrosion of the reinforcement, greatly reducing the durability of the deck. Measures must be taken during design and construction to control bridge deck cracking and prolong the lifespan of bridges. In addition, there is a need to develop effective methods to repair cracks in existing bridge decks. This project consisted of four phases of research to investigate methods to control and repair deck cracking. The first phase of the study was a field investigation of a new bridge that is experiencing significant deck cracking. The second phase was an evaluation of previous recommendations regarding curing and concrete mix design and their effect on the control of deck cracking. The third phase of the study evaluated the effectiveness of a variety of commercially available crack repair products. The fourth phase evaluated the influence of the design and layout of the deck reinforcement in controlling crack widths. Based on the findings of this study, inadequate deck reinforcement and poor construction practices, particularly deck casting during poor weather conditions, were identified as major causes of bridge deck cracking for the structure investigated. Recommendations are provided for the design and construction of new bridge decks as well as for the repair of existing bridge decks. In particular, a minimum 7 day minimum wet cure is recommended along with alterations to the concrete mix to reduce bridge deck cracking through the reduction of concrete shrinkage. Recommendations are also provided regarding the amount of reinforcement required to optimally control crack widths and improve the durability of bridge decks. Finally, guidance is provided regarding both the selection and application of deck repair materials.
KW  - Bridge decks
KW  - Concrete curing
KW  - Cracking
KW  - Maintenance
KW  - Repairing
KW  - Shrinkage
UR  - http://dx.doi.org/10.5703/1288284314267
UR  - https://trid.trb.org/view/1218733
ER  - 

TY  - RPRT
AN  - 01451624
AU  - United States Federal Highway Administration
TI  - Cidra Corridor from Cidra Industrial Street to PR-52 : environmental impact statement
PY  - 2010/11//Volumes held: Draft, Draft AppendixA, Draft AppendixB-D, Draft AppendixD-H, Draft AppendixH-N, Draft AppendixO(in 2 pts), Draft AppendixP-R
KW  - Environmental impact statements
KW  - Puerto Rico
UR  - https://trid.trb.org/view/1220168
ER  - 

TY  - RPRT
AN  - 01451196
AU  - United States Federal Highway Administration
TI  - Restore full highway access between the communities of Mariposa and El Portal via State Route 140 from 8 miles east of Briceburg to 7.6 miles west of El Portal in Mariposa County (post miles 42.0 to 42.7) : environmental impact statement
PY  - 2010/11//Volumes held: Draft
KW  - California
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1219740
ER  - 

TY  - RPRT
AN  - 01445978
AU  - Rochat, Judith L
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
TI  - Investigation of Temperature Correction for Tire/Pavement Noise Measurements
PY  - 2010/11//Final Report
SP  - 70p
AB  - The Volpe Center Acoustics Facility, in support of the Federal Highway Administration, investigated the influence of temperature on tire/pavement noise in order to provide guidance on correcting for temperature variations in measured sound levels. Several traffic noise and vehicle pass-by data sets with broad variation in both pavement and air temperatures were examined to help determine trends relating to the effects of temperature. The parameters investigated include: air vs. pavement temperature, single vehicle types vs. mixed traffic, and pavement type. Since the effects of temperature appeared to be fairly small over temperature ranges available for the data sets examined, care was taken to apply the proper statistics to determine if the slope of the regression line for sound level as a function of temperature was, in fact, not zero. Results show that there is usually a trend of slightly decreasing sound levels with increasing temperatures, although the strength of the effect varies by temperature measurement medium (air vs. pavement), vehicle type, and pavement type, and there are exceptions. The application of various temperature correction schemes to wayside measured data shows that it is possible to reduce error related to temperature variations, but one should do so cautiously, with the understanding that application of generic or semi-generic corrections may lead to an unnecessary or unfavorable outcome in some cases.
KW  - Linear regression analysis
KW  - Pavements
KW  - Temperature
KW  - Tire/pavement noise
KW  - Traffic noise
UR  - http://ntl.bts.gov/lib/41000/41800/41865/DOT-VNTSC-FHWA-11-01.pdf
UR  - https://trid.trb.org/view/1212595
ER  - 

TY  - RPRT
AN  - 01376105
AU  - Andreen, Burt
AU  - Kalivoda, Cody
AU  - Ksaibati, Khaled
AU  - University of Wyoming, Laramie
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - Utilizing Automated Data Collection Vehicle Measurements in Determining the
Fore Slopes of Shoulders
PY  - 2010/11//Final Report
SP  - 102p
AB  - The Wyoming Department of Transportation has an interest in collecting automated data on pavement shoulders. Such data would include shoulder width, type, as well as slope. Pathway Services Inc. has been collecting Pavement Management Systems (PMS) data on roadways in Wyoming, and indicated they had the ability to measure the transverse profile of ten to twenty feet from the white strip shoulder marking. Pathway Services has offered to provide measurements on test sections in Wyoming since they had not collected such data for any other states, so it was important to them to determine the limitations or potential of the system. The test sections included seventy miles of Wyoming highways with shoulder widths varying from zero to ten feet in two foot increments. Vegetation observations were made by researchers from the Wyoming Technology Transfer Center-Local Technical Assistance Program on the same day when Pathway’s data was collected to ensure identical conditions. It was found that the section with no shoulder had the most vegetation and the most varied slope measurements. It was concluded that vegetation does affect the accuracy of the sensor and that the sensor could not read past the pavement taper. In addition, the manually collected slope measurements and the automated slope measurements were statistically different on most of the sections included in the experiment.
KW  - Automated data analysis
KW  - Road shoulders
KW  - Shoulder width
KW  - Slopes
KW  - Vegetation
KW  - Wyoming (Iowa)
UR  - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/AutomatedDataCollection..pdf
UR  - http://ntl.bts.gov/lib/44000/44300/44322/AutomatedDataCollection..pdf
UR  - https://trid.trb.org/view/1143042
ER  - 

TY  - RPRT
AN  - 01357803
AU  - Harvey, Omar
AU  - Harris, Pat
AU  - Sebesta, Stephen
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Test Procedure for Determining Organic Matter Content in Soils – UV-Vis Method
PY  - 2010/11
SP  - 14p
AB  - The Texas Department of Transportation has been having problems with organic matter in soils that they stabilize for use as subgrade layers in road construction. The organic matter reduces the effectiveness of common soil additives (lime/cement) in stabilization projects. The researchers developed a technique using UV-Vis spectroscopy to measure the harmful organic matter in another project (0-5540). This project consisted of purchasing three UV-Vis instruments, equipping them with software to measure the organic matter and doing two trainings with the Texas Department of Transportation. Following the trainings, four laboratories analyzed 20 natural soil samples and three laboratory standards to determine repeatability and reproducibility between the laboratories. Researchers also continued testing real project soils to see what mitigation techniques researchers could use. Researchers determined that three replicates need to be run to achieve 95 percent confidence that the measured value is the true value. Researchers determined that soils with organic matter below 1.5 percent can be safely treated, and soils with an organic matter to Eades & Grim optimum lime (OM:EG) ratio less than 0.5 have the greatest potential for mitigation with additional lime application. Additionally, calcium chloride added to the soil with the lime improved the formation of pozzolanic reaction products and strengths of some soils. This work illustrates the complex nature of organic interactions with soil stabilizers and the many questions left unresolved.
KW  - Calcium chloride
KW  - Calcium oxide
KW  - Laboratory tests
KW  - Organic content
KW  - Repeatability
KW  - Reproducibility
KW  - Soil stabilization
KW  - Soils
KW  - Subgrade (Pavements)
KW  - Test procedures
KW  - Ultraviolet spectroscopy
UR  - http://tti.tamu.edu/documents/5-5540-01-P4.pdf
UR  - https://trid.trb.org/view/1123240
ER  - 

TY  - RPRT
AN  - 01352742
AU  - Shour, Kyle
AU  - Steinhaus, Kent
AU  - Coonrod, Julie
AU  - Stone, Mark
AU  - University of New Mexico, Albuquerque
AU  - New Mexico Department of Transportation
AU  - Federal Highway Administration
TI  - Construct and Test Scale Model Box Culvert Design Project
PY  - 2010/11//Final Report
SP  - 19p
AB  - The research team at the University of New Mexico’s (UNM) hydraulics lab designed, constructed, and tested a 1:20 scale physical model of a proposed culvert in Jemez Springs, New Mexico. The culvert design was developed by the New Mexico Department of Transportation (NMDOT). The culvert receives supercritical flow from the Church Canyon Arroyo. As a result of existing structures, complex arroyo planform, and variable slopes, the culverts response to a supercritical flow regime was difficult to know. Therefore, physical modeling was performed. The UNM research team tested the culvert’s capacity and ability to reduce velocities to match existing conditions. This included evaluating HEC 14 roughness element design and proposing alternatives. Researchers determined that NMDOT design performed sufficiently, conveying 100-year flows and reducing velocities. UNM researchers also propose a design alternative that has fewer roughness elements and roughness elements in fewer culvert sections, allowing for easier maintenance. The modeling process and results have been discussed in this report.
KW  - Box culverts
KW  - Construction
KW  - Design
KW  - Flow velocity
KW  - Jemez Springs (New Mexico)
KW  - Roughness
KW  - Scale models
KW  - Supersonic flow
KW  - Testing
UR  - http://dot.state.nm.us/content/dam/nmdot/Research/NM10DSN-02%20Culvert%20Design%20Final%20Report.pdf
UR  - https://trid.trb.org/view/1117264
ER  - 

TY  - RPRT
AN  - 01346524
AU  - Lawson, William D
AU  - Wood, Timothy A
AU  - Newhouse, Charles D
AU  - Jayawickrama, Priyantha W
AU  - Texas Tech University, Lubbock
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluating Existing Culverts for Load Capacity Allowing for Soil Structure Interaction
PY  - 2010/11//Technical Report
SP  - 312p
AB  - This study explores culvert load rating practices and procedures as applied to the Texas Department of Transportation's (TxDOT’s) archive of 1477 culvert designs and their inventory of more than 13,000 in-service reinforced concrete box culverts. The problem is that when older culverts are load-rated based on current AASHTO policy, many competent, serviceable culverts are shown to be deficient, requiring load posting, retrofit or replacement. A disconnect exists between culvert structural analysis practices and actual culvert performance. To address this challenge, the research focused on development of a clear, repeatable and reliable procedure for TxDOT engineers and their consultants to use for load rating culverts in the TxDOT roadway system. Articulated in TxDOT’s Culvert Rating Guide, the new load rating procedure uses three increasingly-sophisticated analysis approaches, ranging from a direct stiffness frame model to a production-oriented finite element model which accounts for soil-structure interaction. Validation of the Culvert Rating Guide involved three major tasks. First, the researchers load-rated a statistically representative sample of 100 of TxDOT’s culvert designs. Second, a parametric study was performed to evaluate six independent variables associated with culvert load rating. Third, instrumented load tests on three in-service culverts were conducted to compare measured demands with predicted values. This work showed that the analytical methods in the Culvert Rating Guide produce conservative load ratings yet still allow for reduction in excess over-conservatism in the load rating process.
KW  - Bearing capacity
KW  - Box culverts
KW  - Culverts
KW  - Design
KW  - Load factor
KW  - Load rating (Culverts)
KW  - Load tests
KW  - Soil structure interaction
KW  - Structural analysis
UR  - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/TxDOT-0-5849-Research_ReportFINAL.pdf
UR  - https://trid.trb.org/view/1108668
ER  - 

TY  - RPRT
AN  - 01343476
AU  - Cuelho, Eli
AU  - Stephens, Jerry
AU  - Akin, Michelle
AU  - Western Transportation Institute
AU  - Montana Department of Transportation
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
TI  - Seven-Year Evaluation of Three Instrumented Bridge Decks in Saco, Montana
PY  - 2010/11//Final Report
SP  - 92p
AB  - Since the service life of concrete bridge decks designed by traditional procedures is often shorter than desired, their ability to withstand constant and heavy use in a variety of operating environments is of major concern. In this project, the relative performance of three bridge decks constructed with different concretes and reinforcing steel configurations was studied to help determine which deck offers the best performance over time. The decks investigated consist of a) a deck reinforced following the Montana Department of Transportation’s (MDT’s) standard practice constructed with conventional concrete, b) a deck reinforced according to AASHTO’s empirical design procedure constructed with conventional concrete, and c) a deck reinforced following MDT’s standard practice constructed with high performance concrete (HPC). The performance of the three decks was studied by conducting periodic visual distress surveys and corrosion tests and by monitoring data from an array of strain and temperature instrumentation embedded in each of the bridge decks during construction in 2003. The conclusion from an extensive evaluation conducted when the bridges were two years old indicated that the three bridge decks were generally behaving similarly. A follow-on evaluation when the bridges were seven years old revealed that the bridge decks continue to behave similarly, with the HPC deck possibly offering the best relative performance based on lower cracking levels and lower strain magnitudes. The decks are still relatively young, and more substantial differences in their durability and performance may emerge over time.
KW  - Bridge decks
KW  - Corrosion tests
KW  - Distress (Bridges)
KW  - Durability
KW  - Empirical design
KW  - High performance concrete
KW  - Instrumentation
KW  - Monitoring
KW  - Performance measurement
KW  - Performance monitoring
KW  - Reinforced concrete
KW  - Saco (Montana)
KW  - Strain measurement
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/threedecks/final_report_nov10.pdf
UR  - http://www.mdt.mt.gov/research/projects/structures/threedecks.shtml
UR  - http://ntl.bts.gov/lib/45000/45800/45868/final_report_nov10_90.pdf
UR  - https://trid.trb.org/view/1105317
ER  - 

TY  - RPRT
AN  - 01342275
AU  - Rupnow, Tyson
AU  - Louisiana Transportation Research Center
AU  - Louisiana Department of Transportation and Development
AU  - Federal Highway Administration
TI  - Evaluation of the LA 1 Bridge at the Morganza Flood Control Structure
PY  - 2010/11//Technical Assistance
SP  - 25p
AB  - This technical assistance report documents the investigation conducted by the Louisiana Transportation Research Center (LTRC) of the LA 1 Bridge located at the flood control structure near Morganza, LA. The in-place condition of the bridge deck showed signs of wear in terms of exposed aggregate and cracking. The depths of the cracks generally did not extend to the reinforcement steel and the condition of the steel showed little to no corrosion in the full and partial depth cores. No delamination was found when the site was visited. The tensile and compressive strengths proved adequate and the pull-off test strengths showed that an epoxy type overlay will be very well suited as a rehabilitation technique.
KW  - Bridge decks
KW  - Concrete
KW  - Evaluation and assessment
KW  - Rehabilitation (Maintenance)
KW  - Structural deterioration and defects
UR  - http://www.ltrc.lsu.edu/pdf/2011/tar_11_1TA.pdf
UR  - https://trid.trb.org/view/1103931
ER  - 

TY  - RPRT
AN  - 01335450
AU  - Iowa State University, Ames
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Overlay Field Application Program, Pennsylvania US-119
PY  - 2010/11//Final Report
SP  - 19p
AB  - The Concrete Overlay Field Application Program is administered by the Federal Highway Administration (FHWA) and the National Concrete Pavement Technology Center (CP Tech Center).  The overall objective of this program is to increase the awareness and knowledge of concrete overlay applications among state departments of transportation (DOTs), contractors, and engineering consultants.  Expert teams have been assembled from across the U.S. to assist DOTs and strengthen their confidence in concrete overlay solutions. The Pennsylvania Department of Transportation (PennDOT) elected to participate in the FHWA/CP Tech Center Program. The 2.2-mile long Penn State section of US-119 was chosen for PennDOT's initial concrete overlay implementation efforts. The project was designed and let to contract by PennDOT. This report describes the overlay construction and lessons learned.
KW  - Concrete overlays
KW  - Construction management
KW  - Lessons learned
KW  - Pavement design
KW  - Pennsylvania
KW  - United States Highway 119
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/Overlay%20Field%20Application%20US%20119.pdf
UR  - https://trid.trb.org/view/1098949
ER  - 

TY  - RPRT
AN  - 01335442
AU  - Schmitt, Rolf
AU  - Sprung, Michael
AU  - Rick, Christopher
AU  - Sedor, Joanne
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - Freight Facts and Figures 2010
PY  - 2010/11
SP  - 78p
AB  - This report provides an overview of freight transportation in the United States, focusing on the volume and value of freight shipments, the extent of the freight network, industry employment and productivity patterns, and related safety, energy use, and environmental effects. Economic and social characteristics of the United States also are provided as background information. Metric data are available for several tables as well. All modes of freight transportation are covered.
KW  - Economic factors
KW  - Employment
KW  - Energy consumption
KW  - Environmental impacts
KW  - Freight transportation
KW  - Networks
KW  - Productivity
KW  - Safety
KW  - Shipments
KW  - Social factors
KW  - Tables (Data)
KW  - Trade
KW  - United States
UR  - http://www.ops.fhwa.dot.gov/freight/freight_analysis/nat_freight_stats/docs/10factsfigures/pdfs/fff2010_highres.pdf
UR  - https://trid.trb.org/view/1098988
ER  - 

TY  - RPRT
AN  - 01335397
AU  - Fang, Howie
AU  - Li, Ning
AU  - Tian, Ning
AU  - University of North Carolina, Charlotte
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Median Barrier Placement on Six-lane, 46-foot Median Divided Freeways
PY  - 2010/11//Final Report
SP  - 121p
AB  - This report summarizes the research efforts of using finite element modeling and simulations to evaluate the performance of W-beam guardrails and cable median barriers on six-lane, 46-foot median divided freeways. A literature review is included on performance evaluation of W-beam guardrails and cable barriers as well as applications of finite element modeling and simulations in roadside safety research. The three types of barriers evaluated in this project are the single-face W-beam, double-face W-beam (two designs), and generic low-tension cable barrier. All three types of barriers were evaluated at three impact speeds and three impact angles. Full-scale crash simulations were first performed on a single-face W-beam guardrail placed on the border of a 2.5:1 slope and the shoulder. Two designs of a double-face W-beam guardrail, which replaced the single-face W-beam at the same location, were then evaluated using simulations and compared to the single-face one. Finally, simulations were performed on vehicles impacting the cable median barrier placed on a 4:1 slope. The simulation results demonstrated the effects of sloped medians on vehicle redirection after contacting the cable median barriers or W-beam guardrails. A common issue for a sloped median is the increased potential of vehicle rollovers, particularly for large-size vehicles. The results will be used to update and validate the standard drawings and strategies for placement of median guardrails and cable barriers. The use of finite element simulations is shown to be both effective and efficient, because they are nondestructive, repeatable, modifiable, and inexpensive. Furthermore, finite element simulations can be used to study crash scenarios that are impossible and/or extremely expensive to conduct physical crash testing. Finite element modeling and simulations are recommended for future investigations of other research issues.
KW  - Cable barriers
KW  - Cables
KW  - Divided highways
KW  - Finite element method
KW  - Freeways
KW  - Guardrails
KW  - Impact angle
KW  - Impact speed
KW  - Impact tests
KW  - Location
KW  - Median barriers
KW  - Redirection (Impacting vehicle)
KW  - Roadside
KW  - Simulation
KW  - W beams
KW  - W-beam guardrail
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2009-04finalreport.pdf
UR  - https://trid.trb.org/view/1098768
ER  - 

TY  - RPRT
AN  - 01335389
AU  - Wenzlick, John D
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Experimental Galvanic Anode for Cathodic Protection of Bridge A12112
PY  - 2010/11//Final Report
SP  - 26p
AB  - Cathodic Protection (CP) has been used by the Missouri Department of Transportation (MoDOT) for more than 30 years to stop corrosion of reinforced concrete bridge decks. These systems require power from local electrical connections. A galvanic system uses the difference in electrical potential between the anode and the reinforcing steel in the deck to generate enough current itself to cathodically protect the steel. Corrpro Companies, Inc. approached MoDOT with a new galvanic CP anode, at no cost, for installation on a portion of bridge deck. The anode was installed along with a concrete overlay in 2005 and monitored for five years. The anode’s power output was adequate to protect the reinforcing steel but so reactive when installed in the wet concrete that it caused disbonding of the overlay. It is not recommended for future use in its current configuration. This was the best galvanic anode for bridge decks developed so far; a good galvanic anode for bridges is still needed.
KW  - Anodes
KW  - Bridge decks
KW  - Bridges
KW  - Cathodic protection
KW  - Corrosion protection
KW  - Missouri
KW  - Reinforced concrete
UR  - http://library.modot.mo.gov/RDT/reports/Ri04030/or11013.pdf
UR  - http://ntl.bts.gov/lib/36000/36000/36040/or11013.pdf
UR  - https://trid.trb.org/view/1098718
ER  - 

TY  - RPRT
AN  - 01333773
AU  - Spear, Bruce
AU  - Vandervalk, Anita
AU  - Snyder, Dena
AU  - Cambridge Systematics, Inc.
AU  - Federal Highway Administration
TI  - Roadway Geometry and Inventory Trade Study for IntelliDriveSM Applications
PY  - 2010/11//Final Report
SP  - 148p
AB  - The U.S. Department of Transportation IntelliDrive initiative seeks to improve transportation safety and mobility while reducing the environmental impact of surface transportation through the use of networked wireless communication among vehicles, roadway infrastructure, and travelers’ personal communication devices. This report summarizes the findings of an investigation of existing and emerging sources of roadway geometry and inventory data (including public and commercial databases) as well as technologies and methods for collecting, maintaining, and updating roadway attribute information. These data sources are compared along several technical dimensions including geographic coverage, network connectivity, feature resolution, positional accuracy, included attributes, data format and size, and methods and frequency of updates and are evaluated relative to potential near-term IntelliDrive application data needs as indicated by prior research and discussions with IntelliDrive stakeholder groups. The study also examines the workflow practices and business models of current data providers and their capacity for delivering the roadway data needed for future IntelliDrive applications. Based on the findings from the trade study, current roadway geometry and inventory data gaps are identified. Recommendations are proposed for specific research activities and institutional and regulatory options to address data gaps.
KW  - Attributes (Spatial features)
KW  - Geometry
KW  - Geospatial data
KW  - Highways
KW  - Information technology
KW  - IntelliDrive (Program)
KW  - Intelligent transportation systems
KW  - Wireless communication systems
UR  - http://www.fhwa.dot.gov/publications/research/safety/10073/10073.pdf
UR  - https://trid.trb.org/view/1094822
ER  - 

TY  - RPRT
AN  - 01332919
AU  - Graybeal, Benjamin A
AU  - Federal Highway Administration
TI  - Behavior of Field-Cast Ultra-High Performance Concrete Bridge Deck Connections Under Cyclic and Static Structural Loading
PY  - 2010/11//Final Report
SP  - 116p
AB  - The use of modular bridge deck components has the potential to produce higher quality, more durable bridge decks; however, the required connections have often proved lacking, resulting in less than desirable overall system performance. Advanced cementitious composite materials whose mechanical and durability properties far exceed those of conventional concretes present an opportunity to significantly enhance the performance of field-cast connections thus facilitating the wider use of modular bridge deck systems. Ultra-high performance concrete (UHPC) represents a class of such advanced cementitious composite materials. Of particular interest here, UHPCs can exhibit both exceptional bond when cast against previously cast concrete and can significantly shorten the development length of embedded discrete steel reinforcement. These properties allow for a redesign of the modular component connection, facilitating simplified construction and enhanced long-term system performance. This study investigated the structural performance of field-cast UHPC connections for modular bridge deck components. The transverse and longitudinal connection specimens simulated the connections between precast deck panels and the connections between the top flanges of deck-bulb-tee girders, respectively. Testing included both cyclic and static loadings. The results demonstrated that the field-cast UHPC connection facilitates the construction of an emulative bridge deck system whose behaviors should meet or exceed those of a conventional cast-in-place bridge deck. This report corresponds to the TechBrief titled “Field-Cast UHPC Connections for Modular Bridge Deck Elements” (FHWA-HRT-11-022).
KW  - Accelerated construction
KW  - Bridge decks
KW  - Cyclic tests
KW  - Fiber reinforced concrete
KW  - Girder bridges
KW  - High performance concrete
KW  - Reinforced concrete bridges
KW  - Ultra high performance concrete
UR  - http://ntl.bts.gov/lib/35000/35400/35413/FHWA-HRT-11-023.pdf
UR  - https://trid.trb.org/view/1096600
ER  - 

TY  - RPRT
AN  - 01331229
AU  - Fitzpatrick, Kay
AU  - Chrysler, Susan T
AU  - Iragavarapu, Vichika
AU  - Park, Eun Sug
AU  - Texas Transportation Institute
AU  - Federal Highway Administration
TI  - Crosswalk Marking Field Visibility Study
PY  - 2010/11//Technical Report
SP  - 120p
AB  - The objective of this study was to investigate the relative daytime and nighttime visibility of three crosswalk marking patterns: transverse lines, continental, and bar pairs. In general, this study collected information on the distance from the crosswalk at which the participant verbally indicated its presence. The 78 participants were about evenly divided between groups of male and female participants and between groups of younger (younger than 55 years old) and older (55 years old or older) participants. The study was conducted in November 2009 using instrumented vehicles on an open road route on the Texas A&M University campus. Data were collected during two periods: daytime (sunny and clear or partly cloudy) and nighttime (street lighting on). Existing markings (six intersection and two midblock locations) and new markings installed for this study (nine midblock locations) were tested. For the sites where markings were newly installed for this study, the detection distances to bar pairs and continental markings were similar, and they were statistically different from the detection distance to transverse markings both during the day and at night. For the existing midblock locations, a general observation was that the continental markings were detected at about twice the distance upstream as the transverse markings during daytime conditions. This increase in distance reflects 8 s of increased awareness of the presence of the crossing at 30-mi/h operating speeds. Participants also rated the appearance of markings on a scale of A to F. These results mirrored the findings from the detection distance evaluation. Overall, participants preferred the continental and bar pairs markings over the transverse markings.
KW  - Crosswalks
KW  - Daylight
KW  - Detection distance
KW  - Field studies
KW  - Intersections
KW  - Midblock crossings
KW  - Night visibility
KW  - Road markings
KW  - Visibility
UR  - http://www.fhwa.dot.gov/publications/research/safety/pedbike/10068/10068.pdf
UR  - https://trid.trb.org/view/1094969
ER  - 

TY  - JOUR
AN  - 01330497
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Jones, Katy
AU  - Yunk, Karen
AU  - Carter, Daniel
TI  - The CMF Clearinghouse: A Handy Safety Tool
PY  - 2010/11
VL  - 74
IS  - 3
SP  - pp 16-20
AB  - Crash modification factors (CMFs) represent valuable pieces of information for safety professionals. CMFs are multiplicative factors used to compute the expected number of crashes that might occur after implementing a given countermeasure at a specific site. Over the years, researchers have developed thousands of CMFs to estimate the expected safety improvement associated with implementation of various countermeasures. By performing the CMF calculations, engineers can weigh the relative costs and benefits of installing various countermeasures and inform decision makers about the solution most likely to improve overall safety at a given location. However, CMFs are useful only if easily available to practitioners. Recognizing the growing need for a centralized location to store and provide easy access to the CMFs, the Federal Highway Administration (FHWA) recently launched the Web-based Crash Modification Factors Clearinghouse (www.CMFClearinghouse.org). As of August 2010, the clearinghouse provides access to more than 2,500 CMFs for over 700 countermeasures, as well as guidance to help transportation professionals use CMFs to improve their decisions about road safety. The clearinghouse coordinates closely with information covered in AASHTO's Highway Safety Manual.  The site also features information on training and cost-benefit analyses. FHWA structured the clearinghouse to include several key features, including a reliability rating system and lists of both CMFs and crash reduction factors (estimates of the percentage reduction in crashes). The CMFs in the manual meet strict inclusion criteria.  After drawing on existing compilations of CMFs to populate the clearinghouse upfront, FHWA now updates the site quarterly as new CMFs become available. FHWA is encouraging transportation professionals to develop CMFs within their own agencies by conducting safety evaluation studies using data from their jurisdictions. These evaluation studies can be submitted for possible inclusion in the clearinghouse.
KW  - Benefit cost analysis
KW  - Clearinghouses
KW  - Countermeasures
KW  - Crash modification factors
KW  - Crash rates
KW  - Data banks
KW  - Decision making
KW  - Highway safety
KW  - Safety engineering
KW  - Traffic crashes
KW  - Training
KW  - Transportation engineering
KW  - U.S. Federal Highway Administration
KW  - Websites (Information retrieval)
UR  - http://www.fhwa.dot.gov/publications/publicroads/10novdec/04.cfm
UR  - https://trid.trb.org/view/1090697
ER  - 

TY  - JOUR
AN  - 01330493
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Cronin, Brian
AU  - Mortensen, Steve
AU  - Sheehan, Robert
AU  - Thompson, Dale
TI  - Integrated Corridor Management
PY  - 2010/11
VL  - 74
IS  - 3
SP  - pp 6-11
AB  - The greatest concentrations of traffic congestion occur along critical transportation corridors, which link residential areas, business centers, sports arenas, and shopping areas. Integrated corridor management (ICM) -- the coordination of transportation operations to improve travel management -- is a key strategy to address traffic congestion. This article provides an overview of ICM and the progress to date. ICM enables departments of transportation (DOTs) to optimize use of available infrastructure by directing travelers to underutilized capacity in a transportation corridor. Strategies include motorists shifting their trip departure times, routes, or modal choices, or DOTs dynamically adjusting capacity by changing metering rates at entrance ramps or adjusting traffic signal timings to accommodate demand fluctuations. In an ICM corridor, travelers can shift to transportation alternatives -- even during the course of their trips -- in response to changing traffic conditions.  ICM research involving analysis, modeling, and simulation at a test corridor in San Francisco and preliminary results from three other analysis, modeling, and simulation pioneer sites (Dallas, Minneapolis, and San Diego) indicate that corridors that implement ICM can expect greater travel time reliability and productivity of corridor networks, and reduced fuel consumption and emissions.  The ICM Initiative, which the U.S. Department of Transportation (USDOT) launched in 2006, now is moving from the basic initial research and preliminary studies at pioneer sites to the demonstration phase.
KW  - Dallas (Texas)
KW  - Field studies
KW  - Highway corridors
KW  - Integrated corridor management
KW  - Minneapolis (Minnesota)
KW  - San Diego (California)
KW  - San Francisco (California)
KW  - Traffic congestion
KW  - Travel demand management
KW  - U.S. Department of Transportation
UR  - http://www.fhwa.dot.gov/publications/publicroads/10novdec/02.cfm
UR  - https://trid.trb.org/view/1090695
ER  - 

TY  - JOUR
AN  - 01329810
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Murdaugh, Henry C
AU  - Carter, Stephanie
TI  - Workforce Development in Action
PY  - 2010/11
VL  - 74
IS  - 3
SP  - pp 12-15
AB  - As the transportation field continues to evolve, the industry faces increasingly complex challenges. Responding to these challeges requires a diverse, multidisciplinary, and well-trained workforce. For nearly 30 years, the Federal Highway Administration’s Dwight David Eisenhower Transportation Fellowship program has served as a catalyst for transportation workforce development. This article describes the Fellowship program. The mission of the Eisenhower Transportation Fellowship program is to advance transportation workforce development by attracting the brightest minds to the field, enhance the careers of transportation professionals by encouraging them to pursue advanced degrees, and retain top talent in the U.S. transportation industry. The program provides funding for students pursuing undergraduate degrees, masters' degrees, or doctorates in transportation-related fields. The Eisenhower program consists of eight fellowship categories that represent the diversity of the current and future transportation workforce, emphasize the interdisciplinary nature of modern transportation, and extend professional expertise beyond the traditional areas of engineering and science.  To date, it has awarded more than 2,000 fellowships in a variety of fields, and more than 80% of recipients have gone on to careers in the transportation industry.
KW  - Dwight David Eisenhower Transportation Fellowship Program
KW  - Education and training
KW  - Fellowship programs
KW  - Labor force
KW  - Personnel development
KW  - Professional personnel
KW  - Transportation careers
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/10novdec/03.cfm
UR  - https://trid.trb.org/view/1090696
ER  - 

TY  - JOUR
AN  - 01329799
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Bared, Joe
AU  - Saiko, Don
TI  - The Double Crossover Diamond
PY  - 2010/11
VL  - 74
IS  - 3
SP  - pp 2-5
AB  - This article describes the design and benefits of the double crossover diamond (DCD) interchange, which is a variation of the traditional diamond interchange. The geometric design of the DCD channelizes vehicular traffic on a grade-separated crossroad from the right side of the road to the left side and then back again at the ramp terminals.   What distinguishes the DCD from the conventional diamond interchange is that it combines left-turning traffic with through traffic. This is accomplished by having both left-turn and through vehicles cross over to the opposite sides of the roadway at the ramp terminals. The result is that northbound traffic traveling over the bridge travels on the roadway on the left (between the two ramp terminals), and the southbound traffic also travels on the roadway to the left. The DCD design offers advantages in operational capacity, safety, environment protection, and cost compared with the conventional diamond interchange.  Although the DCD design has been used in France for 30 years, until recently few U.S. engineers were aware of its existence.  The Federal Highway Administration began to explore the geometric and operational aspects of the DCD design in 2004. To accomplish this, they developed two types of simulations: microsimulations that facilitated modeling of design and operational characteristics, and a full-scale drivable model that allowed direct observation of driver performance.  The Missouri Department of Transportation opened the first DCD in the United States on June 21, 2009.  The Missouri project was significantly cheaper and faster to build than a single-point interchange. During the first 6 months of operation, the DCD reduced crashes by 50% between the ramp terminals and by 25% between the first intersections north and south of the interchange, compared to the same period in 2008.
KW  - Diamond interchanges
KW  - Double crossover diamond interchanges
KW  - Geometric design
KW  - Highway capacity
KW  - Highway design
KW  - Highway operations
KW  - Highway safety
KW  - Highway traffic control
KW  - Missouri
KW  - Missouri Department of Transportation
KW  - Traffic simulation
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/10novdec/01.cfm
UR  - https://trid.trb.org/view/1090694
ER  - 

TY  - RPRT
AN  - 01329772
AU  - Von Quintus, Harold L
AU  - Rao, Chetana
AU  - Bhattacharya, Biplab
AU  - Titi, Hani
AU  - English, Ryan
AU  - Applied Research Associates, Incorporated
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Intelligent Compaction Technology for Densification of Roadway Subgrades and Structural Layers
PY  - 2010/11//Final Report
SP  - 174p
AB  - The overall goal of WHRP Study #0092-08-07 was to collect information and data on the use of intelligent compaction (IC) technology to allow the Wisconsin DOT to make an informed decision on any useful application of this technology.  Three objectives were identified to meet the overall goal of the study: (1) identify the advantages and limitations of the IC technology; (2) determine the material types and conditions that might cause inaccurate decisions or output from the IC roller (e.g., the accuracy of the outputs regarding layer stiffness), and (3) provide recommendations to the Wisconsin DOT on the use and implementation of IC technology for pavement construction.  Field demonstration projects were planned and executed to collect data and information related to the use of IC rollers in Wisconsin.  The demonstration projects confirmed that IC for soils is more advanced than for hot mix asphalt (HMA) layers.  Level 2 and Level 3 soil IC rollers can be used almost immediately in Wisconsin.  Unfortunately, there are many more issues or unanswered questions for compacting HMA layers than for unbound layers.  The two areas where IC rollers can have immediate positive benefits, especially for unbound materials, are: (1) as a testing device to continually  map the stiffness of an area prior to placing both unbound and HMA materials to identify areas with weak supporting layers and, after the layer has been compacted, and (2) to develop stiffness-growth relationships to determine the rolling pattern and number of passes to achieve a specific stiffness level.  The key technical issues include lift thickness, bridging localized construction defects, and the fact that the IC roller output is a composite value influenced by the supporting layers.  Additional pilot projects are recommended to increase contractor and agency personnel's confidence in using this technology.
KW  - Densification
KW  - Hot mix asphalt
KW  - Intelligent compaction
KW  - Pavement layers
KW  - Paving
KW  - Soils
KW  - Stiffness
KW  - Subgrade (Pavements)
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53907/08-07%2520FINAL%2520REPORT.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/08-07icforsubgrades-f.pdf
UR  - https://trid.trb.org/view/1090718
ER  - 

TY  - RPRT
AN  - 01329711
AU  - Harvey, Omar
AU  - Harris, Pat
AU  - Sebesta, Stephen
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Test Procedures for Determining Organic Matter Content in Soils - UV-Vis Method
PY  - 2010/11
SP  - 14p
AB  - The Texas Department of Transportation has been having problems with organic matter in soils that they stabilize for use as subgrade layers in road construction. The organic matter reduces the effectiveness of common soil additives (lime/cement) in stabilization projects. The researchers developed a technique using UV-Vis spectroscopy to measure the harmful organic matter in another project (0-5540). This project consisted of purchasing three UV-Vis instruments, equipping them with software to measure the organic matter and doing two trainings with the Texas Department of Transportation. Following the trainings, four laboratories analyzed 20 natural soil samples and three laboratory standards to determine repeatability and reproducibility between the laboratories. Researchers also continued testing real project soils to see what mitigation techniques researchers could use. Researchers determined that three replicates need to be run to achieve 95 percent confidence that the measured value is the true value. Researchers determined that soils with organic matter below 1.5 percent can be safely treated, and soils with an organic matter to Eades & Grim optimum lime (OM:EG) ratio less than 0.5 have the greatest potential for mitigation with additional lime application. Additionally, calcium chloride added to the soil with the lime improved the formation of pozzolanic reaction products and strengths of some soils. This work illustrates the complex nature of organic interactions with soil stabilizers and the many questions left unresolved.
KW  - Lime cement
KW  - Organic materials
KW  - Soil stabilization
KW  - Soil treatment
KW  - Spectroscopy
KW  - Swelling soils
KW  - Test procedures
UR  - http://tti.tamu.edu/documents/5-5540-01-P4.pdf
UR  - https://trid.trb.org/view/1089798
ER  - 

TY  - RPRT
AN  - 01329695
AU  - Steinberg, Eric
AU  - Sargand, Shad
AU  - Ohio University, Athens
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Forces in Wingwalls from Thermal Expansion of Skewed Semi-Integral Bridges
PY  - 2010/11
SP  - 88p
AB  - Jointless bridges, such as semi-integral and integral bridges, have become more popular in recent years because of their simplicity in the construction and the elimination of high costs related to joint maintenance. Prior research has shown that skewed semi-integral bridges tend to expand and rotate as the ambient air temperature increases through the season. As a result of the bridge movement, forces are generated and transferred to the wingwalls of the bridge. ODOT does not currently have a procedure to determine the forces generated in the wingwalls from the thermal expansion and rotation of skewed semi-integral bridges. In this study, two semi-integral bridges with skews were instrumented and monitored for behavior at the interface of the bridge’s diaphragm and wingwall. A parametric analysis was also performed to determine the effects of different spans and bridge lengths on the magnitude of the forces. Based on the field results from the study it is recommended for the design of the wingwalls turned to run nearly parallel with the longitudinal axis of skewed semi-integral bridges should include a 100 psi loading at the wingwall/diaphragm interface from the thermal expansion of the bridge. In addition, analytical evaluations showed that longer spans and higher skews than allowed by ODOT’s BDM could be used. However, additional considerations for larger movements and stresses generated at the wingwall/diaphragm interface would need to be considered in designs. Finally, bearing retainers in diaphragms, if used, require adequate cover to avoid spalling of concrete.
KW  - Diaphragms (Engineering)
KW  - Rotation
KW  - Semi-integral bridges
KW  - Skew bridges
KW  - Thermal expansion
KW  - Wingwalls
UR  - http://worldcat.org/oclc/698370115/viewonline
UR  - https://trid.trb.org/view/1090289
ER  - 

TY  - RPRT
AN  - 01328487
AU  - Middleton, Dan
AU  - Longmire, Ryan
AU  - Charara, Hassan
AU  - Bullock, Darcy
AU  - Bonneson, Jim
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Improving Stop Line Detection Using Video Imaging Detectors
PY  - 2010/11//Technical Report
SP  - 94p
AB  - The Texas Department of Transportation and other state departments of transportation as well as cities nationwide are using video detection successfully at signalized intersections. However, operational issues with video imaging vehicle detection systems (VIVDS) products occur at some locations. The resulting issues vary but have included: camera contrast loss resulting in max-recall operation;  failure to detect vehicles leading to excessive delay and red-light violations; and degraded detection accuracy during nighttime hours. This research resulted in the development of a formalized VIVDS test protocol and a set of performance measures that agencies can incorporate in future purchase orders and use to uniformly evaluate VIVDS products. It also resulted in the development of a VIVDS video library and conceptual plans for a field laboratory for future projects to deploy a range of VIVDS products at an operational signalized intersection. Researchers evaluated alternative VIVDS stop line detection designs and developed methods for enhancing the operation of VIVDS through adjustments in controller settings for day versus night versus transition periods, zone placement, and camera placement.
KW  - Automatic vehicle detection and identification systems
KW  - Evaluation
KW  - Highway traffic control
KW  - Signalized intersections
KW  - Stop lines
KW  - Video imaging detectors
UR  - http://tti.tamu.edu/documents/0-6030-1.pdf
UR  - https://trid.trb.org/view/1089516
ER  - 

TY  - SER
AN  - 01328166
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Graybeal, Ben
AU  - Federal Highway Administration
TI  - Finite Element Analysis of UHPC: Structural Performance of an AASHTO Type II Girder and a 2nd-Generation Pi-Girder
PY  - 2010/11
SP  - 6p
AB  - This document is a technical summary of the unpublished Federal Highway Administration (FHWA) report, Finite Element Analysis of Ultra-High Performance Concrete: Modeling Structural Performance of an AASHTO Type II Girder and a 2nd Generation Pi-Girder, available only through the National Technical Information Service, www.ntis.gov. The TechBrief highlights the results of a research program that developed finite element analysis modeling techniques applicable to ultra-high performance concrete (UHPC) structural components.
KW  - Concrete construction
KW  - Finite element method
KW  - Girders
KW  - Performance
KW  - Ultra high performance concrete
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/10079/10079.pdf
UR  - https://trid.trb.org/view/1086572
ER  - 

TY  - SER
AN  - 01328160
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Wiser, Larry
AU  - Federal Highway Administration
TI  - LTPP Computed Parameter: Dynamic Modulus
PY  - 2010/11
SP  - 4p
AB  - This document is a technical summary of the Federal Highway Administration (FHWA) report, LTPP Computed Parameter: Dynamic Modulus, FHWA-HRT-10-035.  The primary objective of this project was to develop estimates of the dynamic modulus, |E*|, of  hot-mix asphalt (HMA) layers on Long-Term Pavement Performance (LTPP) program test sections following the models used in the Mechanistic Empirical Pavement Design Guide (MEPDG).  These data will provide a means of linking MEPDG inputs (for HMA analysis) to known field performance as measured on LTPP test sections.  As part of this project, existing models used to estimate |E*| values were evaluated, and additional models were developed based on the use of Artificial Neural Networks (ANNs).  The models utilize readily available mixture and binder information to estimate dynamic modulus.
KW  - Dynamic modulus of elasticity
KW  - Hot mix asphalt
KW  - Long-Term Pavement Performance Program
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Neural networks
KW  - Pavement design
KW  - Pavement performance
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/11018/11018.pdf
UR  - https://trid.trb.org/view/1086592
ER  - 

TY  - SER
AN  - 01328154
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Graybeal, Ben
AU  - Federal Highway Administration
TI  - Field-Cast UHPC Connections for Modular Bridge Deck Elements
PY  - 2010/11
SP  - 8p
AB  - This document is a technical summary of the unpublished Federal Highway Administration (FHWA) report Behavior of Field-Cast Ultra-High Performance Concrete Bridge Deck Connections Under Cyclic and Static Structural Loading, which is available through the National Technical Information Service (NTIS), www.ntis.gov.  The TechBrief highlights the results of a study aimed at evaluating the performance of field-cast ultra-high performance concrete (UHPC) connections linking precast concrete bridge deck components.
KW  - Bridge decks
KW  - Bridge members
KW  - Modular structures
KW  - Structural connection
KW  - Ultra high performance concrete
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/bridge/11022/11022.pdf
UR  - https://trid.trb.org/view/1086591
ER  - 

TY  - RPRT
AN  - 01328150
AU  - Soltesz, Steven
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Thin Overlays for Bridge Decks
PY  - 2010/11//Final Report
SP  - 78p
AB  - Eight thin polymer overlay systems were evaluated in the laboratory and on two bridge decks exposed to trucks and passenger vehicles including those with studded tires. The products were Mark 154, Flex-O-Lith, Safetrack HW, Kwik Bond PPC MLS, Tyregrip, SafeLane HDX, Urefast PF60, and Unitex ProPoxyType III DOT. None of the overlay systems showed superior performance under moderate average daily traffic from the standpoint of maintaining good skid resistance and resisting wear through. Tyregrip and Safetrack HW started to wear through to the concrete after exposure of approximately 1.3 million vehicles, and Urefast PF60 wore through much sooner. For the five products that did not wear through, empirical equations predicted the friction number of the best of these five products would decrease to 40 (equivalent to the friction number of the concrete) within five months at a traffic level of 10,000 vehicles per lane per day. Delamination from the concrete was not a major problem with the products. Laboratory tests were not able to predict performance.
KW  - Bridge decks
KW  - Concrete
KW  - Durability
KW  - Polymers
KW  - Skid resistance
KW  - Studded tires
KW  - Thin overlays
KW  - Traffic loads
KW  - Wear
UR  - http://ntl.bts.gov/lib/35000/35200/35250/ThinOverlayForBridges.pdf
UR  - https://trid.trb.org/view/1086551
ER  - 

TY  - SER
AN  - 01328125
JO  - ProductBrief
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - LTPP Pavement Performance Forecast
PY  - 2010/11
SP  - 2p
AB  - Developed as part of pooled fund study TPF-5(013), the Long-Term Pavement Performance (LTPP) Performance Forecast produces freeze/thaw performance predictions for both rigid and flexible pavements.  These predictions are based on regression models using data available from approximately 800 in-service test sections in the LTPP database.  These sections consist of a variety of climates with various subgrade types and a range of loading conditions.  Using the LTPP Performance Forecast, researchers can compute roughness, structural cracking, environmental cracking, rutting and faulting predictions as a function of pavement age.  The forecasts are based on user-defined inputs for traffic, structure, environment, and subgrade conditions.
KW  - Flexible pavements
KW  - Forecasting
KW  - Freeze thaw durability
KW  - Long-Term Pavement Performance Program
KW  - Pavement performance
KW  - Regression analysis
KW  - Rigid pavements
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/10080/
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/10080/10080.pdf
UR  - https://trid.trb.org/view/1086602
ER  - 

TY  - RPRT
AN  - 01328112
AU  - Liang, Robert
AU  - University of Akron
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Field Instrumentation, Monitoring of Drilled Shafts for Landslide Stabilization and Development of Pertinent Design Methods
PY  - 2010/11
SP  - 238p
AB  - The design method for using a single row, spaced drilled shafts, socketed into a firm rock strata, to stabilize an unstable slope has been developed in this research. The soil arching due to the presence of spaced drilled shafts in a slope was observed in 3-dimensional finite element simulations and field monitoring data. A comprehensive 3-D finite element parametric study was used to derive an empirical equation to quantify the arching induced load transfer. A limiting equilibrium based slope stability analysis method, incorporating the arching effect, was developed and coded into a PC based program UA SLOPE 2.1, to allow for analysis of the factor of safety of the shaft/slope system and the earth thrust on the drilled shaft. The developed analysis and design method was validated based on more than 40 cases of 3-dimensional finite element simulations, covering a wide range of slope geometry, soil strength parameters, and the drilled shaft diameter, spacing, and location conditions. Three slope stabilization projects in Ohio involving the use of drilled shafts were monitored with instrumentation to obtain a 3-year performance data of the stabilized slope and to validate the design based on the developed method. In addition, a field testing program at the ATH-124 Project site was conducted to quantify arching during several stages of surcharge load induced slope movements. The developed UA SLOPE 2.1 program was verified by comparisons with the calibrated finite element simulation results of this field surcharge loading condition. The UA SLOPE 2.1 program is recommended for use in finding an optimized design (i.e., location, diameter, and spacing) of the drilled shafts to stabilize an unstable slope.
KW  - Arching (Soils)
KW  - Design methods
KW  - Drilled shafts
KW  - Field studies
KW  - Instrumentation
KW  - Landslides
KW  - Monitoring
KW  - Slope stability
UR  - http://worldcat.org/oclc/698372490/viewonline
UR  - http://ntl.bts.gov/lib/38000/38600/38628/134238-FR.pdf
UR  - http://ntl.bts.gov/lib/38000/38600/38629/134238-ES.pdf
UR  - https://trid.trb.org/view/1086570
ER  - 

TY  - RPRT
AN  - 01325148
AU  - Bonneson, James A
AU  - Pratt, Michael P
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Highway Safety Design Workshops
PY  - 2010/11//Technical Report
SP  - 18p
AB  - Highway safety is an ongoing concern for the Texas Department of Transportation (TxDOT). As part of its proactive commitment to improving highway safety, TxDOT is moving toward including quantitative safety analyses earlier in the project development process. To assist in achieving this goal, TxDOT research project 0-4703 developed the Roadway Safety Design Workbook for engineers responsible for highway geometric design. This Workbook describes quantitative safety relationships for specific design components known to be correlated with crash frequency. As part of TxDOT Project 0-4703, a series of workshops were developed to share safety information with TxDOT roadway designers. Information in the Workbook was used as the basis for the workshops. The workshops addressed rural highways, urban streets, and freeways. They included a mixture of classroom discussion and hands-on training activities for the participants. The participants indicated that the information presented in the workshops will be beneficial as they make decisions about highway safety improvements.
KW  - Freeways
KW  - Highway design
KW  - Highway safety
KW  - Intersections
KW  - Ramps (Interchanges)
KW  - Rural highways
KW  - Texas
KW  - Urban highways
KW  - Workshops
UR  - http://tti.tamu.edu/documents/5-4703-01-1.pdf
UR  - http://ntl.bts.gov/lib/35000/35000/35075/5-4703-01-1.pdf
UR  - https://trid.trb.org/view/1085934
ER  - 

TY  - RPRT
AN  - 01325138
AU  - Salazar, Ken
AU  - McNutt, Marcia K
AU  - Department of the Interior
AU  - U.S. Geological Survey
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Bathymetric Surveys at Highway Bridges Crossing the Missouri River in Kansas City, Missouri, using a Multibeam Echo Sounder, 2010
PY  - 2010/11
SP  - 74p
AB  - Bathymetric surveys were conducted by the U.S. Geological Survey, in cooperation with the Missouri Department of Transportation, on the Missouri River in the vicinity of nine bridges at seven highway crossings in Kansas City, Missouri, in March 2010. A multibeam echo sounder mapping system was used to obtain channel-bed elevations for river reaches that ranged from 1,640 to 1,800 feet long and extending from bank to bank in the main channel of the Missouri River. These bathymetric scans will be used by the Missouri Department of Transportation to assess the condition of the bridges for stability and integrity with respect to bridge scour.
KW  - Banks (Waterways)
KW  - Bathymetry
KW  - Bridges
KW  - Highway bridges
KW  - Kansas City (Missouri)
KW  - Missouri River
KW  - Multibeam superstructures
KW  - Scour
KW  - Sonic echo tests
UR  - http://ntl.bts.gov/lib/35000/35000/35087/or11008.pdf
UR  - http://ntl.bts.gov/lib/35000/35000/35087/or11008.pdf
UR  - https://trid.trb.org/view/1085893
ER  - 

TY  - RPRT
AN  - 01470316
AU  - Cross, Stephen A
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): Annual Report for FY 2010
PY  - 2010/10/31
SP  - 12p
AB  - The objectives of this study are to develop testing protocols for the different warm mix asphalt (WMA)  additives for mix design and quality control/quality assurance (QC/QA) procedures. For mix design, testing protocols need to be developed for rut testing and moisture sensitivity testing. For QC/QA, protocols need to be developed for lab-molded void properties and asphalt content. To meet the  objectives, equivalent compaction temperatures and/or compactive efforts need to be established for WMA additives. Equivalent compaction temperatures and/or compactive efforts are those that would produce void results for WMA mixtures similar to conventional Superpave mixtures. Once this is established, the effect of WMA additives on lab-molded volumetric results from Superpave Gyratory Compactor (SGC) samples (QC/QA properties) and mix design results (moisture sensitivity and rutting) could be determined. If properties/results differ significantly from those obtained from the same  conventional hot mix asphalt (HMA) mix, standard testing protocol(s) using the SGC would be developed that would provide test results consistent with conventional HMA test results. Test  protocols could be dependent upon the specific WMA technology. Because the test protocols would be highly dependent upon the accuracy and repeatability of the test results, sample preparation and testing is being performed by a commercial testing laboratory employing Oklahoma Department of Transportation (ODOT) certified HMA technicians rather than graduate students.
KW  - Compaction
KW  - Hot mix asphalt
KW  - Mix design
KW  - Moisture content
KW  - Pavement performance
KW  - Quality assurance
KW  - Quality control
KW  - Rutting
KW  - Test procedures
KW  - Warm mix paving mixtures
UR  - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/rad_spr2-i2218-fy2010-rpt-ann-cross.pdf
UR  - https://trid.trb.org/view/1237845
ER  - 

TY  - RPRT
AN  - 01354116
AU  - Quadrato, Craig
AU  - Wang, Weihua
AU  - Battistini, Anthony
AU  - Wahr, Andrew
AU  - Helwig, Todd
AU  - Frank, Karl
AU  - Engelhardt, Michael
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Cross-Frame Connection Details for Skewed Steel Bridges
PY  - 2010/10/31/Technical Report
SP  - 411p
AB  - This report documents a research investigation on connection details and bracing layouts for stability bracing of steel bridges with skewed supports. Cross-frames and diaphragms play an important role in stabilizing steel girders, particularly during construction. The commonly used bent plate connection between skewed braces and steel girders can introduce flexibility that can have detrimental effects on the bracing behavior. An alternative detail investigated in this study is a split pipe stiffener used to connect cross-frames to girders at a skew. The split pipe stiffener allows perpendicular connections to the cross-frame connection tab, regardless of the skew angle. The split pipe provides a stiffer connection between the cross-frame and the girder. More importantly, the split pipe stiffener increases the torsional stiffness of the girder by introducing substantial warping restraint. This increases the lateral torsional buckling capacity of the girder and allows the first line of intermediate cross-frames to be moved farther from the support. Overall, the increase in girder torsional stiffness and buckling capacity that results from the use of the split pipe stiffener will enhance the safety of the girder at all stages of construction: during transportation, lifting, erection, and placement of the concrete deck. This study also examined layout patterns for intermediate cross-frames in skewed bridges. Results showed that staggering the intermediate cross-frames reduces live load induced forces in the cross-frame members and mitigates the potential for associated fatigue cracking. This report also provides design recommendations for the split pipe stiffener and provides a procedure for computing the buckling capacity of girders with split pipe stiffeners.
KW  - Bracing
KW  - Buckling
KW  - Cross frames
KW  - Lateral supports
KW  - Live loads
KW  - Skewed structures
KW  - Splitting (Pipe)
KW  - Steel bridges
KW  - Stiffness
KW  - Structural connection
KW  - Torsion
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5701_1.pdf
UR  - https://trid.trb.org/view/1116076
ER  - 

TY  - RPRT
AN  - 01337286
AU  - Klingner, Richard E
AU  - Bayrak, Oguzhan
AU  - Jirsa, James O
AU  - Chao, Shih-Ho
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - PCP Cracking and Bridge Deck Reinforcement: An Interim Report
PY  - 2010/10/28/Technical Report
SP  - 37p
AB  - TxDOT Project 0-6348 “Controlling Cracking in Prestressed Concrete Panels and Optimizing Bridge Deck Reinforcing Steel” started on September 1, 2008 and is scheduled to end on August 31, 2012. The project is proceeding on schedule. This report summarizes research progress to date, and lists the principal findings, including information on prestressing strands, placement of reinforcing bars, design of top-mat reinforcement, and use of high performance steel fibers in reinforcement.
KW  - Bridge decks
KW  - Cracking
KW  - High performance steel
KW  - Panels
KW  - Prestressed concrete
KW  - Prestressing
KW  - Reinforcement (Engineering)
KW  - Reinforcing bars
KW  - Reinforcing steel
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6348_1.pdf
UR  - https://trid.trb.org/view/1097594
ER  - 

TY  - RPRT
AN  - 01361038
AU  - McDonald, Thomas J
AU  - Iowa State University, Ames
AU  - Federal Highway Administration
TI  - Road Safety Audit for Prince of Wales Island, Alaska
PY  - 2010/10/25
SP  - 58p
AB  - In response to a safety concern by local citizens, a safety audit was conducted on Kassan Road and Hydraburg Highway. Kasaan Road extends from the Village of Kasaan, population approximately 60, to Forest Highway 22 on Prince of Wales Island. The road is the sole access for this community and adjacent property. The nearest community is Thorne Bay, population approximately 560. Length of the reviewed section is 17.2 miles, the surface is granular, and traffic volume was estimated at about 350 vehicles per day. The right of way width varies from about 120-200 ft, depending on the jurisdiction in control. The roadway alignment is extremely curvilinear horizontally with some variation in vertical alignment as well. Traveled way width varies from about 15-30 ft throughout the length. However, the road is driven as single lane throughout by motorists, except when meeting another vehicle. Surrounding terrain is mostly estuary and floodplain, with some mountainous or steep side slopes. The road surface exhibits considerable washboarding and numerous potholes, despite apparent frequent motor patrol blading. Posted speed is 20 miles per hour (mph) overall with some sections posted at 10 mph and one section posted at 30 mph. A large power line extends along the length of the roadway, with some poles very near the traveled way. Milepost markings are painted on some of the poles. General information guide signing would be beneficial for the general public as well as government staff. Beam guardrails are installed in several locations to shield roadside hazards and four bridges. Most of the guardrail is not in good condition, and the terminal sections are not of current design. In addition, many side hazards, such as high fills and steep slopes are not shielded. Conversely, a few guardrail installations don’t appear to be warranted when comparing the side hazard being shielded with the potential hazard presented by the guardrail (from both the rail and the reduced roadway width at installation locations). Some warning signs are in place to advise of hazards, but many are in need of maintenance or replacement. Additional signing is needed in many locations. All signing should be updated to comply with the 2009 edition of the Manual on Uniform Traffic Control Devices (MUTCD). Drainage under the roadway is conveyed by corrugated metal pipes, mostly 30-36 in. in diameter. Condition is unknown. The improvement would propose a reconstruction to provide a wider roadway with improved alignment and possibly paving. Scheduling is dependent on the availability of funding. The safety audit will address low-cost improvements that could address several potential hazards along the alignment.
KW  - Alaska
KW  - Alignment
KW  - Guardrails
KW  - Highway safety
KW  - Manual on Uniform Traffic Control Devices
KW  - Safety audits
KW  - Safety improvement
KW  - Warning signs
UR  - http://www.intrans.iastate.edu/reports/prince_of_wales_ak_rsa_w_cvr.pdf
UR  - https://trid.trb.org/view/1126958
ER  - 

TY  - RPRT
AN  - 01613800
AU  - Federal Highway Administration
AU  - Volpe National Transportation Systems Center
TI  - Integrating Metropolitan Planning Organizations into the State’s Highway Safety Improvement Program (HSIP)
PY  - 2010/10/22
SP  - 11p
AB  - This report provides a summary of a peer exchange held June 15, 2010 in Syracuse, New York, sponsored by the Association of New York State Metropolitan Planning Organizations (NYSMPO) and the New York State Department of Transportation (NYSDOT). It also includes proposed next steps developed as part of the NYSMPO Safety Working Group’s (SWG) action plan. The peer event coincided with the 2010 NYSMPO Annual Conference. The peer exchange convened New York’s safety stakeholders to identify ways to collaborate with NYSDOT to improve safety on all of the State’s roadways with the desired outcome to develop strategies for an action plan to help New York’s metropolitan planning organizations (MPOs) work with partners to progress safety issues and reduce fatal and serious injury crashes in New York. The action plan will provide a foundation for NYSMPO’s Comprehensive Safety Monitoring and Planning effort, which seeks to address safety issues on local roads in New York’s Highway Safety Improvement Program (HSIP).The event also focused on sharing knowledge among selected peers on active participation in the HSIP, including the Mid-Ohio Regional Planning Commission (MORPC), Delaware Valley Regional Planning Commission (DVRPC), and the Louisiana Department of Transportation and Development (LA DOTD). Criteria for selecting peers included demonstration of successful past collaboration with safety partners, including State DOTs, MPOs, law enforcement, local governments, public health providers, and educators in developing and implementing local HSIP projects in rural and urban locations. Success with systematic improvements was another criterion: these types of projects can effectively address the types of crashes, such as roadway departures, which occur on local roads. The action plan developed from the peer exchange will ultimately identify champions as well as a timeline for deliverables.
KW  - Cooperation
KW  - Delaware Valley Regional Planning Commission
KW  - Highway safety
KW  - Highway Safety Improvement Program
KW  - Louisiana Department of Transportation and Development
KW  - Metropolitan planning organizations
KW  - Mid-Ohio Regional Planning Commission
KW  - New York State Association of Metropolitan Planning Organizations
KW  - New York State Department of Transportation
KW  - Peer exchange
KW  - Stakeholders
KW  - State departments of transportation
KW  - Strategic planning
UR  - http://ntl.bts.gov/lib/59000/59400/59455/peer_report_NY_June2010.pdf
UR  - https://trid.trb.org/view/1425513
ER  - 

TY  - RPRT
AN  - 01325157
AU  - Kauffman, Farah
AU  - McCullough, Jody
AU  - Kephart, Donna
AU  - Penn State College of Medicine
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Pennsylvania Safe Routes to School Program
PY  - 2010/10/21/Final Report
SP  - 219p
AB  - In October 2007, the Center for Nutrition and Activity Promotion at Penn State Hershey Children's Hospital (Center) began working under contract with the Pennsylvania Department f Transportation (PennDOT) to develop, coordinate and administer the non-infrastructure side of the Pennsylvania SRTS Program. The Center provided  grants and technical assistance to 40 K-8 schools; produced resources to support the development and implementation of SRTS plans, led statewide promotional efforts around Walk to School Day; trained individuals on various SRTS-related topics; and fostered strategic relationships with key stakeholders. The Center effectively engaged K-8 schools to administer the required components by the Federal SRTS Program. Hundreds of schools, representing tens of thousands of students, were reached each year through Walk to School Day promotion, the Center's multiple listservs, and the SRTS Academy website, for instance. The grant program alone successfully engaged 40 schools, representing more than 20,000 students. The funding made available through the Pennsylvania SRTS Program enabled the Center to make significant contributions to the SRTS movement. Ultimately, it allowed the Center to give K-8 schools the opportunity to create more supportive, safer movements for walking and bicycling to school.
KW  - Pedestrian safety
KW  - Pedestrian traffic
KW  - Planning
KW  - Safe Routes to School (Program)
KW  - School children
KW  - Technical assistance
KW  - Walk to School Day
KW  - Walking
UR  - http://ntl.bts.gov/lib/35000/35000/35065/PA_Safe_Routes_to_School_2007-2010.pdf
UR  - https://trid.trb.org/view/1086062
ER  - 

TY  - RPRT
AN  - 01335452
AU  - Burt, Matt
AU  - Sowell, Garnell
AU  - Crawford, Jason
AU  - Carlson, Todd
AU  - Battelle Memorial Institute
AU  - Federal Highway Administration
TI  - Synthesis of Congestion Pricing-Related Environmental Impact Analyses – Final Report
PY  - 2010/10/18
SP  - 96p
AB  - This report summarizes the state-of-the-practice and presents a recommended framework for before-after evaluations of the environmental impacts of congestion pricing projects, such as high-occupancy toll (HOT) lanes and cordon or area pricing schemes. The report focuses on the three environmental impact areas that have been most commonly examined in such evaluations: air quality, noise, and environmental justice (sometimes referred to as equity). Since environmental impacts are a function of the travel impacts of congestion pricing projects, this report also examines state-of-the-practice regarding evaluation of travel impacts such as traffic, transit and travel behavior. The state-of-the-practice results are based primarily on a review of the published literature associated with eight congestion pricing study projects from around the world. A number of gaps in existing practice and understanding are identified and recommendations are provided to address those gaps.
KW  - Air quality
KW  - Before and after studies
KW  - Case studies
KW  - Congestion pricing
KW  - Cordon pricing
KW  - Environmental impacts
KW  - Environmental justice
KW  - Equity (Justice)
KW  - High occupancy toll lanes
KW  - Literature reviews
KW  - Noise
KW  - State of the practice
KW  - Travel behavior
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop11008/fhwahop11008.pdf
UR  - https://trid.trb.org/view/1098979
ER  - 

TY  - RPRT
AN  - 01323776
AU  - Marsh, M Lee
AU  - Stanton, John F
AU  - Eberhard, Marc O
AU  - Haraldsson, Olafur
AU  - BergerABAM
AU  - University of Washington, Seattle
AU  - Federal Highway Administration
TI  - A Precast Bridge Bent System for Seismic Regions
PY  - 2010/10/15/Phase I Report
SP  - 24p
AB  - This report describes a precast concrete bridge bent system that is suitable for high seismic zones. Lateral load tests on both the top (column-to-cap) and bottom (column-to-footing) connections of the system have demonstrated that the connections have strengths and ductilities similar to those of comparable cast-in-place connections. Additional tests on the bottom connection of the system are ongoing, and construction of a demonstration bridge project will begin later this year. The final development of this system is partially funded by the FHWA’s Highways for LIFE Technology Partnerships Program (DTFH61-09-00005). Information on both the Highways for LIFE program and this project may be found at http://www.fhwa.dot.gov/hfl/.
KW  - Bents
KW  - Concrete bridges
KW  - Earthquake engineering
KW  - Earthquakes
KW  - Precast concrete
KW  - Structural connection
UR  - http://www.fhwa.dot.gov/hfl/partnerships/pdfs/berger_phase_1_report_20101015.pdf
UR  - https://trid.trb.org/view/1085244
ER  - 

TY  - ABST
AN  - 01545900
TI  - Precision Statements for AASHTO Standard Methods of Test
AB  - The objective of this research is to develop or update precision and bias statements for American Association of State Highway and Transportation Officials (AASHTO) standard test methods. Task Order #1 investigated specific sources of variability in AASHTO T 209, Theoretical Maximum Specific Gravity and Density of Hot Mix Asphalt (HMA), and quantified their effects on the precision of the method. In Task Order #2, precision statements for six AASHTO test methods are being updated through data mining and an interlaboratory study.
KW  - Bias (Statistics)
KW  - Data mining
KW  - Hot mix asphalt
KW  - Precision
KW  - Test procedures
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3049
UR  - https://trid.trb.org/view/1332849
ER  - 

TY  - ABST
AN  - 01541910
TI  - Research for AASHTO Standing Committee on Highways. Task 301. Measuring Cement Particle Size and Surface Area by Laser Diffraction
AB  - The Blaine fineness of a cement is a single parameter that is meant to characterize the surface area of a cement, and is assumed to be linked to physical properties such as strength, setting time, and rheology. As the cement industry continues to develop more sophisticated blended cements, a single parameter will soon fail to capture the true complexity of the cement. The laser diffraction measurement of the entire particle size distribution is currently being used by cement producers for quality control of their cements while still measuring the Blaine fineness, which is based on surface area measurement. The laser diffraction test is less time consuming than the Blaine test and can be automated for even more efficient measurement. Laser diffraction can also measure other properties of cement particles, particularly their surface area. Despite its vast usage by the cement industry, laser diffraction is not a standardized test. If correlation is established between cement paste or mortar properties and the surface area or particle size distribution as measured by laser diffraction, cost saving in the production of cement would be generated. The objectives of this research are to (1) evaluate the practicality and effectiveness of the laser diffraction method to measure the particle size distribution and total surface area of cement powder compared to current methods in use by the state departments of transportation (DOT)s and (2) prepare a test method to measure particle size distribution and total surface area of cement powder by laser diffraction in the American Association of State Highway &amp; Transportation Officials (AASHTO) standard format.
KW  - Blaine fineness
KW  - Cement
KW  - Lasers
KW  - Particles
KW  - Rheology
KW  - Setting (Concrete)
KW  - Strength of materials
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3007
UR  - https://trid.trb.org/view/1329142
ER  - 

TY  - ABST
AN  - 01464041
TI  - Modulus-Based Construction Specification for Compaction of Earthwork and Unbound Aggregate
AB  - Earthwork and unbound bases are a significant portion of highway construction and are important to the performance of highway infrastructures. Due to their accumulated experience over the years, highway engineers and practitioners feel comfortable in specifying construction compaction quality control in terms of dry unit weight and moisture content. However, there is a lack of direct connection between design and construction, in the sense that the dry unit weight and moisture content of materials cannot be used directly in design. Instead, the mechanical properties of materials, such as strengths and moduli, are required. In the case of pavement engineering, both the 1993 AASHTO Pavement Design Guide and the new Mechanistic-Empirical Pavement Design Guide (M-EPDG), which is newly adopted by AASHTO, require the resilient moduli of bases and subgrade as major input for highway pavement structural design. Due to the limitations of current practice in the quality control and quality assurance for earthwork and unbound base construction, the technology of intelligent compaction has been developed. The stiffness, or modulus, of compacted materials is measured during the compaction process and used as feedback to automatically adjust the compaction effort to be app</span>lied. The question, not just with the intelligent compaction but with all construction techniques, is whether the field determined stiffness or modulus can be used as an acceptance criterion for compaction quality control. The doubt and reluctance to accept this new approach lie in the concerns regarding the long term performance of compacted materials. Therefore, the modulus-based construction specifications should address issues with a perspective of long-term performance. The fact that modulus is strongly influenced by the variation of moisture content for earth and unbound materials is well understood. The variation of moisture content, in turn, depends on the materials' capability, which is controlled by the materials' compositions and physical conditions,</span> to absorb available free moisture, which is controlled by the local climatic environment and the distance to the ground water table. All of these should be reexamined on the basis of the principle of unsaturated soil mechanics with respect to highway engineering and construction. If the Enhanced Integrated Weather Model can be developed and implemented in the new M-EPDG endorsed by AASHTO, a similar procedure with a more flexible format also should be able to be developed and be tailored to fit in various local environment and climatic conditions. The objective of the research is to provide state highway agencies with a guideline that includes procedures to develop a local modulus- or stiffness-based construction specifications to be utilized in the compaction of earth and unbound base materials. The procedures should be based on an extensive study of the engineering properties of various material types under different environmental and climatic conditions based on the principle of unsaturated oil mechanics. The study also should evaluate and compare various in-situ testing devices available for moduli at the national level. The study should seek the participation of state highway agencies and use states from different regions as examples to demonstrate the feasibility of the recommended guideline. The research team should include members from academia, industry, and state highway agencies. The study will require, but will not be limited to, perform literature review, solicit and select states for participation; evaluate the Enhanced Integrated weather model used in the new M-EPDG or other models to predict the long term variation of field modulus or stiffness and select the best model; collect additional lab and field data to calibrate/validate the selected model; run the model to analyze and generate charts and diagrams for the various combinations of material types, engineering properties, and environmental and climatic conditions for individual state highway agencies to use as a reference; implement the developed protocol in the participating state highway agencies; and write a final report to document the research effort and final results. Improving the construction qualities of earth and unbound base materials in highway construction and linking the construction with pavement design procedure will have a fundamental impact on highway engineering in the United States. The guideline developed in this study will help state highway agencies to develop their local modulus- or stiffness-based construction specifications for earth and unbound base materials through demonstration and technical guidance considering local materials, environment, and climatic conditions. The results of this study, if implemented properly, will greatly promote the improvement of both design and construction of pavement structures and a more cost-effective us</span>e of highway construction budget due to improvement in predicting pavement performance. The successful execution of this study will promote and expedite the implementation of intelligent compaction technology in highway construction so a better construction quality of highways can be achieved. It also will assist in the implementation of the new M-EPDG, in the sense that the results from construction quality control and assurance will be secured to meet the requirement of pavement structure design and the environmental and climatic impact on pavement performance will be better understood. Data accumulated from this study and its implementation also will lay the foundation for future improvement of the M-EPDG. Therefore, the potential for payoff from the achievement of project objectives is significant and cannot be overestimated.</font></div>
KW  - Acceptance tests
KW  - Earthwork
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement design
KW  - Quality control
KW  - Specifications
KW  - Subbase (Pavements)
KW  - Unbound materials
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2908
UR  - https://trid.trb.org/view/1232269
ER  - 

TY  - ABST
AN  - 01576005
TI  - Improved Performance of Concrete in Rigid Pavements and Other Transportation Structures Through Modeling of Cement Hydration

AB  - The purpose of this interagency research project with the National Institute of Standards and Technology (NIST) is to work cooperatively with the Federal Highway Administration (FHWA) on cement hydration kinetics modeling research. The focus will be on clearly defining the causes of the onset and end of the induction period of alite, which controls set, strength, and subsequent microstructural development. The researchers will simulate the presence of mineral and chemical admixtures by introducing aluminate and sulfate ions and organic retarders at ratios known to perturb normal hydration. The researchers will also use new experimental methods capable of measuring chemical and microstructural changes on the nanometer to micron scale during hydration; the goal is to use this insight to improve the ability of NIST’s HydratiCA model to predict hydration kinetics and microstructure in the presence of supplementary cementing materials (SCMs), such as fly ash, slag and metakaolin, as well as in organic admixtures. This detailed understanding will also lead to the improvement of the boundary nucleation and growth (BNG) model to permit prediction of hydration kinetics and setting behavior, using a software tool that is powerful but simple enough to be used in the field.

KW  - Admixtures
KW  - Cement
KW  - Fly ash
KW  - Hydration
KW  - Kinetics
KW  - Microstructure
KW  - National institute of Standards and Technology
KW  - Pavement performance
KW  - Rigid pavements
KW  - Simulation
KW  - Slag
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0084
UR  - https://trid.trb.org/view/1369873
ER  - 

TY  - ABST
AN  - 01573572
TI  - Develop/Improve American Association of State Highway and Transportation Officials Concrete Coefficient of Thermal Expansion Test

AB  - The project concerns ruggedness and precision evaluation and assistance in the deployment of American Association of State Highway and Transportation Officials Coefficient of Thermal Expansion Testing Equipment for Concrete Cores and Cylinders. It involves participation in Ruggedness and Precision Studies on the Various Coefficient of Thermal Expansion Equipment Options; Pine, Gilson, Manual (endpoint and length-change curve evaluation). It also calls for addressing the needs of the Mechanistic-Empirical Design Guide for accurate characterization of the thermal properties of the concrete—as affected by the materials and mixture proportions—for Concrete Pavement Road Map Track 2 research on the design guide and Subtrack MD 2.8 of Concrete Pavement Road Map Track 1—Portland Cement Concrete Mixture Thermal Tests: Coefficient of Thermal Expansion advancement and other thermal testing if needed. Coefficient of Thermal Expansion has been found to be a very important factor in the performance of concrete pavement, and having more accurate Coefficient of Thermal Expansion values for the actual mixture will improve the accuracy of performance predictions and evaluations of concrete pavement sections. During ruggedness testing, specimens will also be used to look at concrete materials and age effects and to compare the Texas/California slope data versus the current American Association of State Highway and Transportation Officials' endpoint technology.

KW  - Admixtures
KW  - American Association of State Highway and Transportation Officials
KW  - California
KW  - Concrete pavements
KW  - Durability
KW  - Pavement performance
KW  - Portland cement concrete
KW  - Texas
KW  - Thermal expansion
UR  - https://trid.trb.org/view/1366813
ER  - 

TY  - ABST
AN  - 01570497
TI  - New England Transportation Consortium (VI)
AB  - This consortium pools the financial, professional, and academic resources of the New England region. The pooled resources are used to develop improved methods of dealing with common problems in the planning, design, construction, maintenance, rehabilitation, reconstruction, and operation of transportation systems in the participating states. The program is intended to supplement, not to replace, ongoing state and federal research activities and other national programs, such as the Cooperative Research Programs of the National Academies.
KW  - Design
KW  - Maintenance
KW  - New England Transportation Consortium
KW  - Regional planning
KW  - Resource allocation
KW  - Transportation system management
UR  - http://www.pooledfund.org/Details/Study/450
UR  - https://trid.trb.org/view/1362138
ER  - 

TY  - RPRT
AN  - 01616160
AU  - Yuan, Deren
AU  - Nazarian, Soheil
AU  - Hoyos, Laureano R
AU  - Puppala, Anand J
AU  - University of Texas, El Paso
AU  - University of Texas, Arlington
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Cement Treated RAP Mixes for Roadway Bases
PY  - 2010/10//Technical Report
SP  - 122p
AB  - Reclaimed asphalt pavement (RAP) and granular base materials were collected from stockpiles in six Texas Department of Transportation (TxDOT) districts to evaluate the feasibility of using high RAP content mixes for base course applications. Mixes containing 100%, 75% and 50% RAP treated with Portland cement of 0%, 2%, 4% and 6% were evaluated in a full-factorial laboratory experiment. For mixes of 75% and 50% RAP, both virgin and salvage base materials, when available, were used. Experimental results indicate that, besides the cement content, the RAP content and fines content in RAP-granular base mixes significantly affect the properties of the RAP mixes, and that the effects of RAP type and asphalt content are very limited. To achieve a 300-psi unconfined compressive strength as required by TxDOT for cement-treated bases, the optimum cement contents are statistically about 4%, 3% and 2% for mixes with 100%, 75% and 50% RAP, respectively. Since the achievement of any specified strength and/or modulus may not always ensure the long-term durability of RAP mixes, a number of other parameters were also evaluated through laboratory testing. These parameters are necessary for a comprehensive evaluation of various mixes containing high RAP contents (50% or more). Based on the experimental results, guidelines for laboratory testing and mix design process of RAP mixes are provided with field verification data collected from actual construction projects.
KW  - Base course (Pavements)
KW  - Cement content
KW  - Cement treated bases
KW  - Compressive strength
KW  - Fines content
KW  - Granular bases
KW  - Laboratory tests
KW  - Mix design
KW  - RAP content
KW  - Reclaimed asphalt pavements
KW  - Texas
UR  - http://ctis.utep.edu/reports/5TxDOT_Reoprt__0-6084-1_%28Final%29.pdf
UR  - https://trid.trb.org/view/1428769
ER  - 

TY  - RPRT
AN  - 01548619
AU  - Hall, Kevin D
AU  - University of Arkansas, Fayetteville
AU  - Arkansas State Highway and Transportation Department
AU  - Federal Highway Administration
TI  - Development of an Implementation Plan for Mix Design and QA/QC for the Superpave Gyratory Compactor
PY  - 2010/10//Final Report
SP  - 35p
AB  - The Superpave mix design procedure features the Superpave gyratory compactor (SGC) for compacting specimens of hot mix asphalt. The primary operating parameters for the SGC include the pressure applied to the specimen during compaction; the speed of gyration/rotation; the number of gyrations applied to the specimen; and the angle of gyration. Values for these parameters were established during the development of the Superpave system under the Strategic Highway Research Program and included measuring the angle of gyration externally (outside the specimen mold). The Federal Highway Administration (FHWA) led an effort to develop technology for a universal method for measuring the angle of gyration on all compactors from inside the specimen mold. This research demonstrates that the use of the internal angle of gyration to calibrate SGC units could result in replicate specimens having more consistent volumetric properties. However, there are numerous potential sources of variability related to the production of a laboratory-compacted hot mix asphalt specimen. It is important that practitioners recognize and minimize all such sources of variability – in addition to the use of internal angle of gyration to calibrate the SGC. This report addresses two primary issues related to using the SGC for HMA mixture design and quality assurance/quality control (QA/QC) activities: (1) to help practitioners address all potential sources of variability in producing compacted hot mix asphalt specimens; and (2) provide a brief history of the development of the concepts, practices, and equipment for measuring the internal angle of gyration and the development of specifications for implementing the use of the internal angle into routine practice.
KW  - Calibration
KW  - Compaction
KW  - Compactors
KW  - Hot mix asphalt
KW  - Implementation
KW  - Measurement
KW  - Measuring instruments
KW  - Mix design
KW  - Quality assurance
KW  - Specifications
KW  - Superpave
UR  - http://www.arkansastrc.com/TRC%20REPORTS/TRC%200504.pdf
UR  - https://trid.trb.org/view/1334433
ER  - 

TY  - RPRT
AN  - 01529762
AU  - Huntington, George
AU  - Ksaibati, Khaled
AU  - University of Wyoming, Laramie
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - Volume 3 Gravel Roads Management: Programming Guide
PY  - 2010/10//Final Report
SP  - 49p
AB  - This report establishes procedures for managing dirt and gravel roads, with a primary focus on smaller agencies, such as Wyoming counties, that must manage their roads with very limited resources. The report strives, first, to guide and assist smaller agencies by implementing asset and pavement management principles and, second, to encourage and facilitate the development of gravel roads management software. The overall effort required to implement a gravel roads management system (GRMS) for local agencies must be minimal. Data collection efforts must be limited and the analysis must be simple and transparent. The four basic steps are: assessment; inventory; cost and maintenance history, and condition monitoring. This report is divided into three volumes. FHWA-WY-10/03F Volume 1 “Gravel Roads Management.” This section outlines the Background, Problem Statement, Objectives, Report Organization, Analytical Methods, and Summary and Conclusions. FHWA-WY-10/03F Volume 2 “Gravel Roads Management: Implementation Guide.” This section is designed to assist local road and street departments with implementation or improvement of a gravel roads management system. It is written primarily for road managers tasked with acquiring the necessary information to develop an information systems process. FHWA-WY-10/03F Volume 3 “Gravel Roads Management: Programming Guide. This section is intended to assist programmers and database managers with programming the information needed to implement a gravel roads management system.
KW  - Condition surveys
KW  - Data collection
KW  - Gravel roads
KW  - Maintenance management
KW  - Monitoring
KW  - Pavement management systems
KW  - Programming (Planning)
KW  - Unpaved roads
KW  - Wyoming
UR  - http://ntl.bts.gov/lib/44000/44300/44328/Gravel_Roads_Management_PROGRAMMING_GUIDE_Oct2010_Vol3.pdf
UR  - https://trid.trb.org/view/1312658
ER  - 

TY  - RPRT
AN  - 01529754
AU  - Huntington, George
AU  - Ksaibati, Khaled
AU  - University of Wyoming, Laramie
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - Volume 1 Gravel Roads Management
PY  - 2010/10//Final Report
SP  - 112p
AB  - This report establishes procedures for managing unsealed dirt and gravel roads, with a primary focus on smaller agencies, such as Wyoming counties, that must manage their roads with very limited resources. To accomplish this, several methodologies and recommendations have been prepared. The overall effort required to implement a gravel roads management system (GRMS) for local agencies must be minimal. Data collection efforts must be limited and the analysis must be simple and transparent. The four basic steps are: assessment; inventory; cost and maintenance history, and condition monitoring. This section outlines the Background, Problem Statement, Objectives, Report Organization, Analytical Methods, and Summary and Conclusions.
KW  - Condition surveys
KW  - Data collection
KW  - Evaluation and assessment
KW  - Gravel roads
KW  - Maintenance management
KW  - Monitoring
KW  - Unpaved roads
KW  - Wyoming
UR  - http://ntl.bts.gov/lib/44000/44300/44326/Gravel_Roads_Management_FINAL_REPORT_Oct2010_Vol1.pdf
UR  - https://trid.trb.org/view/1312660
ER  - 

TY  - RPRT
AN  - 01529718
AU  - Huntington, George
AU  - Ksaibati, Khaled
AU  - University of Wyoming, Laramie
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - Volume 2 Gravel Roads Management: Implementation Guide
PY  - 2010/10//Final Report
SP  - 57p
AB  - This report establishes procedures for managing dirt and gravel roads, with a primary focus on smaller agencies, such as Wyoming counties, that must manage their roads with very limited resources. The report strives, first, to guide and assist smaller agencies by implementing asset and pavement management principles and, second, to encourage and facilitate the development of gravel roads management software. The overall effort required to implement a gravel roads management system (GRMS) for local agencies must be minimal. Data collection efforts must be limited and the analysis must be simple and transparent. The four basic steps are: assessment; inventory; cost and maintenance history, and condition monitoring. This report is divided into three volumes. FHWA-WY-10/03F Volume 1 “Gravel Roads Management.” This section outlines the Background, Problem Statement, Objectives, Report Organization, Analytical Methods, and Summary and Conclusions. FHWA-WY-10/03F Volume 2 “Gravel Roads Management: Implementation Guide.” This section is designed to assist local road and street departments with implementation or improvement of a gravel roads management system. It is written primarily for road managers tasked with acquiring the necessary information to develop an information systems process. FHWA-WY-10/03F Volume 3 “Gravel Roads Management: Programming Guide. This section is intended to assist programmers and database managers with programming the information needed to implement a gravel roads management system.
KW  - Condition surveys
KW  - Data collection
KW  - Gravel roads
KW  - Implementation
KW  - Maintenance
KW  - Maintenance management
KW  - Monitoring
KW  - Unpaved roads
KW  - Wyoming
UR  - http://ntl.bts.gov/lib/44000/44300/44327/Gravel_Roads_Management_IMPLEMENTATION_GUIDE_Oct2010_Vol2.pdf
UR  - https://trid.trb.org/view/1312659
ER  - 

TY  - RPRT
AN  - 01470700
AU  - Johnson, Mirmiran and Thompson, S.A
AU  - Delaware Department of Transportation
AU  - Federal Transit Administration
AU  - Federal Highway Administration
TI  - Moving the First State Forward: Delaware's Statewide Long-Range Transportation Plan
PY  - 2010/10
SP  - 47p
AB  - The Delaware Department of Transportation (DelDOT) is responsible for planning, designing, building and managing Delaware’s statewide transportation system. Moving the First State Forward is Delaware’s Statewide Long-Range Transportation Plan (LRTP) that establishes a vision and policy structure, analyzes trends and sets forth innovative strategies to address transportation needs, provides a framework for directing investments and identifies financial resources to sustain the plan’s vision to achieving the Department’s mission. Statewide Long-Range Transportation plan provides a 20-year view of the principles, policies, actions and performance measures that will shape future transportation investments in the state. This plan envisions a statewide transportation network that reflects the ideas and strategies of the state government’s Statewide Strategies for Policies and Spending report (referred to as the Better Delaware Initiative) and new policies and initiatives of the current administration. This plan: (1) Serves as a strategic planning tool for the state to chart the course of transportation for the next 20 years. (2) Builds upon the 2002 update and provides a fresh look at statistics, programs and policies. (3) Establishes a framework to implement strategies that continue to move toward the goals of the Better Delaware Initiative. (4) Provides the basis for guiding long term capital investment for transportation planning and decision-making. (5) Fulfills Federal reporting and planning requirements. (6) Reaffirms the Department’s commitment to provide for the transportation needs by implementing policies, programs and strategies that fulfill our mission. The plan provides methods for improving services to travelers as well as means of measuring the quality of the service DelDOT provides. The plan outlines priorities matched with planned resources for particular project opportunities. This plan also addresses Federal requirements considering SAFETEA-LU elements and performance measures.
KW  - Capital investments
KW  - Decision making
KW  - Delaware
KW  - Long range planning
KW  - Multimodal transportation
KW  - Quality of service
KW  - Strategic planning
KW  - Transportation system management
UR  - http://deldot.gov/information/pubs_forms/delrtp/delrtp_102510.pdf
UR  - https://trid.trb.org/view/1238083
ER  - 

TY  - RPRT
AN  - 01470675
AU  - Delaware Department of Transportation
AU  - Federal Highway Administration
AU  - National Highway Traffic Safety Administration
AU  - Delaware Office of Highway Safety
AU  - Delaware State Police
AU  - Delaware Office of Emergency Medical Services
TI  - Delaware Strategic Highway Safety Plan: Toward Zero Deaths
PY  - 2010/10
SP  - 114p
AB  - The American Association of State Highway and Transportation Officials (AASHTO) initiated the Strategic Highway Safety Plan (SHSP) in 1998, after noticing that efforts to reduce highway fatalities were stalling. The SHSP encouraged various state agencies involved in highway safety to collaboratively develop a plan of innovative strategies to reduce fatalities on America’s highways. A state SHSP is currently a requirement of SAFETEA-LU and is a key component of a state’s Highway Safety Improvement Program (HSIP). The purpose of an SHSP is to identify the state's key safety needs through a review of statewide crash data and guide investment decisions to achieve significant reductions in highway fatalities and incapacitating injuries on public roads. In September 2003, the U.S. Department of Transportation set a goal to reduce the nationwide fatality rate to 1.0 per 100 million vehicle miles traveled by the year 2008. This rate-based benchmark was established to provide a comparison of crash rates between states, although the nation did not meet the 2008 goal. According to the Fatality Analysis Reporting System (FARS), the 2009 national fatality rate was 1.16 fatalities per 100 million vehicle miles traveled (VMT), which indicates significant progress from 1.58 in 1998. As shown in Figure 1, the nation has experienced a steady decline in fatality rates since the SHSP was initiated. Delaware established their first SHSP in September 2006 as a statewide coordinated safety plan to provide a comprehensive framework to reduce fatalities, identify specific goals and objectives, and integrate the four E's - engineering, education, enforcement and emergency medical services (EMS). An update to the plan was prepared in September 2008 and this document serves as the 2010 Delaware SHSP. Delaware’s coordinating agencies include Delaware Department of Transportation (DelDOT), Federal Highway Administration (FHWA), National Highway Traffic Safety Administration (NHTSA), Delaware Office of Highway Safety (OHS), Delaware State Police (DSP), Department of Justice (DOJ), and Delaware Office of Emergency Medical Services (OEMS). Based on committee discussions and a review of crash data, both the 2006 and 2008 versions of the plan included nine emphasis areas to reduce fatalities. This document provides a summary of updated crash data, identifies new emphasis areas, evaluates Delaware’s progress in implementing strategies to address each emphasis area, and provides a comprehensive framework of goals, objectives, and strategies to guide the commitment of agency resources for the next several years. While Delaware’s fatality rates slightly increased in 2008 and 2009 partially due to a decrease in statewide vehicle-miles traveled (VMT), Delaware’s 2007 fatality rate was the lowest fatality rate experienced in Delaware since 1999. Delaware’s 2007 to 2009 fatality rates per 100 million VMT ranged from 1.25 to 1.36, exceeding the nationwide goal. As shown in Figure 2, statewide travel decreased significantly in 2008; however, travel increased marginally in 2009. Future growth in travel and the congestion it brings to Delaware’s roadways will make providing safer transportation more challenging.
KW  - Alternatives analysis
KW  - Coordination
KW  - Crash rates
KW  - Delaware
KW  - Education
KW  - Emergency medical services
KW  - Engineering
KW  - Fatalities
KW  - Highway safety
KW  - Law enforcement
UR  - http://www.deldot.gov/information/community_programs_and_services/DSHSP/pdf/SHSP.pdf
UR  - https://trid.trb.org/view/1238095
ER  - 

TY  - RPRT
AN  - 01469939
AU  - Ley, Tyler
AU  - Hajibabbee, Amir
AU  - Kadam, Shardul
AU  - Frazier, Robert
AU  - Oklahoma State University, Stillwater
AU  - Oklahoma Department of Transportation
AU  - Federal Highway Administration
TI  - Development and Implementation of a Mechanistic and Empirical Pavement Design Guide (MEPDG) for Rigid Pavements: Annual Report for FY 2010
PY  - 2010/10
SP  - 63p
AB  - This document is an update of the progress of the research on Oklahoma Department of Transportation (ODOT) project 2208 “Development and Implementation of a Mechanistic and Empirical Pavement Design Guide (MEPDG) for Rigid Pavements”.  This report summarizes the work that was completed at Oklahoma State University between October 1st, 2009 and September 30th, 2010.  The focus of this project is on assisting ODOT in implementing the MEPDG into their rigid pavement design  practices.  It was decided to best accomplish this goal by completing the following tasks: (1) Review of the inputs to the MEPDG and determine the sensitivity on the final design values. (2) Investigate base material practices for concrete pavements through a literature review and survey of experiences from others. (3) Increase the quantity of weather sites in Oklahoma that provide environmental inputs  for the MEPDG. (4) Examine different curing methods for rigid pavement construction and their impact on the early age curling and warping of continuous reinforced concrete pavements. (5) Provide regional material input parameters that can be used in the MEPDG for the design of rigid pavements
KW  - Concrete curing
KW  - Concrete pavements
KW  - Durability
KW  - Literature reviews
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Oklahoma
KW  - Pavement design
KW  - Pavement performance
KW  - Rigid pavements
KW  - Surveys
UR  - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/rad_spr2-i2208-fy2010-rpt-ann-ley.pdf
UR  - https://trid.trb.org/view/1237846
ER  - 

TY  - RPRT
AN  - 01458118
AU  - Kowalski, Karol J
AU  - McDaniel, Rebecca S
AU  - Olek, Jan
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Identification of Laboratory Technique to Optimize Superpave HMA Surface Friction Characteristics
PY  - 2010/10//Final Report
SP  - 294p
AB  - Wet pavement friction is known to be one of the most important roadway safety parameters. In this research, frictional properties of flexible (asphalt) pavements were investigated.  As a part of this study, a laboratory device to polish asphalt specimens was refined and a procedure to evaluate mixture frictional properties was proposed. Following this procedure, 46 different Superpave mixtures, one stone matrix asphalt (SMA) mixture and one porous friction course (PFC) mixture were tested. In addition, 23 different asphalt and two concrete field sections were also tested for friction and noise.  The results of both field and laboratory measurements were used to develop an International Friction Index (IFI)-based protocol for measurement of the frictional characteristics of asphalt pavements for laboratory friction measurements. Based on the results of the study, it appears the content of high friction aggregate should be 20% or more of the total aggregate blend when used with other polish susceptible coarse aggregates; the frictional properties increased substantially as the friction aggregate content increased above 20%. Both steel slag and quartzite were found to improve the frictional properties of the blend, though steel slag had a lower polishing rate. In general, mixes containing soft limestone demonstrated lower friction values than comparable mixes with hard limestone or dolomite. Larger nominal maximum aggregate size mixes had better overall frictional performance than smaller sized mixes. In addition, mixes with higher fineness moduli generally had higher macrotexture and friction.
KW  - Asphalt pavements
KW  - Friction
KW  - Friction course
KW  - International Friction Index
KW  - Laboratory tests
KW  - Macrotexture
KW  - Microtexture
KW  - Quartzite
KW  - Superpave
UR  - http://dx.doi.org/10.5703/1288284314265
UR  - http://publications.iowa.gov/id/eprint/20032
UR  - https://trid.trb.org/view/1218731
ER  - 

TY  - RPRT
AN  - 01458092
AU  - Day, Christopher M
AU  - Brennan, Thomas M
AU  - Premachandra, Hiromel
AU  - Hainen, Alexander M
AU  - Remias, Stephen M
AU  - Sturdevant, James R
AU  - Richards, Greg
AU  - Wasson, Jason S
AU  - Bullock, Darcy M
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Quantifying Benefits of Traffic Signal Retiming
PY  - 2010/10//Final Report
SP  - 73p
AB  - Improvements in the quality of service on a signalized intersection or arterial can be interpreted as a reduction in the user cost of service, which is expected to induce demand based on economic theory. This report presents a methodology for measuring and interpreting changes to user costs, and determining whether demand was induced. High-resolution signal event data and Bluetooth device MAC address matching are demonstrated in three case studies with the purpose of quantifying the impacts of changes in signal timing plans. In the first case study, 21 months of vehicle volume data are used to test whether demand was induced by optimizing offsets on a Saturday plan. In the second case study, the increase in demand for pedestrian service is quantified with respect to the implementation of an exclusive pedestrian phase using an econometric model taking the effects of season, weather, and special events into account. Finally, the third case study demonstrates the use of vehicle travel time data in quantifying changes in user costs and environmental impact (tons of carbon). A method of describing changes in travel time reliability is also presented.
KW  - Demand
KW  - Economic benefits
KW  - Environmental impacts
KW  - Pedestrian phase
KW  - Pedestrians
KW  - Reliability
KW  - Traffic signal timing
KW  - Travel time
KW  - User costs
UR  - http://dx.doi.org/10.5703/1288284314250
UR  - https://trid.trb.org/view/1218716
ER  - 

TY  - RPRT
AN  - 01457798
AU  - Kowalski, Karol K
AU  - McDaniel, Rebecca S
AU  - Olek, Jan
AU  - Shah, Ayesha
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Determining of the Binder Content of Hot Mix Asphalt Containing Dolomitic Aggregates Using the Ignition Oven
PY  - 2010/10//Final Report
SP  - 136p
AB  - The binder content of an HMA mix is one of the critical factors affecting the quality of the mix. The ignition oven is one widely used method for determining the binder content, however, its use is problematic with some types of aggregates, including dolomites. With these aggregates, the mass loss continues after the binder is burned off as the aggregates decompose and the test does not terminate at a stable mass. This study investigated the factors that affect this mass loss in problematic aggregates and developed a modified ignition oven procedure to limit this mass loss. The mass loss in the ignition oven was found to be both time and temperature dependent. The mass loss is also related to the binder content in the mixture. When the binder in the mixture ignites, the oven temperature increases and exceeds the pre-set test temperature. Temperature variations inside the ignition oven result in higher temperatures in the vicinity of the upper basket; these temperature differences are even more pronounced when the binder ignites. These higher temperatures can result in increased mass loss with problematic aggregates. A test temperature as low as 427°C was found to be effective for removing the binder from a mixture.  Therefore a modified ignition oven procedure was developed to control the temperatures and limit the additional mass loss for problematic aggregates. The method involves placing half the total sample mass in the bottom basket only and running the ignition oven at a temperature of 427°C. This method was verified by testing six different plant produced mixes containing problematic aggregate and by comparing the results to results of the standard ignition oven method and to solvent extraction. The modified method is recommended for use with problematic aggregates or where the standard test method yields calibration factors greater than 1.0 or the test does not terminate automatically.
KW  - Aggregates
KW  - Binder content
KW  - Dolomite
KW  - Hot mix asphalt
KW  - Ignition oven
UR  - http://dx.doi.org/10.5703/1288284314259
UR  - https://trid.trb.org/view/1218725
ER  - 

TY  - RPRT
AN  - 01457704
AU  - Schlitter, John
AU  - Henkensiefken, Ryan
AU  - Castro, Javier
AU  - Raoufi, Kambiz
AU  - Weiss, Jason
AU  - Nantung, Tommy
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Internally Cured Concrete for Increased Service Life
PY  - 2010/10//Final Report
SP  - 291p
AB  - Higher strength, lower water to cement ratio (w/c) concrete has been advocated over the last two decades due to its increased strength and reduced permeability. The lower w/c of these concretes makes them susceptible to autogenous shrinkage. This autogenous shrinkage can be significant and can be a contributing factor to early age cracking. Internal curing was investigated as a potential method to improve the durability of concrete pavements and bridge decks. Prewetted lightweight aggregate was used to supply water to the hydrating cement paste. This additional water can counteract the hindered strength development, suspended hydration, autogenous shrinkage, and early age cracking. An overview of the concepts behind internal curing was presented. It is important the internal curing agent (lightweight aggregate (LWA) in this case): be able to provide a sufficient volume of water, has a structure that allows the water to be released to the paste as needed, and is small enough so that they can be appropriately spaced in the matrix. Local materials were used. Before concrete could be prepared the locally produced LWA was characterized to determine absorption and desorption properties. Concrete mixtures were prepared for concrete with and without internal curing. A constant aggregate volume was maintained. Tests performed on these mixtures were designed to measure: autogenous shrinkage, drying shrinkage, plastic shrinkage cracking, drying shrinkage cracking, autogenous shrinkage cracking, water absorption, compressive strength, elastic modulus, tensile strength, thermal cracking and freeze-thaw resistance. Internally cured mixtures showed less autogenous shrinkage. In addition they were less likely to crack due to plastic, autogenous, and drying effects. Internal curing reduced the water absorption and potential for freeze-thaw damage. Further, internal curing allowed a greater temperature swing in the concrete before cracking would occur. Internally cured concrete mixtures could enable INDOT to produce more durable concrete pavements and structures that are less susceptible to cracking and have improved transport properties thereby providing great potential for more sustainable, cost-effective construction.
KW  - Absorption
KW  - Concrete curing
KW  - Concrete pavements
KW  - Cracking
KW  - Curing agents
KW  - Durability
KW  - Hydraulic cement concrete
KW  - Lightweight concrete
KW  - Service life
KW  - Shrinkage
UR  - http://dx.doi.org/10.5703/1288284314262
UR  - https://trid.trb.org/view/1218728
ER  - 

TY  - RPRT
AN  - 01457701
AU  - McDaniel, Rebecca S
AU  - Kowalski, Karol J
AU  - Shah, Ayesha
AU  - Olek, Jan
AU  - Bernhard, Robert J
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Long Term Performance of a Porous Friction Course
PY  - 2010/10//Final Report
SP  - 46p
AB  - In 2003, the Indiana Department of Transportation and the Federal Highway Administration allowed a test section of Porous Friction Course (PFC) to be placed on I74 east of Indianapolis. The design, construction and early performance of that surface were compared to an adjacent Stone Matrix Asphalt (SMA) surface and a conventional Superpave HMA surface in a report prepared for the Institute for Safe, Quiet and Durable Highways. The early performance indicated that the PFC offered several advantages over the SMA and the conventional surfaces, including reduced tire/pavement noise, high friction and surface texture, and reduced splash and spray. There was a concern, however, that porous surfaces can lose their porosity, and therefore their performance advantages, over time. Consequently, the project summarized in this report was planned to continue monitoring the performance of the PFC and the comparison surfaces in order to investigate the durability of the porous surface over a five-year period (after construction).  After five years under traffic, there have indeed been some changes in these properties. Most of the changes, however, took place quickly as the asphalt binder film coating the exposed aggregate particles was worn off by traffic. Since then, the changes have been relatively minor. The PFC section is still significantly quieter than the adjacent SMA section to which it has been compared. The PFC has retained most of its texture and is still providing good friction levels. Both the PFC and the SMA are still in very good condition with little distress and have higher friction levels than a section of dense graded asphalt constructed with similar materials that has also been evaluated for the duration of the study.
KW  - Friction course
KW  - Pavement performance
KW  - Porous pavements
KW  - Stone matrix asphalt
KW  - Surface treating
KW  - Texture
KW  - Tire/pavement noise
UR  - http://dx.doi.org/10.5703/1288284314284
UR  - https://trid.trb.org/view/1218750
ER  - 

TY  - RPRT
AN  - 01457698
AU  - Agbelie, Bismark R D K
AU  - Bai, Qiang
AU  - Labi, Samuel
AU  - Sinha, Kumares C
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Forecasting of Highway Revenues Under Various Options
PY  - 2010/10//Final Report
SP  - 138p
AB  - Throughout the United States, state highway revenue, which is dominated by receipts from fuel taxes, has failed to keep up with expected investments required for infrastructure preservation and improvement. The reasons for this trend include the increasing fuel efficiency of vehicles, slowing of the growth in vehicle-miles of travel, and the erosion of the purchasing power of the dollar due to inflation. This development motivates highway agencies not only to seek revisions of existing funding structures but also to consider potential alternative sources. To establish and implement an effective and efficient financing strategy that incorporates potential new funding sources, it is necessary to model the possible outcomes of these sources in terms of their impacts on revenue stream and to study the sensitivity of these outcomes with respect to changes in key revenue factors such as vehicle-miles of travel and fuel price. In addressing this issue, this study utilizes data on amounts of travel, fuel price, and other primary information to enhance the existing models for state highway revenue forecasting in Indiana. To facilitate implementation of the study results, the existing revenue forecasting software package has been enhanced to include traditional and new revenue sources, to estimate revenue under several different scenarios, and also to analyze sensitivity of revenue to changes in input factors such as fuel price, per capita income, gross domestic product, driving age population, and traffic growth rate. The package provides annual forecasts for both existing and alternative highway revenue sources in Indiana. Short range forecasts for fuel tax revenues are also estimated.
KW  - Fees
KW  - Forecasting
KW  - Fuel taxes
KW  - Highways
KW  - Mathematical models
KW  - Mileage-based user fees
KW  - Prices
KW  - Registration fees
KW  - Revenues
KW  - Vehicle miles of travel
UR  - http://dx.doi.org/10.5703/1288284314268
UR  - https://trid.trb.org/view/1218734
ER  - 

TY  - RPRT
AN  - 01454474
AU  - Zegeer, Charles
AU  - Nabors, Dan
AU  - Gelinne, Dan
AU  - Lefler, Nancy
AU  - Bushell, Max
AU  - Vanasse Hangen Brustlin, Incorporated
AU  - University of North Carolina, Chapel Hill
AU  - Federal Highway Administration
TI  - Pedestrian Safety Strategic Plan: Recommendations for Research and Product Development
PY  - 2010/10//Final Report
SP  - 232p
AB  - Pedestrian fatalities continue to be a major highway safety problem in the U.S., with pedestrians accounting for approximately 12 percent of all traffic‐related deaths. This report is based on a comprehensive analysis of pedestrian crash data trends and factors, a detailed review of more than 200 reports and publications on pedestrian safety, and input from more than 25 expert stakeholder members. The Federal Highway Administration (FHWA) led the development of the Strategic Plan to address these safety concerns and equip professionals with knowledge, resources, and information needed to identify problems and implement solutions related to the roadway environment. The Strategic Plan identified 28 new research topics to address four primary categories of research needs: problem identification and data collection, analysis and decision making, innovative research and evaluation, and technology transfer. Detailed research problem statements were developed for each of the 28 proposed research topics, including the research goals, background, and schedule. The Strategic Plan also recommends updates to existing FHWA technology transfer tools and resources based on an evaluation by potential end‐users. Dissemination activities identified by the Strategic Plan include event marketing, successful practices guides, in‐person and web‐based training, and software development. Recommended innovative strategies for distributing information include convening interactive webinars, developing a video‐share website, and utilizing 3D visualization tools. Recommendations are made for Strategic Plan implementation, while keeping in mind the importance of interagency collaboration. Potential barriers to successful plan implementation are identified along with possible solutions. A recommended timeline for activities is also included, which covers a 15‐year period. Strategies for plan review, evaluation, and updates are also included which ensures that the Strategic Plan will be a flexible, living document. Recommendations for research and product development are intended to be addressed through a collaborative approach between various agencies and offices. A cooperative effort is suggested to address the variety of crash problems discussed in the Strategic Plan.
KW  - Data collection
KW  - Decision making
KW  - Pedestrian safety
KW  - Problem identification
KW  - Recommendations
KW  - Research
KW  - Research needs
KW  - Research problem statements
KW  - Strategic planning
KW  - Technology transfer
UR  - http://safety.fhwa.dot.gov/ped_bike/pssp/fhwasa10035/fhwasa10035.pdf
UR  - https://trid.trb.org/view/1223070
ER  - 

TY  - RPRT
AN  - 01454126
AU  - Johnson, Andrew M
AU  - Smith, Bryan C
AU  - Johnson, Wei Hong
AU  - Gibson, Luke W
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluating the Effect of Slab Curling on IRI for South 
Carolina Concrete Pavements
PY  - 2010/10//Final Report
SP  - 30p
AB  - Concrete pavements are known to curl due to a temperature gradient within the concrete caused by both daily and seasonal temperature variations. This research project measured the magnitude of concrete pavement slab curling of two newly constructed jointed plain concrete pavements in South Carolina and the effect of the slab curling on rideability of the pavements. Three methods were used to measure the amount of slab curling: digital indicators suspended over the pavement surface, a terrestrial laser scanner, and a high-speed inertial profiler. It was found that the pavements showed small changes in curvature as the temperature increased during the day. These changes also correlated to increases in the International Roughness Index (IRI) measurement of the pavement, the IRI increase were found to be less than 10 inches/mile on days with large swings in temperature.  The change in IRI from seasonal temperature variations was in the range of 1 to 4 inches/mile. Based on this research project, it is recommended that South Carolina Department of Transportation schedule its quality acceptance rideability testing of concrete pavements for the same time of day (i.e. afternoon) to reduce the variation in the IRI measurements caused by daily temperature cycles and make measurements from different roads more comparable.
KW  - Concrete pavements
KW  - Curling
KW  - International Roughness Index
KW  - Pavement performance
KW  - Periods of the day
KW  - Slabs
KW  - South Carolina
KW  - Temperature
UR  - http://www.clemson.edu/t3s/scdot/pdf/projects/SPR%20688%20final%20report.pdf
UR  - http://ntl.bts.gov/lib/46000/46200/46247/SPR_688.pdf
UR  - https://trid.trb.org/view/1222357
ER  - 

TY  - RPRT
AN  - 01451014
AU  - United States Federal Highway Administration
TI  - Reconstruction of M-15 from I-75 to I-69, Oakland and Genesee counties : environmental impact statement
PY  - 2010/10//Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Michigan
UR  - https://trid.trb.org/view/1219558
ER  - 

TY  - RPRT
AN  - 01447869
AU  - Wang, Yinhai
AU  - Wu, Yao-Jan
AU  - Ma, Xiaolei
AU  - Corey, Jonathan
AU  - Transportation Northwest Regional Center X (TransNow)
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Real-Time Travel Time Prediction on Urban Traffic Network
PY  - 2010/10//Final Report
SP  - 80p
AB  - Travel time is one of the most desired operational and system Measures of Effectiveness (MOEs) for evaluating the performance of freeways and urban arterials. With accurate travel time information, decision makers, road users, and traffic engineers can make informed decisions. However, retrieving network-level travel time information has several challenges, such as travel time estimation, prediction, and data processing. This research addresses these challenges by developing innovative methodologies and computer applications. First, the authors developed a two-step empirical approach to effectively estimating link journey speeds using merely advance loop detector outputs. Second, an α–β filter is adopted to dynamically predict and smooth real-time loop measured spot speeds. In addition to travel time estimation and prediction, a time dependent shortest path algorithm is also developed, to determine the shortest travel time route based on real-time traffic. Lastly, the developed algorithms are implemented in a web-based Real-time Analysis and Decision-making for ARterial Network (RADAR Net) system. In order to achieve real-time performance, sensor and signal control databases are carefully designed to ensure fast query over a huge amount of network-level traffic data. Furthermore, the data visualization and statistical analysis modules are also added to RADAR Net to facilitate user applications. Currently, the RADAR Net system is part of the Digital Roadway Interactive Visualization and Evaluation Network (DRIVE Net) (www.uwdrive.net), developed by the STAR Lab of the University of Washington. RADAR Net is capable of performing all required tasks efficiently in real-time
KW  - Algorithms
KW  - Arterial highways
KW  - Decision making
KW  - Empirical methods
KW  - Mathematical prediction
KW  - Real time information
KW  - Traffic network performance
KW  - Travel time
KW  - Urban travel
KW  - Web-based systems
UR  - http://ntl.bts.gov/lib/32000/32200/32235/TNW2009-11.pdf
UR  - https://trid.trb.org/view/1213871
ER  - 

TY  - RPRT
AN  - 01444927
AU  - Preston, Howard
AU  - Barry, Michael
AU  - CH2M HILL
AU  - University of Minnesota, Twin Cities
AU  - Minnesota Department of Transportation
AU  - Federal Highway Administration
TI  - Minnesota's Best Practices for Traffic Sign Maintenance/Management Handbook, Including Insight on How to Remove Unnecessary and Ineffective Signage
PY  - 2010/10
SP  - 111p
AB  - This Best Practices Guide is a resource document intended to help transportation professionals develop a technically sound set of policies and practices to better maintain their system of traffic signs.  The contents are presented in the following Parts:  (A) Background; (B) Maintenance Methods; (C) Financial Budgeting; (D) Policy Development; (E) Implementation; (F) Effectiveness of Traffic Signs; and (G) Summary of Key Points.  It does not contain requirements, mandates, warrants or standards, and it does not supersede other publications that do.
KW  - Best practices
KW  - Handbooks
KW  - Maintenance management
KW  - Minnesota
KW  - Traffic signs
UR  - http://www.dot.state.mn.us/research/TS/2010/2010RIC10.pdf
UR  - https://trid.trb.org/view/1212534
ER  - 

TY  - RPRT
AN  - 01376223
AU  - Hunter, Michael P
AU  - Guin, Angshuman
AU  - Boonsiripant, Saroch
AU  - Rodgers, Michael
AU  - Georgia Institute of Technology, Atlanta
AU  - Georgia Institute of Technology, Atlanta
AU  - Georgia Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of the Effectiveness of Converging Chevron Pavement Markings
PY  - 2010/10//Final Report
SP  - 35p
AB  - Converging chevron pavement markings have recently seen rising interest in the United States as a  means to reduce speeds at high-speed locations in a desire to improve safety performance.  This report presents an investigation into the effectiveness of chevron markings in reducing vehicle speeds on two-lane  freeway-to-freeway directional ramps in Atlanta, Georgia.  The evaluation is based on a statistical comparison  at pre-selected sites of speeds before and after the installation of the chevron markings.  The analysis focuses  on the impact of converging chevrons over the range of speed percentiles and on the mean speed.  The analysis indicates that the chevrons had a minimal impact on vehicle speeds, with drivers adjusting  back to their previous speeds as they acclimate to the treatment.  The effect of the chevrons’ treatments on  speed tended to be most pronounced immediately after the chevron implementation.  However, by the ninth  month after implementation the magnitude of the effect dropped to under 1 to 2 mph for the mean speed and  most vehicle speed percentiles.  While this result does not necessarily imply that the chevron treatment is not a  meaningful safety treatment, any safety benefits are not likely to result from a general decrease in speeds
KW  - Atlanta (Georgia)
KW  - Before and after studies
KW  - Chevron markings
KW  - Converging chevron road marking pattern
KW  - Evaluation
KW  - Highway safety
KW  - Operating speed
KW  - Ramps (Interchanges)
KW  - Road markings
KW  - Speed control
UR  - https://trid.trb.org/view/1144010
ER  - 

TY  - RPRT
AN  - 01368593
AU  - Prozzi, Jolanda
AU  - Carroll, Lindsey
AU  - Loftus-Otway, Lisa
AU  - Bhat, Chandra
AU  - Paleti, Rajesh
AU  - McCray, Talia
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Assessing the Environmental Justice Impacts of Toll Road Projects
PY  - 2010/10//Technical Report
SP  - 155p
AB  - Inadequate and uncertain transportation funding have in recent years resulted in a renewed emphasis on using investments that can be recovered by toll charges to finance new roads and modernize existing roads. This has raised questions about environmental justice (EJ) and how it pertains to tolling. In 2004, Texas Department of Transportation (TxDOT) Project 0-5208 was funded to propose an approach for the identification, measurement, and mitigation of disproportionately high or adverse impacts imposed on minority and low-income communities by toll roads relative to non-tolled facilities. The methodology proposed had two equally important components: an analysis/quantitative component and an effective EJ participation component. However, the research team raised concerns about the ability of various available analytical tools and analysis techniques to measure the potential impacts imposed on EJ communities by toll roads relative to non-toll roads. The objective of this study was to extend the work that was conducted under TxDOT Research Project 0-5208 by (a) reviewing the ability of available tools and analysis techniques to quantify and qualitatively describe the EJ impacts associated with toll road projects and toll road systems through an evaluation of state-of-the-practice applications, and (b) recommending a suitable approach to assess the EJ impacts of toll roads and toll road systems on EJ communities. The research conducted to meet the project objectives has culminated in this research report.
KW  - Environmental justice
KW  - Evaluation and assessment
KW  - Financing
KW  - Highways
KW  - Impacts
KW  - Low income groups
KW  - Minorities
KW  - Toll roads
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6544_1.pdf
UR  - https://trid.trb.org/view/1137185
ER  - 

TY  - RPRT
AN  - 01354146
AU  - Walton, C M
AU  - Harrison, Robert
AU  - Bienkowski, Bridget
AU  - Kockelman, Kara
AU  - Weissmann, Angela Jannini
AU  - Weissmann, Jose
AU  - Papagiannakis, A T
AU  - Yang, Mijia
AU  - Kunsietty, Jaya Lakshmi
AU  - University of Texas, Austin
AU  - University of Texas, San Antonio
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Potential Use of Longer Combination Vehicles in Texas: Second-Year Report
PY  - 2010/10//Technical Report
SP  - 97p
AB  - The second year of this study focused on Texas highway corridors carrying heavy truck volumes and examined LCV operations—particularly infrastructure costs—to identify where the highest economic advantage from LCV implementation would be achieved. First an Executive Summary of the entire study describes the two-year findings. Then Chapter 1 provides a short background and summarizes the outlines of both reports. Chapter 2 covers the potential LCV impacts on the pavements of the high volume heavy truck corridors (segments) on the TxDOT system. The work is a fundamental contribution to estimating pavement life and critical in ensuring that any recommended increase of truck size or weight meets the marginal cost rule. The chapter covers the method used to determine pavement life, together with the collection and analysis of data required in the evaluation. It reports the characteristics, analysis, results, and conclusions for each of five Texas corridors. The chapter then summarizes the findings for both rigid and flexible pavement and closes with limitations and recommendations for additional research. Chapter 3 identifies LCV impacts on the bridges identified on the corridors specified in Chapter 2. It describes the method selected to determine bridge impacts, including the traditional moment analysis method and a fatigue moment analysis method that promises greater precision. The LCV types selected for study analysis—97,000 lb tridem, 138,000 lb double 53ft, and a 90,000 lb double 53ft—are then introduced sequentially and the results for both moment methods given. Results are then summarized with one surprising result. Chapter 4 provides the findings regarding users, pavements, and bridges. The major recommendation of the advisory panel was a pilot study of LCV types over a selection of Texas corridors that are economically attractive to truckers. Finally, a series of appendices covered supporting material to the analytical work undertaken in the second year and the presentations made at the final study workshop.
KW  - Axle loads
KW  - Bridges
KW  - Heavy duty trucks
KW  - High volume roads
KW  - Highway corridors
KW  - Longer combination vehicles
KW  - Marginal costs
KW  - Pavement performance
KW  - Service life
KW  - Texas
KW  - Torque
KW  - Tractor trailer combinations
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6095_2.pdf
UR  - https://trid.trb.org/view/1116008
ER  - 

TY  - RPRT
AN  - 01354092
AU  - Harrison, Rob
AU  - Persad, Khali
AU  - Dhumal, Ateeth
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Employment Impacts of ARRA Funding on TxDOT Projects
PY  - 2010/10//Technical Report
SP  - 115p
AB  - The stimulus package signed by President Obama on March 6, 2009 is known as the American Recovery and Reinvestment Act (ARRA). This act allocated $48.1 billion to transportation of which $27.5 billion was for highway projects. Texas was allotted the second highest distribution of $2.2 billion and by September 1, 2009, 298 projects were authorized and $1.2 billion obligated. The full allocation was taken up by the April 2010 deadline. State agencies like TxDOT who receive ARRA funds must report, on a monthly basis, various data on each project in the ARRA program including staff numbers, hours worked and payroll. Construction labor, however, is only one part of the full economic impact of highway investment. The direct jobs, such as those reported by the main contractor and the subs, can be smaller than those working in the indirect sector—material suppliers, transportation companies, and so forth. And when those in the direct and indirect sectors are employed, they spend money in a variety of ways to create induced impacts. This report documents research that explores labor usage on TxDOT ARRA construction projects, including statistical analyses and interviews with contractors and suppliers. It also includes an analysis of the differences observed in labor, material, and equipment costs on ARRA projects compared to ‘normal’ project costs.
KW  - American Recovery and Reinvestment Act of 2009
KW  - Economic impacts
KW  - Employment
KW  - Financing
KW  - Labor force
KW  - Labor market
KW  - Road construction
KW  - Road construction workers
KW  - Texas
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6592_1.pdf
UR  - https://trid.trb.org/view/1116020
ER  - 

TY  - RPRT
AN  - 01346520
AU  - Nash, Phillip T
AU  - Hood, John
AU  - Hutson, Nathan
AU  - Knipstein, Ben
AU  - Loftus-Otway, Lisa
AU  - Smith, Doug
AU  - Sober, Joseph C
AU  - Walker, Richard P
AU  - Welch, Ben
AU  - Texas Tech University, Lubbock
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - TxDOT and Electric Power Transmission Lines
PY  - 2010/10//Technical Report
SP  - 100p
AB  - Rural areas of Texas are being extensively developed as locations for renewable energy projects and generation facilities. Wind power, solar power, and other renewable energy technologies are viewed by the public as the next economic boom and have been compared to the oil boom of the early twentieth century. However, studies have indicated that the existing transmission network is unable to support significant transmission of electricity from additional wind generation. The Public Utilities Commission of Texas created Competitive Renewable Energy Zones (CREZ) to match renewable resources with needs in pursuit of adequate future transmission. The Texas Department of Transportation (TxDOT) has the potential for a unique and expansive role in the development of future transmission capacity given the authorizations contained in House Bill 3588 that allow the department to build, own, or operate transmission. The purpose of this study was to provide baseline information and case studies to better define TxDOT’s role in electric power transmission lines and partnering with public utilities. Technical and legal issues were documented in literature and legal analysis undertaken during the study. Stakeholders in electric power generation and transmission were identified, and researchers interviewed a variety of state agencies, transmission providers, renewable energy non-profit organizations, property rights advocates, independent system operators, public utilities and other state departments of transportation. The researchers conclude that at present, the location of transmission alongside transportation is a reasonable and achievable goal. While there are incongruencies in the comparative planning regimens of TxDOT and transmission developers, none seem to present an unbreachable barrier to successful joint development. There are numerous examples of successful installations around the country. In most cases, these alignments are placed just outside of the highway right of way (ROW) on private land, though in a few cases they have also been placed within the ROW. Avoiding conflict with landowners and preserving landscapes was found to be the primary motivation for co-location. The research offered recommendations that would be required (federally and locally) to encourage utility accommodation within ROW, and enhance TxDOT's role in this process.
KW  - Case studies
KW  - Electric power transmission facilities
KW  - Joint development
KW  - Legal factors
KW  - Location
KW  - Partnerships
KW  - Public utilities
KW  - Renewable energy sources
KW  - Right of way (Land)
KW  - Stakeholders
KW  - Texas Department of Transportation
KW  - Underground utility lines
KW  - Utility accommodation policy
KW  - Wind power generation
UR  - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/0-6495_final_report.pdf
UR  - https://trid.trb.org/view/1108670
ER  - 

TY  - RPRT
AN  - 01345463
AU  - Howard, Milady
AU  - Whittington, Jordan
AU  - Strickland, Matthew
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Profilograph Specification Study
PY  - 2010/10//Final Report
SP  - 39p
AB  - Pavement smoothness is probably the single most important indicator of pavement performance according to the traveling public. Rough or uneven pavements adversely affect driver safety, ride quality, fuel efficiency, and vehicle wear and tear. Rough pavements also lead to decreased pavement durability as rough pavements are proven to deteriorate faster than smooth pavements. Under the current specification the Mississippi Department of Transportation uses the Profile Index for highway pavement smoothness acceptance. This report covers the activities that were performed to enhance the current Mississippi Department of Transportation (MDOT) ride specification for pavements. The project team reviewed the MDOT ride specification for flexible and portland cement concrete pavements and compared it with current literature and state of practice. This report provides information on the review of MDOT current ride specification, literature review, and recommendations for improvements. The recommendations cover the proposed improvements to the current ride specification, tolerances, project classification levels, analysis tools and indices, and methods of acceptance.
KW  - Concrete pavements
KW  - Flexible pavements
KW  - Literature reviews
KW  - Mississippi Department of Transportation
KW  - Performance based specifications
KW  - Portland cement concrete
KW  - Profilographs
KW  - Recommendations
KW  - Ride quality
KW  - Roughness
KW  - Smoothness
UR  - http://www.gomdot.com/Divisions/Highways/Resources/Research/pdf/Reports/InterimFinal/SS144.pdf
UR  - http://ntl.bts.gov/lib/44000/44500/44548/State_Study_144_-_Profilograph_Specification_Study.pdf
UR  - https://trid.trb.org/view/1107373
ER  - 

TY  - RPRT
AN  - 01341787
AU  - Bham, Ghulam H
AU  - Long, Suzanna
AU  - Baik, Hojong
AU  - Ryan, Tom
AU  - Gentry, Lance
AU  - Lall, Khushboo
AU  - Arezoumandi, Mahdi
AU  - Liu, Daxiao
AU  - Li, Tao
AU  - Schaeffer, Brian
AU  - Missouri University of Science and Technology, Rolla
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Variable Speed Limits on I‐270/I‐255 in St. Louis
PY  - 2010/10//Final Report
SP  - 50p
AB  - In May of 2008, the Missouri Department of Transportation installed a “Variable Speed Limit” (VSL) system along the I‐270/I‐255 corridor in St. Louis. This project evaluated the VSL system and its potential impacts and benefits to the transportation users. The technical system evaluation focused on three areas ‐mobility, safety, and public and police perceptions. The VSL is not performing as desired in terms of improvements to overall mobility along the corridor, but is providing limited benefits to some segments. Noticeable benefits have been seen with respect to reduction in the number of crashes during the evaluation period. The driving public and law enforcement are widely dissatisfied with the VSL system based on their perceptions of benefits to congestion relief, compliance with posted speed limits, and overall visibility of the current sign configuration.
KW  - Benefits
KW  - Compliance
KW  - Highway safety
KW  - Impact studies
KW  - Interstate highways
KW  - Mobility
KW  - Public opinion
KW  - Saint Louis (Missouri)
KW  - Speed limits
KW  - Traffic congestion
KW  - Traffic law enforcement
KW  - Traffic mitigation
KW  - Traffic signs
KW  - User perceptions
KW  - Variable speed limits
KW  - Visibility
UR  - http://library.modot.mo.gov/RDT/reports/Ri08025/or11014rpt.pdf
UR  - http://ntl.bts.gov/lib/37000/37900/37999/or11014app.pdf
UR  - https://trid.trb.org/view/1103196
ER  - 

TY  - RPRT
AN  - 01340901
AU  - Bham, Ghulam H
AU  - Long, Suzanna
AU  - Baik, Hojong
AU  - Ryan, Tom
AU  - Gentry, Lance
AU  - Lall, Khushboo
AU  - Arezoumandi, Mahdi
AU  - Liu, Daxiao
AU  - Li, Tao
AU  - Schaeffer, Brian
AU  - Missouri University of Science and Technology, Rolla
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Appendices: Evaluation of Variable Speed Limits on I-270/I-255 in St. Louis
PY  - 2010/10//Final Report
SP  - 462p
AB  - In May of 2008, the Missouri Department of Transportation installed a “Variable Speed Limit” (VSL) system along the I-270/I-255 corridor in St. Louis. This project evaluated the VSL system and its potential impacts and benefits to the transportation users. The technical system evaluation focused on three areas - mobility, safety, and public and police perceptions. The VSL is not performing as desired in terms of improvements to overall mobility along the corridor, but is providing limited benefits to some segments. Noticeable benefits have been seen with respect to reduction in the number of crashes during the evaluation period. The driving public and law enforcement are widely dissatisfied with the VSL system based on their perceptions of benefits to congestion relief, compliance with posted speed limits, and overall visibility of the current sign configuration. This document contains the following appendices to the final report: (A) Methodology; (B) Process Data and Assessment; (C) Literature Review; (D) References; and (E) Data Collected.
KW  - Benefits
KW  - Compliance
KW  - Highway safety
KW  - Impact studies
KW  - Interstate highways
KW  - Mobility
KW  - Public opinion
KW  - Saint Louis (Missouri)
KW  - Speed limits
KW  - Traffic congestion
KW  - Traffic law enforcement
KW  - Traffic mitigation
KW  - Traffic signs
KW  - User perceptions
KW  - Variable speed limits
KW  - Visibility
UR  - http://library.modot.mo.gov/RDT/reports/Ri08025/or11014app.pdf
UR  - https://trid.trb.org/view/1102878
ER  - 

TY  - RPRT
AN  - 01340417
AU  - Strickland, Matthew
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Construction Monitoring of Full-Depth Reclamation in Madison County for MDOT Project No. NH-0008-03(032)
PY  - 2010/10//Final Report
SP  - 39p
AB  - This report presents the results of construction monitoring of the full-depth reclamation (FDR) process used on MDOT project number NH-0008-03(032) in Madison County on US49. FDR is a method of pavement rehabilitation in which the entire pavement structure is milled up, crushed, blended, and placed back in order to provide a homogenous material that, when properly compacted, is suitable for use as a pavement base layer. This report discussed the techniques used, problems encountered, and lessons learned from the FDR project.
KW  - Full-depth reclamation
KW  - Mississippi
KW  - Pavement maintenance
KW  - Paving
UR  - http://www.gomdot.com/Divisions/Highways/Resources/Research/pdf/Reports/InterimFinal/FDR_Rpt.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37832/FDR_Report.pdf
UR  - http://ntl.bts.gov/lib/44000/44500/44519/Construction_Monitoring_of_Full-Depth_Reclamation_in_Madison_County_for_MDOT_Project_No._NH-0008-03_032_.pdf
UR  - https://trid.trb.org/view/1101885
ER  - 

TY  - RPRT
AN  - 01340410
AU  - Whittington, Jordan
AU  - Strickland, Matthew
AU  - Wiles, Paula
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Transtech PQI 301 Pavement Quality Indicator Device Evaluation
PY  - 2010/10//Final Report
SP  - 21p
AB  - The PQI 301 Asphalt Density device, developed by Transtech Systems, Inc., was evaluated by MDOT to determine if it could be used in lieu of the currently required nuclear density gauge. Nuclear density gauges require MDOT personnel to have a license, to be certified and wear a badge, and to be exposed to radiation. The PQI 301 was advertised as being easy and cost-effective to own, lightweight and easy to transport, as well as being quick and accurate. MDOT purchased two PQI 301 devices, one placed in the Gulfport Project Office and the other in the MDOT Materials Division. Both devices were used for comparison of results. During the study 236 density readings were taken with the PQI 301. However, difficulties in training, the lack of a standardized method of data collection and documentation, and lack of uniformity in data collection made data comparison between the PQI and the nuclear density gauge impossible. MDOT could seek further investigation into quality assurance, training, and standardized data collection methods if the agency wishes to implement the PQI 301 device.
KW  - Asphalt
KW  - Density
KW  - Measuring instruments
KW  - Quality assurance
UR  - http://www.gomdot.com/Divisions/Highways/Resources/Research/pdf/Reports/InterimFinal/SS198.pdf
UR  - http://ntl.bts.gov/lib/37000/37900/37920/SS198_PQI_Final_Report.pdf
UR  - https://trid.trb.org/view/1101888
ER  - 

TY  - RPRT
AN  - 01339691
AU  - Tatham, Chris
AU  - ETC Institute
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - Identifying Customer-Focused Performance Measures
PY  - 2010/10//Final Report
SP  - 20p
AB  - The Arizona Department of Transportation (ADOT) completed a comprehensive customer satisfaction assessment in July 2009. ADOT commissioned the assessment to acquire statistically valid data from residents and community leaders to help it identify short-term and long-term transportation priorities. The survey found that state residents feel:  Safe on the state’s highways; ADOT keeps the roads clean; ADOT keeps the landscaping well maintained; Satisfied with the Motor Vehicle Division; ADOT is moving in the right direction; Dissatisfied with condition of highway shoulders (should be improved); Dissatisfied with nighttime visibility of highway striping; Dissatisfied with the frequency of public transit where they live; and Dissatisfied with traffic flow on highways during rush hour.  Both residents and community leaders said the transportation issues with the highest priorities were:  Repairing and maintaining existing highways; Enhancing highway safety; and Relieving congestion on highways.
KW  - Administration
KW  - Arizona Department of Transportation
KW  - Customer satisfaction
KW  - Highway maintenance
KW  - Highway safety
KW  - Highway traffic control
KW  - Motor vehicle departments
KW  - Peak hour traffic
KW  - Public opinion
KW  - Public transit
KW  - State departments of transportation
KW  - Strategic planning
KW  - Surveys
KW  - Traffic congestion
KW  - Transit service
UR  - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ655.pdf
UR  - https://trid.trb.org/view/1102449
ER  - 

TY  - RPRT
AN  - 01338175
AU  - O'Connor, Jerome S
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Post-Earthquake Bridge Inspection Guidelines
PY  - 2010/10//Final Report
SP  - 145p
AB  - This report presents a course of action that can be used by the New York State Department of Transportation (NYSDOT) to respond to an earthquake that may have damaged bridges, so that the highway system can be assessed for safety and functionality in an orderly and expeditious manner. If a significant earthquake occurs, maintenance personnel will respond immediately by driving all state highways in the affected area, starting with pre-defined priority routes. They will report their findings to the Resident Engineer (RE) and erect barricades to close damaged bridges. The second phase of the Department’s response will consist of detailed bridge inspections. The Regional Structures Engineer (RSE) will mobilize and deploy bridge inspection teams according to preliminary damage assessments and data that are available about the proximity, importance and seismic vulnerability of each structure. A computer program was produced under this project to facilitate the prioritization of inspections: it uses Global Positioning System (GPS) coordinates that are in the bridge inventory to compute the distance from the epicenter to each bridge. Tools needed for implementation of the earthquake response plan are provided and/or described in this report: a process flowchart, clear lines of responsibility, prioritization software, reporting forms, lists of necessary resources, sample photos of damage that might occur, strategies for repairing damaged bridges, and training exercises for staff.
KW  - Bridges
KW  - Computer programs
KW  - Damage assessment
KW  - Disasters and emergency operations
KW  - Earthquakes
KW  - Guidelines
KW  - Inspection
KW  - New York (State)
KW  - New York State Department of Transportation
KW  - Safety
KW  - Strategic planning
UR  - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-06-14_Post-Eq%20Final%20Report_October%202010_0.pdf
UR  - http://ntl.bts.gov/lib/37000/37900/37992/C-06-14_Post-Eq_Final_Report_October_2010.pdf
UR  - https://trid.trb.org/view/1100691
ER  - 

TY  - RPRT
AN  - 01337276
AU  - Kockelman, Kara
AU  - Xie, Chi
AU  - Fagnant, Dan
AU  - Thompson, Tammy
AU  - McDonald-Buller, Elena
AU  - Waller, Travis
AU  - Kockelman, Kara
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Comprehensive Evaluation of Transportation Projects: A Toolkit for Sketch Planning
PY  - 2010/10//Technical Report
SP  - 115p
AB  - A quick-response project-planning tool can be extremely valuable in anticipating the congestion, safety, emissions, and other impacts of large-scale network improvements and policy implementations. This report identifies the advantages and limitations of existing methods and toolkits for sketch-planning project evaluation. The report also describes the design and application of a new project evaluation toolkit, to assist transportation agencies and their consultants in the project planning phase. The toolkit is a spreadsheet-based application that offers users a familiar and powerful data manipulation interface for evaluation of abstracted networks’ improvements and modifications, versus a base case scenario, relying largely on traffic counts. The toolkit includes a travel demand prediction module for destination, mode, time of day and route choices, across multiple user classes and implemented as a set of external C++ programs. The toolkit estimates vehicle emissions using an extensive spreadsheet database of EPA’s MOBILE 6.2 emissions rates. Crash rates come from Texas-based models, and changes in traveler/consumer surplus (versus base case scenarios) are estimated using the Rule of Half. Estimates of link reliability also are available, and can be included in comprehensive benefit-cost metrics, which discount future impacts over time. The toolkit enables planners to comprehensively yet quickly anticipate and analyze the various impacts of diverse network improvement strategies.
KW  - Emissions modeling
KW  - Evaluation and assessment
KW  - Exhaust gases
KW  - Improvements
KW  - Programming (Planning)
KW  - Sketch planning
KW  - Traffic forecasting
KW  - Traffic networks
KW  - Travel demand
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6235_1.pdf
UR  - https://trid.trb.org/view/1097568
ER  - 

TY  - RPRT
AN  - 01334232
AU  - Wang, Yinhai
AU  - Lao, Yunteng
AU  - Wu, Yao-Jan
AU  - Corey, Jonathan
AU  - University of Washington, Seattle
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Identifying High Risk Locations of Animal-Vehicle Collisions on Washington State Highways
PY  - 2010/10//Final Research Report
SP  - 107p
AB  - Animal-vehicle collisions (AVCs) have been increasing with increases in both animal populations and motor vehicle miles of travel and have become a major safety concern nationwide. Most previous AVC risk studies have not considered factors related to human behavior or the spatial distribution of animal populations in depth because of missing datasets or the poor quality of data. The two common sources of data—the Collision Report (CRpt) and Carcass Removal (CR) datasets—are often found significantly different. To address these data issues, two approaches were followed in this research. In the first approach, a fuzzy logic-based data mapping algorithm was developed to obtain a more complete AVC dataset from the CRpt and CR data. In comparison to the original CR dataset, the combined dataset increased the number of AVC records by 13~22 percent. This combined dataset was used to develop and calibrate a microscopic probability (MP) model that can explicitly consider drivers’ behaviors and the spatial distributions of animal populations. In the second approach, a Diagonal Inflated Bivariate Poisson (DIBP) regression model was developed to fit the two datasets simultaneously. The DIBP model can effectively identify the overlapping parts of the two datasets and quantify the impacts of road and environmental factors on AVCs. Both proposed models used the CRpt and CR data collected from ten selected study routes in Washington state. The MP model results showed that variables including number of lanes and animal habitat areas are significantly associated with the probability of animals crossing the highway. Two factors, speed limit and truck percentage, have impacts on the probability of a driver’s ineffective response. A wider median may decrease the probability of an animal failing to avoid a collision. The DIBP results showed that speed limit, restrictive access control, and roadway segment length have an increasing relationship with AVCs. Furthermore, hotspots (high risk roadway segments) were identified for all the study routes on the basis of the modeling and data analysis results. These quantitative results will help WSDOT develop countermeasures to AVCs.
KW  - Access control (Transportation)
KW  - Animal vehicle collisions
KW  - Animals
KW  - Behavior
KW  - Crash reports
KW  - Data mapping
KW  - Data quality
KW  - Habitat (Ecology)
KW  - High risk locations
KW  - Human factors in crashes
KW  - Mathematical models
KW  - Medians
KW  - Risk analysis
KW  - Road kill
KW  - Speed limits
KW  - Truck traffic
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/752.1.pdf
UR  - https://trid.trb.org/view/1097593
ER  - 

TY  - RPRT
AN  - 01333806
AU  - Smith, K L
AU  - Larson, R M
AU  - Applied Pavement Technology, Incorporated
AU  - Federal Highway Administration
TI  - Relationship between Pavement Surface Characteristics and Crashes, Volume 2: Annotated Bibliography
PY  - 2010/10//Final Report
SP  - 153p
AB  - There is a lack of comprehensive documentation (from the U.S. and abroad) on the effect that pavement surface characteristics (PSC) (i.e., texture, friction, and roughness) can have in reducing the unacceptable number of fatalities and serious injuries on U.S. highways. Moreover, while various studies have attempted to establish clear relationships between friction and other surface characteristics and crashes, tort liability concerns have greatly limited the collection and distribution of data and analysis results, particularly in the U.S. This document is part of a three-volume report investigating the relationship between PSCs and crashes and examining the legal issues surrounding the collection and retention of surface characteristics data by highway agencies. This volume presents a comprehensive listing of documents collected for use in the study and pertinent to the issue of PSC and highway safety, and to the legal aspects of both.  The documents listed include technical reports, manuals and guides, official policy and legal documents, and literary articles, grouped according to the following subject areas: (1) highway safety/crash prevention, (2) pavement friction/texture, (3) pavement friction design/texture selection, (4) pavement friction management, (5) pavement surface characteristics, (6) hydroplaning potential, (7) splash/spray, and (8) legal issues.  Each listing includes an annotation explaining or summarizing the contents of the document.  This is the second volume of a three-volume report. The other volumes in the series are: Volume 1 - Synthesis Report; Volume 3 - Executive Report on Legal Issues Associated with Surface Characteristics Data.
KW  - Bibliographies
KW  - Friction
KW  - Highway safety
KW  - Hydroplaning
KW  - Legal factors
KW  - Pavement design
KW  - Roughness
KW  - Skid resistance
KW  - Surface course (Pavements)
KW  - Texture
KW  - Tort liability
KW  - Traffic crashes
UR  - https://trid.trb.org/view/1094150
ER  - 

TY  - RPRT
AN  - 01333785
AU  - Larson, R M
AU  - Smith, K L
AU  - Applied Pavement Technology, Incorporated
AU  - Federal Highway Administration
TI  - Relationship between Pavement Surface Characteristics and Crashes, Volume 1: Synthesis Report
PY  - 2010/10//Final Report
SP  - 138p
AB  - There is a lack of comprehensive documentation (from the U.S. and abroad) on the effect that pavement surface characteristics (PSC) (i.e., texture, friction, and roughness) can have in reducing the unacceptable number of fatalities and serious injuries on U.S. highways.  Moreover, while various studies have attempted to establish clear relationships between friction and other surface characteristics and  crashes, tort liability concerns have greatly limited the collection and distribution of data and analysis results, particularly in the U.S.  This document is part of a three-volume report investigating the relationship between PSCs and crashes and examining the legal issues surrounding the collection and retention of surface characteristics data by highway agencies.  In this volume, the contribution of pavement friction and texture on the reduction of vehicle crashes is examined, both in general and for specific roadway locations, such as curves, intersections, and work zones.  The synthesis draws upon important information and findings contained in hundreds of literary documents compiled for the study.  The synthesis is intended to provide pavement, materials, and safety engineers at the federal, state, and local levels with the information necessary to effect crash-reducing improvements in pavement surface conditions.  This is the first volume of a three-volume report.  The other volumes in the series are: Volume 2 - Annotated Bibliography; Volume 3 - Executive Report on Legal Issues Associated with Surface Characteristics.
KW  - Friction
KW  - Highway factors in crashes
KW  - Highway safety
KW  - Legal factors
KW  - Roughness
KW  - Skid resistance
KW  - Surface course (Pavements)
KW  - Texture
KW  - Tort liability
KW  - Traffic crashes
UR  - https://trid.trb.org/view/1094148
ER  - 

TY  - RPRT
AN  - 01333778
AU  - Lefler, Nancy
AU  - Council, Forrest
AU  - Harkey, David
AU  - Carter, Daniel
AU  - McGee, Hugh
AU  - Daul, Michael
AU  - Vanasse Hangen Brustlin, Incorporated
AU  - University of North Carolina, Chapel Hill
AU  - Federal Highway Administration
TI  - Model Inventory of Roadway Elements - MIRE, Version 1.0
PY  - 2010/10//Final Report
SP  - 185p
AB  - Safety data are the key to sound decisions on the design and operation of roadways. Critical safety data include not only crash data, but also roadway inventory data, traffic data, driver history data, citation/adjudication information, and other files. The need for improved and more robust safety data is increasing due to the development of a new generation of safety data analysis tools and methods. The Model Inventory of Roadway Elements (MIRE) Version 1.0 is a listing and accompanying data dictionary of roadway and traffic data elements critical to safety management. It builds upon the initial minimum MIRE listing released in 2007. A MIRE website has been developed to provide additional background information, resources, and discussion Forums. The website is available at http://www.mireinfo.org/.
KW  - Crash data
KW  - Data elements (Databases)
KW  - Driver history
KW  - Highway safety
KW  - Road inventory data
KW  - Safety data
KW  - Traffic citations
KW  - Traffic data
UR  - http://safety.fhwa.dot.gov/tools/data_tools/mirereport/mirereport.pdf
UR  - https://trid.trb.org/view/1094851
ER  - 

TY  - RPRT
AN  - 01333743
AU  - Larson, R M
AU  - Smith, K L
AU  - Applied Pavement Technology, Incorporated
AU  - Federal Highway Administration
TI  - Relationship between Pavement Surface Characteristics and Crashes, Volume 3: Executive Report on Legal Issues Associated with Surface Characteristics Data
PY  - 2010/10//Final Report
SP  - 34p
AB  - There is a lack of comprehensive documentation (from the U.S. and abroad) on the effect that pavement surface characteristics (PSC) (i.e., texture, friction, and roughness) can have in reducing the unacceptable number of fatalities and serious injuries on U.S. highways. Moreover, while various studies have attempted to establish clear relationships between friction and other surface characteristics and crashes, tort liability concerns have greatly limited the collection and distribution of data and analysis results, particularly in the U.S. This document is part of a three-volume report investigating the relationship between PSCs and crashes and examining the legal issues surrounding the collection and retention of surface characteristics data by highway agencies.  In this volume, a summary of the historical legislation and key judicial decisions impacting a highway agency's ability and interest to improve pavement conditions and thus safety, is presented.  In addition, this report provides best practices for reducing PSC-related crashes and guidance for limiting exposure to liability risk.  The information and recommendations included in this report are intended to assist high- and mid-level managers within a highway agency to implement policies, programs, and practices that make road surfaces safer.  This is the third volume of a three-volume report. The other volumes in the series are: Volume 1 - Synthesis Report; Volume 2 - Annotated Bibliography.
KW  - Friction
KW  - Highway safety
KW  - Hydroplaning
KW  - Legal factors
KW  - Roughness
KW  - Skid resistance
KW  - Surface course (Pavements)
KW  - Tort liability
KW  - Traffic crashes
UR  - https://trid.trb.org/view/1094151
ER  - 

TY  - RPRT
AN  - 01333312
AU  - Chen, Linfeng
AU  - Graybeal, Benjamin A
AU  - Federal Highway Administration
TI  - Finite Element Analysis of Ultra-High Performance Concrete: Modeling Structural Performance of an AASHTO Type II Girder and a 2nd Generation Pi-Girder
PY  - 2010/10//Final Report
SP  - 198p
AB  - Ultra-high performance concrete (UHPC) is an advanced cementitious composite material which has been developed in recent decades. When compared to more conventional cement-based concrete materials, UHPC tends to exhibit superior properties such as increased durability, strength, and long-term stability. This computational investigation focused on modeling the behaviors of existing UHPC structural components including a prestressed UHPC AASHTO Type II girder and a prestressed UHPC 2nd generation pi-girder. Both a concrete smeared cracking model and a concrete damaged plasticity model were tailored to model UHPC within a commercially available finite element analysis package. The concrete damaged plasticity model using three types of tension stiffening definitions can replicate both linear and nonlinear structural responses of both girders reasonably well. A set of UHPC constitutive properties were developed that facilitate the model replication of the local and global responses observed in the series of physical tests. The finite element analysis modeling techniques developed herein are intended to be applicable to other UHPC structural components.
KW  - Composite materials
KW  - Cracking
KW  - Durability
KW  - Finite element method
KW  - Girders
KW  - Plasticity
KW  - Structural analysis
KW  - Ultra high performance concrete
UR  - http://ntl.bts.gov/lib/35000/35400/35418/FHWA-HRT-11-020.pdf
UR  - https://trid.trb.org/view/1097252
ER  - 

TY  - RPRT
AN  - 01331230
AU  - Cramer, Steven M
AU  - Anderson, Marc
AU  - Tejedor, M Isabel
AU  - Munoz, Jose F
AU  - Effinger, Jacob
AU  - Kropp, Ramsey
AU  - University of Wisconsin, Madison
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Detecting Deleterious Fine Particles in Concrete Aggregates and Defining Their Impact
PY  - 2010/10//Final Report
SP  - 89p
AB  - This study examined the types of microfines in aggregates found in northern Wisconsin and their influence on concrete prepared according to Wisconsin Department of Transportation (WisDOT) specifications. Aggregates were collected from 28 sources and 69 percent were found to contain clay particles known to be deleterious in concrete. Seven aggregates sources were selected from the 28 for detailed evaluation including concrete performance. The microfines from the aggregates were evaluated by x-ray diffraction and thermal gravimetric analysis. Concrete performance testing included strength, shrinkage, porosity and rapid chloride ion penetrability for concrete subject to standard wet curing and dry curing. A rapid field test for microfine identification was attempted but found to be unsuitable for field conditions but potentially useful for laboratory identification of microfines with further development. The results of this research suggest the current P200 threshold for naturally occurring microfines associated with coarse and fine aggregates in the WisDOT Standard Specification results in acceptable concrete performance when conditions are optimal and meet typical ASTM laboratory test requirements. When microfines are present in aggregates, if air entrainment, uncontrolled water additions, certain intentional or unintentional chemical additions, and curing are not carefully monitored and controlled, then microfines in Wisconsin concrete aggregates can and do cause deleterious impacts.
KW  - Aggregate sources
KW  - Chloride permeability
KW  - Clay
KW  - Compressive strength
KW  - Concrete
KW  - Concrete aggregates
KW  - Fines (Materials)
KW  - Microfines
KW  - Porosity
KW  - Shrinkage
KW  - Thermogravimetric analysis
KW  - Wisconsin
KW  - X-ray diffraction
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53292/07-02%2520Final%2520Report.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/07-02_Final_Report.pdf
UR  - https://trid.trb.org/view/1094980
ER  - 

TY  - RPRT
AN  - 01330476
AU  - Paul, Harold
AU  - Biswas, Mrinmay
AU  - Casanova, Lorenzo J
AU  - Franco, Colin A
AU  - Williams, Donald L
AU  - Virginia Transportation Research Council
AU  - Federal Highway Administration
TI  - Virginia’s Transportation Research Peer Exchange: July 19–21, 2010
PY  - 2010/10//Final Report
SP  - 21p
AB  - From July 19 through 21, 2010, the Virginia Transportation Research Council (VTRC) hosted a peer exchange with state department of transportation research managers/directors from Louisiana, North Carolina, Rhode Island, and West Virginia and a representative from the Virginia Division of the FHWA. Performance measurement and monitoring are becoming critically important for research programs and, thus, particular emphasis in the exchange was placed on implementation of research results and documentation of monetary benefits with respect to individual research projects and research programs as a whole.
KW  - Economic benefits
KW  - Implementation
KW  - Louisiana
KW  - Monitoring
KW  - North Carolina
KW  - Peer exchange
KW  - Performance measurement
KW  - Research
KW  - Research management
KW  - Rhode Island
KW  - West Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-r8.pdf
UR  - http://ntl.bts.gov/lib/56000/56100/56146/VA-11-R8.PDF
UR  - https://trid.trb.org/view/1093552
ER  - 

TY  - RPRT
AN  - 01329741
AU  - Sabra, Ziad A
AU  - Gettman, Douglas
AU  - Henry, R David
AU  - Nallamothu, Venkata
AU  - Sabra, Wang and Associates, Incorporated
AU  - Federal Highway Administration
TI  - Balancing Safety and Capacity in an Adaptive Signal Control System—Phase 1
PY  - 2010/10//Final Report
SP  - 110p
AB  - This research focuses on the development of real-time signal timing methodologies and algorithms that balance safety and efficiency. The research consists of two phases, and this report summarizes the findings of phase 1. First, it examines the relationships between signal timing and surrogate measures of safety: frequency of rear-end, angle, and lane-change conflicts. The Federal Highway Administration (FHWA) Surrogate Safety Assessment Methodology (SSAM) was used to evaluate simulated scenarios to test the relationships between signal timing parameters and the occurrence of traffic conflicts. A single intersection and a three-intersection arterial were examined, and each parameter was tested independently. The analysis effort indicated the following results: (1) The ratio of demand to capacity (i.e., the length of the split) is a factor that influences the total number of conflicts. There is an inverse linear relationship between splits and total conflicts. (2) Cycle length has the most significant impact on the total number of conflicts. Increasing the cycle length beyond its optimum value on an arterial system has a significant effect in reducing all types of conflicts. (3) Detector extension times have only a minor impact on changes to conflict rates. (4) The phase-change interval has a marginal effect on the total number of conflicts. (5) Left-turn phasing (protected/permitted) has a significant effect on the total number of conflicts. (6) An offset has an insignificant effect on conflicts until the change is more than ±10 percent of the cycle length. (7) Phase sequence has a significant effect on the total number of conflicts on an arterial. These results were obtained by modifying each variable independently for specific geometric and volume conditions. As such, these results provide evidence that certain parameters have a positive correlation to changes in surrogate measures of safety, but they do not provide metrics that can be used for real-time signal timing optimization. This report also discusses a methodology based on design of experiments to calculate a safety performance function that can be used for estimating the effect of changes to signal timing parameters in tandem. The report concludes with the development of a multiobjective optimization methodology and the five principle algorithms that constitute the proposed adaptive system for tuning the cycle length, splits, offsets, left-turn phase protection treatment, and left-turn phase sequence of a set of intersections.
KW  - Adaptive control
KW  - Highway capacity
KW  - Highway safety
KW  - Microsimulation
KW  - Traffic conflicts
KW  - Traffic signal phases
KW  - Traffic signal timing
KW  - Traffic simulation
UR  - http://www.fhwa.dot.gov/publications/research/safety/10038/10038.pdf
UR  - https://trid.trb.org/view/1090348
ER  - 

TY  - RPRT
AN  - 01329283
AU  - Garber, Nicholas J
AU  - Rivera, G
AU  - University of Virginia, Charlottesville
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Safety Performance Functions for Intersections on Highways Maintained by the Virginia Department of Transportation
PY  - 2010/10
SP  - 63p
AB  - In recent years, significant effort and money have been invested through research and implemented safety projects to enhance highway safety in Virginia. However, there is still substantial room for improvement in both crash frequency and severity. As there are limits in the available funds for safety improvements, it is crucial that allocated resources for safety improvement be spent at highway locations that will result in the maximum safety benefits. In addition, intersection crashes play a significant role in the safety conditions in Virginia. For example, crashes at intersections in Virginia for the period 2003 through 2007 account for 43.8% of all crashes and 26% of fatal crashes. Therefore, identifying intersections for safety improvements that will give the highest potential for crash reduction when appropriate safety countermeasures are implemented will have a significant impact on the overall safety performance of roads in Virginia. The Federal Highway Administration (FHWA) has developed a procedure for identifying highway locations that have the highest potential for crash reduction (ITT Corporation, 2008). A critical component of this method is the use of safety performance functions (SPFs) to determine the potential for crash reductions at a location. An SPF is a mathematical relationship (model) between frequency of crashes by severity and the most significant causal factors on a specific highway. Although the SafetyAnalyst Users Manual presents several SPFs for intersections, these were developed using data from Minnesota. FHWA also suggested that if feasible, each state should develop its own SPFs based on crash and traffic volume data from the state, as the SPFs that are based on Minnesota data may not adequately represent the crash characteristics in all states. SPFs for intersections in Virginia were developed using the annual average daily traffic as the most significant causal factor, emulating the SPFs currently suggested by SafetyAnalyst. The SPFs were developed for both total crashes and combined fatal plus injury crashes through generalized linear modeling using a negative binomial distribution. Models were also developed for urban and rural intersections separately, and in order to account for the different topographies in Virginia, SPFs were also developed for three regions: Northern, Western, and Eastern. This report covers Phases I and II of the study, which includes urban and rural intersections maintained by VDOT. Statistical comparisons of the models based on Minnesota data with those based on the Virginia data showed that the specific models developed for Virginia fit the Virginia crash data better. The report recommends that VDOTs Traffic Engineering Division use the SPFs developed for Virginia and the specific regional SPFs suggested in this report to prioritize the locations in need of safety improvement.
KW  - Countermeasures
KW  - Crash causes
KW  - Crash reduction factors
KW  - Highway maintenance
KW  - Highway safety
KW  - Intersections
KW  - Safety performance functions
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-cr1.pdf
UR  - https://trid.trb.org/view/1090581
ER  - 

TY  - RPRT
AN  - 01328477
AU  - Ren, Dianjun
AU  - Smith, James A
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Environmental Impacts of Two Common Restoration Methodologies
for Pipes that Convey Stormwater Runoff
PY  - 2010/10//Final Contract Report
SP  - 25p
AB  - The Virginia Department of Transportation (VDOT) is responsible for the maintenance of underground pipes that convey stormwater runoff from roadways and other relatively impervious surfaces. Due to normal fatigue, cracks can develop in these pipes over time. Excavation and replacement of the damaged pipe section are expensive, intrusive, and time-consuming. As an alternative, VDOT has used pipe-repair technologies that involve the insertion of the synthetic liner material inside the damaged pipe. Although this technology can effectively seal water leaks caused by cracks in the pipe, the environmental impact of chemicals that leach from the liner materials into water in the pipe are not known. In this work, the authors have investigated two common commercial pipe-repair technologies: Ultraliner and Troliner. Both technologies employ a synthetic liner material. Troliner installation also requires the use of grout that helps to provide an effective seal between the synthetic liner and the original host pipe wall. Review of the materials safety data sheets of the liner materials revealed three possible plasticizers of potential environmental concern: bisphenol A (BPA), bis(2-ethylhexyl) phthalate (DEHP), and benzyl butyl phthalate (BBP). A high-performance liquid chromatography (HPLC) analysis methodology was developed to quantify trace concentrations of these compounds in water. In addition, a generic gas-chromatography scan with a flame ionization detector (GC-FID) was developed to identify other possible organic constituents that could possibly leach from the liner materials. Kinetic batch experiments were conducted to determine if contaminants were leaching from Ultraliner, Troliner, and/or the grout. In all cases and for all incubation times up to 48 hr, none of the three plasticizers was detected in water in contact with any of the pipe-repair materials. In addition, the generic GC-FID scan did not detect any unidentified compounds relative to control samples. It is possible that one or more of the target analytes were released from the liner materials at concentrations below the analytical detection limit. To investigate this possibility, a mathematical model of plasticizer leaching from the pipe-liner material was developed with the assumption that the leached pollutant concentration after a 48-hr period exactly equals the analytical detection limit. By normalizing this leaching rate to the surface area of the liner materials, the concentration of each plasticizer in pipe water could be estimated as a function of time, pipe diameter, and discharge of water through the pipe. Both flowing and stagnant conditions were considered. In all cases, simulated aqueous concentrations of the target analytes were well below drinking-water limits. In summary, these experiments and analyses suggest that both Ultraliner and Troliner are technologies that are not expected to have any significant, adverse environmental impact.
KW  - Environmental impacts
KW  - Excavation
KW  - Linings
KW  - Pipe
KW  - Repairing
KW  - Restoration
KW  - Runoff
KW  - Trenchless technology
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-cr3.pdf
UR  - https://trid.trb.org/view/1089575
ER  - 

TY  - RPRT
AN  - 01328476
AU  - Tate, D Jean
AU  - Enviro-Support, Incorporated
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Bird Nesting and Droppings Control on Highway Structures
PY  - 2010/10//Final Report & Addendum
SP  - 143p
AB  - This report provides a comprehensive literature survey of permanent and temporary deterrents to nesting and roosting, a discussion of risks to human health and safety from exposure to bird nests and droppings and recommended protective measures, and the results of a multi-year field study to test temporary nesting deterrents judged to be most effective. An extensive survey of the literature was conducted on the following: 1. measures used to deter roosting and nesting of pigeons, temporarily deter nesting of swallows (primarily cliff and barn swallows); 2. the nesting requirements of these species to better enable evaluation of the efficacy of these measures; and 3. the biology, diseases, and parasites of these species to enable evaluating and minimizing the risks of human detriment from exposure to these birds, their nests and droppings. Implementation: The most effective methods to deter pigeon roosting/nesting are either physical deterrents (i.e., spikes, wires, corner slopes, and netting) or non-toxic chemical methods. The most effective deterrents for swallow nesting are corner slopes, hanging curtains, and netting. For any of these methods, proper installation and maintenance are the keys to success. Consideration should be given to the configuration of the specific site, the extent of the problem, and the cost-effectiveness of the method relative to the extent of the problem.
KW  - Bird droppings
KW  - Birds
KW  - Highway bridges
KW  - Highways
KW  - Maintenance
KW  - Nesting
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/birdcontrol/at_download/file
UR  - https://trid.trb.org/view/1089452
ER  - 

TY  - RPRT
AN  - 01328471
AU  - Shuler, Scott
AU  - Colorado State University, Fort Collins
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of the Performance, Cost-Effectiveness, and Timing of Various
Pavement Preservation Treatments
PY  - 2010/10//Final Report
SP  - 187p
AB  - This research study evaluated the performance of various pavement preservation treatments over time and under different environmental conditions to quantify the economics of each treatment type. There are three primary techniques utilized in Colorado for preservation of asphalt pavements and three for concrete pavements. For asphalt pavements these are crack sealing, chip seals, and thin hot mix asphalt overlays. For concrete pavements the treatments are joint resealing, cross-stitching, and microgrinding. Full-scale test sections were constructed in 2005 and some additional test sections previously constructed were also included for performance measurement. These test sections include crack sealing, chip seals, thin overlays, joint resealing, cross-stitching and microgrinding. Test results indicate that continuation of crack sealing, chip sealing, and thin hot mix overlays is justified for asphalt pavements. Performance results of the preservation treatments for concrete pavements were not as successful. Propagation of the crack into the adjacent slab occurred in the cross-stitching test sections. Microgrinding concrete pavements does not appear to be effective at reducing cracking and may be detrimental to performance. The disappointing results of the joint resealing test sections indicate that a review of the specifications should be considered. Implementation: The Preventive Maintenance Best Practices Manual is Appendix A of this report. The methods described in this manual are based on a review of the literature, a series of interviews conducted in each Colorado DOT region, full-scale field test sections, and experience of the researchers. These best practices should be followed when preventive maintenance procedures are conducted on asphalt and concrete pavements in Colorado.
KW  - Asphalt pavements
KW  - Best practices
KW  - Colorado
KW  - Concrete pavements
KW  - Cost effectiveness
KW  - Maintenance practices
KW  - Pavement maintenance
KW  - Performance
KW  - Preservation
KW  - Preventive maintenance
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/preventivemaintenance.pdf/at_download/file
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/preventivemaintenance.pdf/view
UR  - https://trid.trb.org/view/1089453
ER  - 

TY  - RPRT
AN  - 01328465
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - National Cooperative Highway Research Program
TI  - Freeway Geometric Design for Active Traffic Management in Europe, Executive Summary
PY  - 2010/10//Executive Summary
SP  - 12p
AB  - In June 2010 a team of 10 U.S. transportation professionals with expertise in planning, design, and operations of freeways visited four countries in Europe: England, Germany, the Netherlands, and Spain. The purpose of the scanning study was to examine active traffic management design practices used in other countries to improve the operational performance of congested freeway facilities without compromising safety. This 2010 scan built on other scans that focused on congestion management and managed lane programs.
KW  - Active traffic management
KW  - Congestion management systems
KW  - Europe
KW  - Freeway operations
KW  - Geometric design
KW  - Managed lanes
KW  - Traffic congestion
KW  - United States
UR  - http://international.fhwa.dot.gov/pubs/pl11003/pl11003.pdf
UR  - https://trid.trb.org/view/1089574
ER  - 

TY  - SER
AN  - 01328130
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Do, Ann
AU  - Federal Highway Administration
TI  - Crosswalk Marking Field Visibility Study
PY  - 2010/10
SP  - 6p
AB  - This document is a technical summary of the Federal Highway Administration (FHWA) report, Crosswalk Marking Field Visibility Study, FHWA-HRT-10-068. The objective of this study was to investigate the relative daytime and nighttime visibility of three crosswalk marking patterns: transverse lines, continental, and bar pairs.
KW  - Crosswalks
KW  - Field studies
KW  - Highway safety
KW  - Road markings
KW  - Unsignalized intersections
KW  - Visibility
UR  - http://www.fhwa.dot.gov/publications/research/safety/pedbike/10067/index.cfm
UR  - https://trid.trb.org/view/1086574
ER  - 

TY  - SER
AN  - 01328127
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Do, Ann
AU  - Federal Highway Administration
TI  - Evaluation of Shared Lane Markings
PY  - 2010/10
SP  - 8p
AB  - Shared lane markings help convey to motorists and bicyclists that they must share the roads on which they operate. The markings create improved conditions by clarifying where bicyclists are expected to ride and by notifying motorists to expect bicyclists on the road. Figure 1 illustrates a generic sharrow as it appears in the 2009 version of the Manual on Uniform Traffic Control Devices (MUTCD). The present study was sponsored by the Federal Highway Administration (FHWA), and its purpose was to evaluate the impact of several uses of shared lane pavement markings, specifically the sharrow design, on operational and safety measures for bicyclists and motorists. Experiments were conducted in Cambridge, MA; Chapel Hill, NC; and Seattle, WA. This TechBrief provides a summary of the findings from the research, and the corresponding main technical report (FHWA-HRT-10-041) provides additional details.
KW  - Cyclists
KW  - Design
KW  - Drivers
KW  - Highway traffic control
KW  - Road markings
KW  - Shared-use lanes
KW  - Sharrows
UR  - http://www.fhwa.dot.gov/publications/research/safety/pedbike/10044/10044.pdf
UR  - https://trid.trb.org/view/1086590
ER  - 

TY  - RPRT
AN  - 01325177
AU  - Vincent, R
AU  - Ecker, M
AU  - Sanborn Map Company
AU  - HDR One Company
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Light Detection and Ranging (LiDAR) Technology Evaluation
PY  - 2010/10//Final Report
SP  - 104p
AB  - Evaluation project was undertaken to provide an analysis on the current state of Laser based technology and its applicability, potential accuracies and information content with respect to Missouri Department of Transportation( MODOT) applications.
KW  - Aerial photography
KW  - Data quality
KW  - Laser radar
KW  - Mapping
KW  - Missouri
KW  - Technological innovations
UR  - http://library.modot.mo.gov/RDT/reports/TRyy1007/or11007.pdf
UR  - http://ntl.bts.gov/lib/35000/35000/35088/or11007.pdf
UR  - https://trid.trb.org/view/1085891
ER  - 

TY  - RPRT
AN  - 01325147
AU  - Farnsworth, Stephen P
AU  - Talbot, Eric
AU  - Songchitruksa, Praprut
AU  - Reeder, Phillip
AU  - Pearson, David F
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Alternative Methods for Developing External Travel Survey Data
PY  - 2010/10//Final Report
SP  - 126p
AB  - The Texas Department of Transportation (TxDOT) has a comprehensive on-going travel survey program that supports the travel demand models being developed for transportation planning efforts in urban areas throughout Texas. One component of the survey program is the external travel survey. External travel surveys provide data on travel movements into, out of, and through urban areas. In recent years, there has been a heightened sensitivity to the methods used to collect external survey data as well as the type of data that is collected. This research examines alternative methods for collecting data on external travel movements and evaluates the potential for synthesizing/modeling external travel in lieu of conducting external surveys. The research will provide recommendations to TxDOT on the most viable methods to estimate external travel movements for use in travel demand models in urban areas in Texas.
KW  - Data collection
KW  - Public transit
KW  - Texas
KW  - Transportation planning
KW  - Travel demand
KW  - Travel surveys
KW  - Trip tables
KW  - Urban areas
UR  - http://ntl.bts.gov/lib/35000/35000/35077/0-6583-1.pdf
UR  - https://trid.trb.org/view/1085932
ER  - 

TY  - RPRT
AN  - 01324953
AU  - Burton, John
AU  - Engineering and Environmental Consultants, Incorporated
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - Storm Water Monitoring Along Loop 202 and Salt River
PY  - 2010/10//Final Report
SP  - 45p
AB  - A comprehensive research program for the characterization of storm water runoff from an Arizona highway was conducted from January through December 2007. The study area covered a portion of the Loop 202 freeway west of Mesa Drive to a retention basin east of Lindsay Road in Mesa, Arizona. Storm water samples were collected from two storm water detention basins and a discharge point to the Salt River. The study was conducted by manually collecting storm water samples with passive automatic samplers and analyzing them for various roadway constituents. A primary objective of this research effort was to establish baseline values of constituents in ADOT highway runoff, aiding in the evaluation of related best management practices. A total of 16 storm water samples was collected from the research area between January 2007 and December 2007. The storm water sampling data indicates suspended solids (reported as total suspended solids, or TSS) were present in 14 of the 16 samples collected and zinc (reported as total zinc) was present in 13 out of 16 samples collected. Other heavy metals such as copper, lead, and chromium were occasionally detected. Phosphorous and ammonia were detected only once during this research program. TSS is the most significant pollutant, by mass, found in our nation’s waterways, a standing consistent with the outcome of this research. It is important to note that exceedance of an Environmental Protection Agency benchmark does not constitute a storm water violation.
KW  - Arizona
KW  - Environmental monitoring
KW  - Runoff
KW  - Total suspended solids
UR  - http://azmemory.azlibrary.gov/cdm/ref/collection/statepubs/id/9639
UR  - https://trid.trb.org/view/1085885
ER  - 

TY  - RPRT
AN  - 01323818
AU  - Hagemann, Garrett
AU  - Michaels, Jennifer
AU  - Minnice, Paul
AU  - Pace, David
AU  - Radin, Sari
AU  - Spiro, Arlen
AU  - West, Rachel
AU  - Research and Innovative Technology Administration
AU  - Volpe National Transportation Systems Center
AU  - Federal Highway Administration
TI  - ITS Technology Adoption and Observed Market Trends from ITS Deployment Tracking
PY  - 2010/10//Final Report
SP  - 161p
AB  - This report examines the market dynamics and benefits associated with the deployment and diffusion of Intelligent Transportation Systems (ITS) technologies across the United States. For several ITS technologies, the current market structure, events that have influenced the historical deployment trends, and factors that may play a role in future deployment are all examined and analyzed. This qualitative research consists primarily of interviews with suppliers and public sector purchasers. The report also presents monetized estimates of the mobility, safety, and environmental benefits produced by a selection of ITS technologies at their current nationwide level of deployment. These estimates are derived from the results of previous studies gathered through an extensive literature review. The qualitative and quantitative data used in this analysis were obtained from the ITS Joint Program Office deployment statistics database (http://www.itsdeployment.its.dot.gov/Default.asp). The objective of this analysis is to allow the ITS JPO to learn from the experience of historical and current generation ITS deployment and use this knowledge to guide research and related activities to support next generation ITS and inform strategic planning efforts.
KW  - Deployment
KW  - Intelligent transportation systems
KW  - ITS program technologies
KW  - Market surveys
KW  - Trend (Statistics)
KW  - United States
UR  - http://ntl.bts.gov/lib/34000/34900/34991/ITS_Deployment_Tracking_FINAL_508C_101210.pdf
UR  - https://trid.trb.org/view/1085249
ER  - 

TY  - RPRT
AN  - 01321742
AU  - Hartell, Ann
AU  - Martin, James
AU  - North Carolina State University, Raleigh
AU  - Federal Highway Administration
TI  - CSS National Dialog - Conducted for the Context Sensitive Solutions Virtual Team, 
FHWA Office of Human and Natural Environment, 
November 2008 through September 2010
PY  - 2010/10//Final Report
SP  - 82p
AB  - In the fall of 2008, FHWA engaged the Center for Transportation and the Environment (CTE) to develop and deliver Context Sensitive Solutions (CSS) National Dialog activities. The objectives of this current initiative are: 1) Deliver CSS principles and messages to a wide array of partner organizations, 2) Strengthen and broaden the constituency for CSS, 3) Discover partnership opportunities, 4) Bring in new perspectives, and  5) Foster a community of practice.
KW  - Communication
KW  - Context sensitive design
KW  - Cooperation
KW  - Information dissemination
KW  - Partnerships
KW  - Transportation planning
UR  - http://cssnationaldialog.org/documents/CSS-National-Dialog-Final-Report.pdf
UR  - https://trid.trb.org/view/1082774
ER  - 

TY  - RPRT
AN  - 01321097
AU  - Scott, M
AU  - Arnold, J
AU  - Gibson, D
AU  - Starodub, Incorporated
AU  - Federal Highway Administration
TI  - Step Frequency Ground Penetrating Radar Characterization and Federal Evaluation Tests
PY  - 2010/10//Electromagnetic Emissions Testing and Characterization Report
SP  - 94p
AB  - A step frequency ground penetrating radar (SF GPR) system was characterized and evaluated to determine whether it can be operated safely in a proposed configuration that may include frequency notching in specific frequency bands. This emission testing was conducted with possible notching configurations turned on and then turned off to allow for both scenarios to be evaluated. Testing work focused on emissions characterization measurements suitable for computer analysis of potential interference with relevant systems. After initial testing was completed, needs for follow-up testing were defined. This follow-up testing was completed, and results are included in this report. Results from initial emissions testing showed that the SF GPR met National Telecommunications and Information Administration (NTIA) criteria for most frequencies, but some emissions frequencies still exceeded NTIA criteria. In addition, unintentional emissions below 140 MHz were observed to exceed intentional emission criteria at many frequencies. System adjustments were performed, and follow-up emissions testing was conducted using a final system configuration. The final system configuration met NTIA criteria for intentional emissions as described in the report. Unintentional emissions below 140 MHz were characterized to allow them to be evaluated as needed.
KW  - Emissions testing
KW  - Equipment tests
KW  - Evaluation and assessment
KW  - Ground penetrating radar
KW  - Measurement
KW  - Pollutants
UR  - http://www.fhwa.dot.gov/publications/research/operations/10037/10037.pdf
UR  - https://trid.trb.org/view/987588
ER  - 

TY  - ABST
AN  - 01573552
TI  - Green Energy-Powered Dirigible Transportation

AB  - The project is an 18-month feasibility study of key elements of a transportation system to reduce truck and other vehicle use of highways, using an airship approach while utilizing only "green" energy sources, especially microwave beamed power transmission to the vehicle.

KW  - Airships
KW  - Electric vehicles
KW  - Energy conservation
KW  - Green
KW  - Microwave devices
KW  - Renewable energy sources
KW  - Truck traffic
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0060
UR  - https://trid.trb.org/view/1366750
ER  - 

TY  - ABST
AN  - 01573269
TI  - Applications for the Environment Real-Time Synthesis Broad Agency Announcement Project: Environmental Models and Applications

AB  - For over a decade, researchers at the University of California Riverside have been actively researching and working towards performing energy/environmental assessments for various intelligent transportation systems (ITS) programs. The proposed research would build upon existing work through developing and improving data collection methods, developing new data fusion techniques to improve estimates, and applying appropriate models for ITS environmental/energy assessments.

KW  - Applications for the Environment: Real-Time Information Synthesis
KW  - Data collection
KW  - Data fusion
KW  - Energy
KW  - Environmental impacts
KW  - Evaluation and assessment
KW  - Intelligent transportation systems
UR  - https://trid.trb.org/view/1366397
ER  - 

TY  - ABST
AN  - 01573268
TI  - Applications for the Environment Real-Time Synthesis Broad Agency Announcement Project: Design for Environmental Data Capture System

AB  - The purpose of this project is to examine the relevance of the Federal Highway Administration's (FHWA's) Clarus and Michigan Department of Transportation’s Data Use Analysis and Processing (DUAP) data, and their core system designs, to the needs of the Applications for the Environment: Real-Time Information Synthesis (AERIS) Program, and to recommend a Preliminary System Development Plan for an AERIS data environment.  Clarus and Data Use Analysis and Processing (DUAP) represent state-of-the-art data acquisition tools. The Clarus system emphasizes data collection from fixed environmental sensor stations (ESS), but is currently being enhanced to incorporate data from mobile sources, such as snow plows. DUAP focuses on the collection of data from mobile sources, particularly connected vehicle fleets, but also acquires data from fixed roadway traffic sensors. Between the two systems, sophisticated real-time data quality checking algorithms have been implemented; techniques for integrating data from multiple disparate sources have been developed; real-time data visualization tools have been created; and applications that translate raw data into actionable information for the benefit of system users have been designed and implemented.Since the Clarus and DUAP systems are operational and significant investment has already been made, the intent of this project is to determine how Federal Highway Administration (FHWA) can leverage these assets and leapfrog some of the normal system development cycle. This report covers the following material to arrive at a recommended Preliminary System Development Plan.

KW  - Applications for the Environment: Real-Time Information Synthesis
KW  - Clarus
KW  - Data collection
KW  - Environmental impacts
KW  - Michigan Department of Transportation
KW  - Real time data processing
KW  - Vehicle to vehicle communications
UR  - https://trid.trb.org/view/1366395
ER  - 

TY  - ABST
AN  - 01463810
TI  - National Cooperative Highway Research Program (NCHRP) and Special Projects Support: Analytical Travel Forecasting Approaches for Project Level Planning and Design
AB  - The objective of this research is to develop a guidebook describing methods, data sources and procedures for producing travel forecasts for highway project-level analysis. The guidebook should evaluate and expand currently used methods and tools to include appropriate data or information sources and system-level methods (ranging from readily available practices to advanced practices) to address a variety of project development purposes, needs and impacts. The guidebook is intended to be used by transportation planning, operations and project development staff to better support planning, design and operations recommendations.
KW  - Guidelines
KW  - Highway operations
KW  - National Cooperative Highway Research Program
KW  - Planning and design
KW  - Traffic forecasting
KW  - Transportation planning
UR  - https://trid.trb.org/view/1232037
ER  - 

TY  - RPRT
AN  - 01613831
AU  - Federal Highway Administration
TI  - Improving Safety Data Collection, Access, and Analysis for California’s
Strategic Highway Safety Plan (SHSP)
PY  - 2010/09/28
SP  - 15p
AB  - This report provides a summary of a peer exchange held September 28-29, 2010 in Sacramento, California, sponsored by the California Office of Traffic Safety (OTS), California Department of Transportation (Caltrans), the California Highway Patrol (CHP), and the Federal Highway Administration (FHWA). The report also includes recommendations to improve traffic safety data systems, which are used in addressing issues related to various Challenge Areas in California’s Strategic Highway Safety Plan (SHSP). California’s goals for the peer exchange were (1) to review the State’s current data systems and (2) to evaluate opportunities to better address data needs for California’s SHSP. The peer exchange convened safety stakeholders from California’s Traffic Records Coordinating Committee/SHSP Challenge Area 16 (TRCC/CA 16) team to explore improvements to California’s traffic safety data systems. Twenty-one members of the TRCC/CA 16 team attended, including representatives from Caltrans, OTS, CHP, the California Department of Motor Vehicles (DMV), California Department of Public Health (DPH), and the California Emergency Medical Services Authority (EMSA). The event provided an opportunity for stakeholders to learn from selected peers with model traffic records systems, including the North Carolina Department of Transportation (NC DOT), the Michigan Department of Technology, Management, and Budget (MI DTMB), and the Washington Traffic Safety Commission (WTSC). Criteria for selecting peers included demonstration of successful collaboration with safety partners, including State DOTs, law enforcement, local governments, emergency medical services (EMS), and public health providers. The peer exchange discussions and presentations focused on the following topics: National perspective on traffic safety data systems issues and challenges; Current California data systems, including crash data processing; Peer States’ noteworthy experiences with traffic data records; and Recommended next steps to improve the coordination of data systems for reduced traffic fatalities and overall safer roadways in California.
KW  - California Department of Transportation
KW  - Crash data
KW  - Data analysis
KW  - Data collection
KW  - Peer exchange
KW  - Recommendations
KW  - Stakeholders
KW  - State departments of transportation
KW  - Strategic Highway Safety Plan
KW  - Strategic planning
KW  - Traffic safety
UR  - http://ntl.bts.gov/lib/59000/59400/59462/peer_report_CA_Sept2010.pdf
UR  - https://trid.trb.org/view/1425511
ER  - 

TY  - ABST
AN  - 01463805
TI  - Incorporating Livability into Rural and Small Metropolitan Transportation Planning
AB  - The National Association of Development Organizations (NADO) Research Foundation proposes to research the methodologies and extent to which livable community concepts are incorporated into rural and small metropolitan transportation planning processes. The research will identify mechanisms that rural and small metropolitan transportation planning organizations (typically referred to as RPO's or RTPO's) are implementing to incorporate the tenets of livable communities, while also working to meet the transportation needs of residents in these communities. Specifically, the research will assess the roles that RPOs are undertaking to incorporate the goals of U.S. Department of Transportation, Department of Housing and Urban Development and Environmental Protection Agency's Interagency Partnership for Sustainable Communities, such as promoting transportation choice, enhancing economic competitiveness and coordinating policies into their planning processes.
KW  - Livable communities
KW  - Metropolitan planning organizations
KW  - Quality of life
KW  - Regional planning
KW  - Regional transportation
KW  - Rural areas
KW  - Small cities
KW  - Sustainable development
KW  - Transportation planning
UR  - https://trid.trb.org/view/1232032
ER  - 

TY  - ABST
AN  - 01573217
TI  - Enhancement of HIPERPAV (HIgh PERformance Concrete PAVing) III
AB  - HIPERPAV© (HIgh PERformance Concrete PAVing) software was first released in 1996, followed by an updated version in 2005. The software program allows users to predict early-age concrete pavement behavior based on user-defined inputs for environmental, design, and construction conditions. The user inputs variables such as ambient weather conditions, thickness of pavement, mix design, time of placement, and type of curing. Mathematical models then calculate the progression of the concrete's strength gain and developing stresses for the first 72 hours after placement. In the new HIPERPAV III©, an enhanced moisture transport model has been developed, incorporated into the software, and has been released in January 2010. The improved moisture model captures the interaction between pavement design, materials, environmental, and construction inputs and provides a more realistic characterization of moisture transport in the slab and its effect on early-age drying shrinkage, warping stresses, and strength development in the slab. The Transtec Group, Inc., under a Federal Highway Administration (FHWA) contract, is currently working on further enhancing the HIPERPAV III© software program to incorporate additional features. These features will include automatically downloading weather data from the National Weather Service Web site and adding slag aggregate input into HIPERPAV III©, along with its default thermal properties, such as coefficient of thermal expansion, specific heat, and thermal conductivities. For more information or to download a free copy of the software program, visit www.hiperpav.com.
KW  - Concrete curing
KW  - Concrete pavements
KW  - Drying
KW  - High performance concrete
KW  - HIPERPAV (Computer program)
KW  - Mathematical models
KW  - Mix design
KW  - Shrinkage
KW  - Thermal expansion
KW  - Weather conditions
UR  - https://trid.trb.org/view/1365867
ER  - 

TY  - ABST
AN  - 01573271
TI  - Applications for the Environment Real-Time Synthesis State-of-the-Practice Support

AB  - The AERIS (Applications for the Environment: Real-Time Information Synthesis) research program is intended to conduct research on generating and/or acquiring environmentally-relevant real-time transportation data to create actionable information to support and facilitate “green” transportation choices by transportation system users and operators. The AERIS program will better define how connected vehicle data and applications might contribute to mitigating some of the negative environmental impacts of surface transportation. The purpose of this project is to conduct for the AERIS program a state of the practice assessment of behavioral and activity-based models that will be of use to assess how behaviors may be influenced to reduce negative environmental impacts of the transportation system; environmental models; and technologies that will allow the capture of environmental data and data needed to measure environmental impacts.

KW  - Applications for the Environment: Real-Time Information Synthesis
KW  - Data collection
KW  - Environmental impacts
KW  - Real time information
KW  - State of the art
KW  - Vehicle to infrastructure communications
KW  - Vehicle to vehicle communications
UR  - https://trid.trb.org/view/1366401
ER  - 

TY  - ABST
AN  - 01573270
TI  - Applications for the Environment: Real-Time Synthesis Broad Agency Announcement Project: Evaluate Fuel Efficient Route Guidance

AB  - The project will conduct a realistic assessment using a case study of a medium-sized metropolitan area of the likely environmental benefits of an Intelligent Transportation Systems (ITS) strategy that involves providing route guidance to travelers based on the lowest fuel consumption route. At the present time, motorists typically choose their routes based on minimizing their perceived total travel time or generalized cost. Almost all routing algorithms commonly used within the transportation industry, such as user equilibrium (UE) and system optimal (SO) assignments, are based on the assumption of drivers selecting the shortest path (i.e. least travel time) between a given origin-destination (OD) pair. Moreover, the basis for routing in virtually all of the current Global Positioning System (GPS) 2 navigation devices, the use of which has skyrocketed in the United States in recent years, is still the minimum travel time, subject to perhaps some driver preference parameters (e.g. prefer highway, avoid toll roads, etc.).Until recently, the transportation profession lacked the necessary tools to determine whether the fastest route between an origin-destination (OD) pair were, in fact, the optimal one from an environmental (i.e. energy consumption and emissions) standpoint. The dramatic scientific advances in state-of-the-art microscopic traffic simulation models and emissions models have made it possible to accurately determine the impact of route choice on regional energy consumption and emissions. Moreover, with advances in Intelligent Transportation Systems (ITS), the opportunity now exists to research the feasibility and likely benefits of routing strategies that explicitly consider the criteria of minimum energy consumption and emissions in recommending a route for a driver. This is especially true, given the most recent United States Department of Transportation (USDOT) connected vehicle research, which envisions a networked environment supporting vehicle-to-vehicle and vehicle-to-infrastructure communications.The proposed research will be conducted using a Transportation Analysis Simulation System (TRANSIMS) model of the Greater Buffalo-Niagara region. The model was originally developed by the John A. Volpe National Transportation Systems Center, in a Transportation Analysis Simulation System (TRANSIMS) test deployment study funded by the Federal Highway Administration (FHWA). The model is currently being refined and expanded in another study funded by FHWA, and being conducted by the University at Buffalo (UB) and the State University of New York.  To use TRANSIMS for the development of environmentally based routes and for evaluating the benefits of environmentally based routing, the model will be linked to the Multiscale Motor Vehicle Emissions Simulator Model (MOVES2010), which was recently released by the Environmental Protection Agency’s (EPA's) Office of Transportation and Air Quality. Multiscale Motor Vehicle Emissions Simulator Model (MOVES2010) is designed to allow for conducting environmental analyses based on second-by-second dynamic vehicle information, which will be provided by the TRANSIMS model (EPA, 2009; EPA, 2010). The research will also assess the impact of several factors on the likely benefits of environmentally based route guidance. These factors will include: (1) the market penetration for users of such routing strategies; (2) the additional benefits from providing real-time information about accidents and other traffic disturbances, information that should be readily available from a connected vehicle system; (3) the additional benefits from customizing the optimal environmental routes for the vehicle type (e.g. light-duty vehicle versus a truck). The study will also evaluate the degree to which the optimal routes derived based on the objective of minimizing fuel consumption are different from those derived based on minimizing the total travel time, as well as the reductions in emissions resulting from environmental-based routing.

KW  - Applications for the Environment: Real-Time Information Synthesis
KW  - Environmental impacts
KW  - Fuel consumption
KW  - Global Positioning System
KW  - Intelligent transportation systems
KW  - Origin and destination
KW  - Route guidance
KW  - Transportation Analysis and Simulation System
KW  - Travel time
KW  - United States
UR  - https://trid.trb.org/view/1366399
ER  - 

TY  - ABST
AN  - 01573267
TI  - Applications for the Environment Real-Time Synthesis Broad Agency Announcement Project: Assessment of Data and Modeling Opportunities for Heavy Trucks

AB  - The Electronic Control Units (ECU) data of heavy-duty trucks (HDT) can be accessed through the industry standard Society of Automobile Engineers (SAE) J1939 data bus. Many fleet owners have equipped their truck fleets with onboard devices that couple ECU with telematics capabilities where vehicle and engine operating parameters, as well as positioning information (i.e. via a Global Positioning System (GPS)), are wirelessly transmitted to a computer server on a periodic basis. Through partnership with these fleet owners, the research team has created a master database that gathers and aggregates these ECU data that can be used in real-time applications to evaluate and improve the performance of transportation systems, especially those related to freight movement. This project has been chartered to investigate how broader data types from a vehicle’s data bus might be collected and what value these data types might have in studies of the environmental issues associated with highway transportation and in the development of advanced applications to manage these issues.

KW  - Applications for the Environment: Real-Time Information Synthesis
KW  - Data collection
KW  - Electronic control
KW  - Environmental impacts
KW  - Freight traffic measurement
KW  - Global Positioning System
KW  - Heavy duty trucks
KW  - Real time data processing
KW  - Vehicle electronics
UR  - https://trid.trb.org/view/1366394
ER  - 

TY  - ABST
AN  - 01573266
TI  - Applications for the Environment Real-Time Synthesis Broad Agency Announcement Project: Eco-Adaptive Signalized Intersection Algorithm

AB  - An eco-adaptive signalized intersection application and algorithm will be developed and evaluated.

KW  - Adaptive control
KW  - Algorithms
KW  - Applications for the Environment: Real-Time Information Synthesis
KW  - Real time control
KW  - Signalized intersections
KW  - Traffic control devices
UR  - https://trid.trb.org/view/1366393
ER  - 

TY  - ABST
AN  - 01573261
TI  - Applications for the Environment Real-Time Synthesis Broad Agency Announcement Project: Evaluating Intelligent Eco-Drive Applications

AB  - The project will examine the potential of ecoadaptive cruise control (eco-ACC) applications to improve environmental performance. A traffic simulation tool will be modified to model eco‐ACC strategies, and research will be conducted to develop an effective algorithm for this application.

KW  - Algorithms
KW  - Applications for the Environment: Real-Time Information Synthesis
KW  - Cruise control
KW  - Ecodriving
KW  - Environmental control
KW  - Real time control
KW  - Traffic simulation
UR  - https://trid.trb.org/view/1366340
ER  - 

TY  - ABST
AN  - 01463803
TI  - Linking Transportation Planning with Public Health: An Ecological-Based Paradigm for Institutional Collaboration
AB  - The objective of this project is to develop an ecological-based planning paradigm to promote greater collaboration among transportation planning agencies and public health agencies. In order to achieve this broad objective, the research will focus on: (1) Identifying the barriers that exist between agencies in the transportation planning and public health communities, as well as other agencies/key players in the public and private sectors with keen interests in transportation planning and regional development. (2) Understanding the reasons behind the jurisdictional and institutional barriers. (3) Developing a comprehensive tool in line with the emerging regional ecological framework to facilitate communication and collaboration among stakeholders in the transportation planning and healthcare communities to develop a shared vision for future infrastructure development. The proposed paradigm includes a set of policy suggestions, practical procedures and technical instruments for facilitating communications between the two communities in order to develop shared visions for urban growth and the development of transportation infrastructure.
KW  - Communication
KW  - Cooperation
KW  - Ecology
KW  - Infrastructure
KW  - Public health
KW  - Regional development
KW  - Technical assistance
KW  - Transportation infrastructure
KW  - Transportation planning
UR  - https://trid.trb.org/view/1232030
ER  - 

TY  - ABST
AN  - 01575022
TI  - Traffic Management Center Pooled Fund Study—Task 1: Methodologies to Measure and Quantify Traffic Management Center Benefits, Phase 1

AB  - The purpose of this project is to gain a better understanding of and to quantify benefits in traffic operations due to the implementation of transportation management centers and the systems, infrastructure, and functions associated with their operations. Phase 1 will produce a Synthesis Report and evaluate the feasibility of developing a software tool for quantifying the benefits of transportation management centers. If feasible, phase 2 will develop a software tool.

KW  - Benefits
KW  - Highway operations
KW  - Highway traffic control
KW  - Methodology
KW  - Pooled funds
KW  - Traffic control centers
KW  - Traffic control devices
UR  - https://trid.trb.org/view/1367079
ER  - 

TY  - RPRT
AN  - 01557043
AU  - Gross, John H
AU  - Stout, Robert D
AU  - Cook, D C
AU  - Roberts, J E
AU  - Arico, K E
AU  - Conrad, M B
AU  - Lehigh University
AU  - Federal Highway Administration
TI  - Improved Corrosion Resistant Steel for Highway Bridge Construction
PY  - 2010/09/22/Final Report
SP  - 30p
AB  - Under contract to the Federal Highway Administration (FHWA), the Lehigh University Center for Advanced Technology for Large Structural Systems (ATLSS) implemented a program to develop an improved corrosion-resistant highway-bridge steel. The contract required that the steel be producible on existing American facilities, meet American Association of State Highway and Transportation Officials (AASHTO)  design specifications, with mechanical properties similar to “today’s steel grades”, be readily weldable by standard processes, and have a cost similar to A709 steels. Twenty-three developmental steel compositions were evaluated with elemental additions to a base Cu-Ni precipitation-strengthened steel developed by ATLSS that was previously shown to have excellent toughness and weldability for infrastructure applications, particularly bridges. Various amounts of copper, nickel, chromium, and silicon were added to the base composition. The steel that best met the FHWA requirements was identified as Steel D, which contained 2% copper and 2% nickel. Several steels with increased chromium exhibited good corrosion resistance but the other properties, particularly toughness and weldability, were not acceptable. Production of a commercial heat of Steel D is recommended for (1) confirming its excellent mechanical properties and weldability, (2) conducting large-scale prototype tests, and (3) for retaining steel slabs that can be rolled to the structural components required for erecting three highway bridges at locations selected by FHWA where improved corrosion resistance is highly desirable.
KW  - Alloy steel
KW  - Bridge construction
KW  - Copper
KW  - Corrosion resistant steel
KW  - Highway bridges
KW  - Nickel
UR  - http://preserve.lehigh.edu/cgi/viewcontent.cgi?article=1248&context=engr-civil-environmental-atlss-reports
UR  - https://trid.trb.org/view/1345763
ER  - 

TY  - RPRT
AN  - 01343270
AU  - Pulugurtha, Srinivas S
AU  - Mora, Rakesh
AU  - University of North Carolina, Charlotte
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Traffic Operational Evaluation of Traffic Impact Analysis (TIA) Case Sites
PY  - 2010/09/22/Final Report
SP  - 170p
AB  - This report summarizes traffic operational evaluation of six select traffic impact analysis (TIA) case sites and the effectiveness of forecasting methods used in TIA studies. Six TIA case sites comprising 15 signalized intersections and 2 unsignalized intersections in North Carolina (four sites in the Charlotte region and two sites in the Raleigh region) were considered for comparison. Data collected during morning peak hours (7 AM – 9 AM) and evening peak hours (4 PM – 6 PM) on a typical weekday were used for evaluation. The measures of effectiveness (MOEs) considered for the evaluation of data are total number of hourly stops, 50th percentile queue length, average intersection delay, and level-of-service (LOS). The comparison of operational performance and forecasting methods was conducted using three different methods. The first method was used to compare the operational performance at selected intersections before and after the construction of the new development proposed in the TIA study using Synchro® traffic simulation software. The second method was used to compare “what was forecasted to happen after the development?” with “what is happening after the development?” using Synchro® traffic simulation software. The third method was used to compare outcomes obtained using Synchro® traffic simulation software with field observations after the development. Results obtained from the evaluations indicate that new developments naturally have a considerable effect on operational performance at intersections near the development. The build-out year forecasted traffic volumes and traffic conditions had not been reached for the six reviewed TIA reports. This difference can at least in part be attributed to economic conditions and the fact that several of the sites still had vacant parcels / outlots and additional unconstructed development. Recognizing that seasonal traffic fluctuations can have a significant impact on the magnitude of commercial site traffic, improved forecasts and traffic operational condition modeling could be achieved with improved regional traffic growth rates, conservative peak hour factors (PHF) and use of representative heavy vehicle percentages. Given the variability and significance of the build out of complex mixed use sites, a five year build out horizon may be more appropriate for determination of needed improvements and acceptable levels of service since a three year window often only allows completion of the construction of the primary anchors.
KW  - Case studies
KW  - Charlotte (North Carolina)
KW  - Level of service
KW  - Measures of effectiveness
KW  - Mixed use development
KW  - Peak hour traffic
KW  - Raleigh (North Carolina)
KW  - Signalized intersections
KW  - Stopping
KW  - Synchro (Computer program)
KW  - Traffic delays
KW  - Traffic forecasting
KW  - Traffic impact analysis
KW  - Traffic queuing
KW  - Traffic simulation
KW  - Unsignalized intersections
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2009-09finalreport.pdf
UR  - https://trid.trb.org/view/1105100
ER  - 

TY  - ABST
AN  - 01463808
TI  - Program Development Study for SR-11/Otay Mesa East Port of Entry
AB  - The Federal Highway Administration (FHWA) and the California Department of Transportation (CALTRANS) are serving as lead agencies under the National Environmental Policy Act (NEPA) for the preparation of a joint project-level or Tier II Environmental Impact Report/Environmental Impact Statement (EIR/EIS) for SR-11 and the Otay Mesa East Port of Entry (POE). The Tier II EIR/EIS will address project-specific impacts and propose specific avoidance, minimization and/or compensation measures. The scope of the project is focused on the preparation of the EIR/EIS necessary to satisfy requirements of NEPA and California Environmental Quality Act (CEQA).
KW  - Air quality management
KW  - California
KW  - Environmental impact statements
KW  - Freight traffic
KW  - Freight transportation
KW  - Port operations
KW  - Port traffic
KW  - Truck terminals
UR  - https://trid.trb.org/view/1232035
ER  - 

TY  - RPRT
AN  - 01478164
AU  - Littleton, Paul
AU  - Mallela, Jagannath
AU  - Hoffman, Gary
AU  - Applied Research Associates, Incorporated
AU  - Federal Highway Administration
TI  - North Dakota Demonstration Project: Whitetopping on U.S. 2 West of Rugby
PY  - 2010/09/20/Final Report
SP  - 37p
AB  - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the North Dakota Department of Transportation was awarded a $1 million grant to demonstrate the use of proven, innovative thin concrete overlay known as whitetopping and full lane closure for resurfacing U.S. Highway 2, west of the town of Rugby. This report details the use of whitetopping to rehabilitate this major interregional highway. Using full lane closure during construction greatly reduced the duration of traffic interruption compared with traditional methods. Full lane closure on a major highway has been used on reconstruction projects in North Dakota but is typically not used for overlay projects. As a result, an estimated 19 days and $32,927 in road user costs were saved by implementing a full lane closure on this project. A life cycle cost analysis shows that the costs of whitetopping are within 1.8 percent of an asphalt alternative for both agency and road user costs during construction and future maintenance and rehabilitation. The success of this project will encourage the use of whitetopping and full lane closure techniques as viable alternatives for future rehabilitation projects.
KW  - Highways for LIFE
KW  - Lane closure
KW  - Life cycle costing
KW  - North Dakota
KW  - Overlays (Pavements)
KW  - Resurfacing
KW  - Road construction
KW  - Technological innovations
KW  - Whitetopping
UR  - http://www.fhwa.dot.gov/hfl/summary/pdfs/nd_062011.pdf
UR  - https://trid.trb.org/view/1247043
ER  - 

TY  - ABST
AN  - 01463798
TI  - Evaluation of Deep Patch Landslide Mitigation Design Methodology
AB  - The purpose of this project is to evaluate and improve current Federal Highway Administration (FHWA) Office of Federal Lands Highway (FLH) and US Forest Service (USFS) deep patch design and construction methods.
KW  - Construction
KW  - Design
KW  - Landslides
KW  - Mitigation measures (Construction)
KW  - Patching
UR  - http://www.westerntransportationinstitute.org/research/4W3350.aspx
UR  - https://trid.trb.org/view/1232025
ER  - 

TY  - RPRT
AN  - 01331167
AU  - Wang, Jyh-Hone
AU  - Clark, Aaron
AU  - University of Rhode Island, Kingston
AU  - New England Transportation Consortium
AU  - Federal Highway Administration
TI  - Employing Graphic-Aided DMS to Assist Elder Drivers’ Message Comprehension
PY  - 2010/09/15/Final Report
SP  - 137p
AB  - This report presents a human factors study that was conducted to seek ways to assist elder drivers’ understanding of dynamic message sign (DMS) messages. The study employed a computer based questionnaire survey and a driving simulation experiment with a goal to measure drivers’ preferences and responses to various DMS displays and formats. The results are included in this report. While the age of the subjects studied ranged between 20 and 94, results for drivers over 60 were of special concern. The survey assessed drivers’ preferences toward different types of graphics, use of graphics in messages, color of the message, color of the graphic, message flashing, animation, text alignment, abbreviations, shadowing, and wording sequence. Survey results indicated that drivers preferred text only messages compared with graphic-aided messages, and also preferred animated graphics over stationary ones. Subjects differed on their preferences toward color, however. A driving simulation experiment was conducted to measure subjects’ responses to DMS displays in different colors and graphical formats, similar to those shown in the survey to provide a comparison. Results from the driving simulation experiment showed that drivers responded faster to amber-colored messages and graphic-aided messages. Older drivers responded slower and less accurately than younger drivers, but their response time and accuracy were improved with the use of graphics in the DMS messages. Correlations and discrepancies between the results of the survey and simulation are also discussed.
KW  - Aged drivers
KW  - Color
KW  - Comprehension
KW  - Computer animation
KW  - Graphics
KW  - Messages (Communications)
KW  - Simulation
KW  - Surveys
KW  - Variable message signs
UR  - http://www.netc.umassd.edu/netcr82_05-6.pdf
UR  - http://www.uvm.edu/~transctr/pdf/netc/netcr82_05-6.pdf
UR  - https://trid.trb.org/view/1094752
ER  - 

TY  - RPRT
AN  - 01339662
AU  - Hannon, John J
AU  - University of Southern Mississippi, Hattiesburg
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - MDOT Implementation Plan for GPS Technology in Planning, Design, and Construction Delivery
PY  - 2010/09/13/Final Report
SP  - 97p
AB  - Global Positioning System (GPS) technology offers advantages to transportation agencies in the planning, design and construction stages of project delivery. This research study will develop a guide for Mississippi Department of Transportation (MDOT) implementation of GPS technology, both internally and externally, assisting the agency in the areas of construction specifications, quality control, business policies and procedures, and cost budgeting. This study will result in the delivery of a report that includes recommendations for specification language regarding contractor use of GPS for automated machine grading and the sharing of MDOT electronic data. This report will include a suggested plan for implementation of GPS technology in the MDOT corresponding functional areas. Workshops will be delivered with the participation of MDOT personnel and construction company representatives centered on the GPS Guidance Specification and Implementation Plan to facilitate their adoption.
KW  - Construction projects
KW  - Global Positioning System
KW  - Grading (Earthwork)
KW  - Implementation
KW  - Mississippi Department of Transportation
KW  - Project delivery
KW  - Quality control
KW  - Specifications
KW  - Workshops
UR  - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20214%20-MDOT%20Implementation%20Plan%20for%20Global%20Positioning%20Systems%20%28GPS%29%20Technology%20in%20Planning%2C%20Design%2C%20and%20Construc.pdf
UR  - https://trid.trb.org/view/1102381
ER  - 

TY  - RPRT
AN  - 01331227
AU  - Buxbaum, Jeffrey N
AU  - Click, Matthew
AU  - Higgins, Thomas
AU  - Bhatt, Kiran
AU  - Cambridge Systematics, Incorporated
AU  - K.T. Analytics, Incorporated
AU  - Federal Highway Administration
TI  - Integrating Pricing into the Metropolitan Transportation Planning Process: Four Case Studies
PY  - 2010/09/13/Final Report
SP  - 60p
AB  - Road pricing often has come about separate from the traditional metropolitan planning process through pilot projects and demonstrations. As pricing demonstration projects have shown road pricing to be an effective tool, there is a growing need to incorporate road pricing into long-range plans. This study examined how road pricing was incorporated into long-range planning at four metropolitan planning organizations (MPOs) to provide examples that could support other regions seeking to do the same. The study summarized the experience in the Dallas/Fort Worth region, the Puget Sound region, the Minneapolis/St. Paul region, and the San Francisco Bay area, and identified common themes and differences amongst the approaches used and the outcomes.
KW  - Case studies
KW  - Congestion pricing
KW  - Dallas-Fort Worth Metropolitan Area
KW  - Long range planning
KW  - Metropolitan areas
KW  - Metropolitan planning organizations
KW  - Puget Sound Region
KW  - Road pricing
KW  - San Francisco Bay Area
KW  - Transportation planning
KW  - Twin Cities Metropolitan Area (Minnesota)
UR  - http://ops.fhwa.dot.gov/publications/fhwahop11002/cong_pricing.pdf
UR  - https://trid.trb.org/view/1094971
ER  - 

TY  - ABST
AN  - 01573547
TI  - Integrated Active Transportation System Operational Vision and Implementation Research Plan

AB  - Analysis of the likely impact of changes in key factors relating to social, political, economic, legal, and technical issues that may influence or constrain the realization of the Integrated Active Transportation System (IATS) over a timeframe of 30 to 50 years.

KW  - Active safety systems
KW  - Economic impacts
KW  - Implementation
KW  - Legal factors
KW  - Political factors
KW  - Social factors
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0042
UR  - https://trid.trb.org/view/1366739
ER  - 

TY  - ABST
AN  - 01465790
TI  - Near Road Collaboration Project
AB  - The objective of this Environmental Protection Agency (EPA)-Federal Highway Administration (FHWA) collaboration is to determine certain ambient air concentrations and variations in concentrations as a function of distance from the highway and to establish relationships between ambient air concentrations as related to highway traffic flows including traffic count, vehicle types and speeds; and meteorological conditions such as wind speed and wind direction.  As such, the Near Road Collaboration Project would be expected to provide data detailing concentrations and distributions of motor vehicle emitted pollutants including criteria pollutants such as PM2.5 and mobile source air toxics.
KW  - Ambient air
KW  - Highway traffic
KW  - PM2.5
KW  - Pollutants
KW  - Traffic flow
KW  - Vehicle speed
KW  - Vehicle type
KW  - Wind direction
KW  - Wind speed
UR  - https://trid.trb.org/view/1234024
ER  - 

TY  - ABST
AN  - 01467721
TI  - Characterization of Drainage Layer Properties for MEPDG
AB  - The objectives of the pooled fund study are to develop methods to characterize the elastic modulus and strength of drainage layers for mechanistic-empirical pavement design guide (MEPDG), to perform analysis of the stability and failure of the drainage layer in the pavement structure, and to develop specifications for required minimum porosity for effective drainage.
KW  - Drainage layers
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Modulus of elasticity
KW  - Pavements
KW  - Porosity
KW  - Stability analysis
UR  - http://www.pooledfund.org/Details/Study/457
UR  - https://trid.trb.org/view/1235957
ER  - 

TY  - RPRT
AN  - 01493871
AU  - Hunt, John H
AU  - Zerges, Stephen M
AU  - Roberts, Brian C
AU  - Bergendahl, Bart
AU  - Ayres Associates, Incorporated
AU  - Water Resources Learning Center
AU  - Federal Highway Administration
TI  - Culvert Assessment and Decision-Making Procedures Manual For Federal Lands Highway
PY  - 2010/09//Final Report
SP  - 222p
AB  - Federal Lands Highway (FLH) Division of FHWA works in cooperation with federal land management agencies to plan, design, construct and rehabilitate highways and bridges on federally owned lands. In support of this mission, FLH has developed project-level guidelines for assessing the condition and performance of existing roadway culverts, and when necessary, selecting corrective action for any deficiencies found as part of specific project development activities. The end-result of this effort is this procedure manual, which consists of a fully integrated culvert assessment tool and culvert decision-making tool that provides guidance for selecting replacement or rehabilitation alternatives.
KW  - Culverts
KW  - Decision making
KW  - Evaluation and assessment
KW  - Guidelines
KW  - Maintenance management
KW  - Manuals
KW  - Rehabilitation (Maintenance)
UR  - http://www.cflhd.gov/programs/techDevelopment/hydraulics/culvert-assessment/
UR  - https://trid.trb.org/view/1262538
ER  - 

TY  - RPRT
AN  - 01470840
AU  - Toniolo, Horacio
AU  - Duvoy, Paul
AU  - Alaska University Transportation Center
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Study to Compare the Performance of Two Designs to Prevent River Bend Erosion in Arctic Environments
PY  - 2010/09//Final Report
SP  - 201p
AB  - Messing with Mother Nature takes knowledge and work, and she is hard to outfox, especially when it comes to redirecting rivers. To protect infrastructure, however, sometimes river flow must be altered. This study focuses on two erosion-control projects built in Alaska using different design criteria. One was constructed by Alaska Department of Transportation & Public Facilities (ADOT&PF) at the Sagavanirktok River to protect the Dalton Highway; the other was built by Alyeska Pipeline Service Company at Hess Creek to protect the trans-Alaska pipeline. Though bank erosion along river bends is a natural process, lateral erosion, which causes streams to shift laterally, can expose infrastructure to serious risk. To avoid damaging or destroying the transportation system, researchers and engineers have developed several types of strategies to prevent streambank erosion, including watercourse realignment, that is, moving water away from the bank. Project researchers gathered hydraulic data, including continuous velocity measurements, at selected points in both streams. The project took an unexpected turn when the research team decided to include a hydraulic numerical model. This model is capable of simulating different flow conditions, calculates shear stress, velocity and Froude number, among other hydraulic parameters. Different scenarios were simulated by the model, showing how the river might behave under different flow conditions at different seasons .
KW  - Alaska
KW  - Banks (Waterways)
KW  - Erosion control
KW  - Frigid regions
KW  - Hydraulic models
KW  - Hydraulics
KW  - Protection against environmental damage
KW  - Realignment
KW  - Rivers
KW  - Scour
KW  - Streamflow
KW  - Velocity measurement
UR  - http://ine.uaf.edu/autc/files/2011/09/Final_Report_309009.pdf
UR  - http://ntl.bts.gov/lib/46000/46800/46802/Final_Report_309009.pdf
UR  - https://trid.trb.org/view/1238503
ER  - 

TY  - RPRT
AN  - 01458109
AU  - Sinfield, Joseph V
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Refine Process to Identify, Evaluate, and Adopt New Technologies and Identify New Proven Technologies for Indiana
PY  - 2010/09//Final Report
SP  - 103p
AB  - Identifying, evaluating and adopting the latest proven technologies is crucial to ensure the efficiency, quality, cost effectiveness, and safety of INDOT operations. While focused efforts to understand and employ new technologies for the benefit of INDOT have been pursued successfully in the past, there remains an opportunity to develop a robust approach to need identification and related technology selection and adoption that is more “continuous” in nature and capable of helping the organization keep pace with the rapid rate of technological change. In response, this study builds on the more than 40 years of work that has been carried out on this topic in the transportation sector and complements these efforts with insights from a wide variety of successful organizations in other fields to put forward a comprehensive approach to identify, evaluate, and adopt new “proven” and/or “ready to use” technologies that have the potential to improve INDOT’s ability to perform its multifaceted mission. This proposed process, which encompasses need identification, solution identification, solution evaluation, and staged solution implementation, incorporates several novel features to ensure effective technology adoption, namely: a new means of assessing INDOT needs that relies upon a survey of end-user “jobs-to-be-done” to focus technology adoption efforts; a web-based mechanism to link INDOT needs and potential solutions that is based on leading systems in the commercial sector; provision for “champions” that will provide idea “ownership” in the technology adoption process and help overcome traditional barriers; centralization of evaluation activities to drive efficiencies across INDOT and eliminate redundant efforts; and, a unique assumption-driven approach to implementation that optimizes resources and includes a tiered marketing strategy to build awareness and encourage broad adoption of technologies. In addition, this report provides recommendations for a governance structure that can guide the technology adoption process and ensure its on-going effectiveness. A pilot of the initial stages of the proposed process (needs identification and solution identification) is also presented which calls attention to a series of INDOT-specific needs and associated high-potential technology-based solutions that if pursued could directly enhance INDOT operations. Overall, the results of this work provide the foundation for a capability in technology awareness and adoption that will benefit INDOT operations for many years to come.
KW  - Best practices
KW  - Evaluation
KW  - Indiana Department of Transportation
KW  - Technological innovations
KW  - Technology assessment
KW  - Technology transfer
UR  - http://dx.doi.org/10.5703/1288284314252
UR  - https://trid.trb.org/view/1218718
ER  - 

TY  - RPRT
AN  - 01457795
AU  - Bilal, Muhammad K
AU  - Irfan, Muhammad
AU  - Ahmed, Anwaar
AU  - Labi, Samuel
AU  - Sinha, Kumares C
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - A Synthesis of Overweight Truck Permitting
PY  - 2010/09//Final Report
SP  - 117p
AB  - For purposes of safety and system preservation, trucking operational characteristics are regulated through legislation and policies. However, special permits are granted for trucks to exceed specified operational restrictions. Thus, the Indiana DOT not only seeks highway operations policies that retain/attract heavy industry including those that haul large loads but also seeks to protect the billions of taxpayer dollars invested in highway infrastructure. As such, it is sought to avoid policies that may lead to premature and accelerated deterioration of assets through excess loading or undue safety hazard through oversize loads. This study was carried out primarily to document the state of practice of truck weight permitting in Indiana vis-à-vis those of its neighboring states. This was done on the basis of the fee amounts, fee structure, and the ease of the permit acquisition process for the permit applicant. The study determined that while the upper thresholds (dimensions and weights) for legal trucking operations are generally the same across states, those for extra-legal operations vary considerably. Also, findings from published literature, agency websites, and phone interviews showed that there is great variability in overweight and oversize truck permitting criteria across the states. Furthermore, it was seen that no state has adopted explicitly the weight-distance concept for its overweight trucks. However, in the states of Indiana, Ohio, and Illinois, the fee structures for overweight vehicles include weight levels and extents of travel, and thus operate in a manner similar to a weight-distance fee. From the perspective of overweight and oversize thresholds and associated permit fees, it was observed that a number of states such as Indiana appear to be generally more favorable to trucking because they have relatively higher upper thresholds for defining an overweight truck and/or relatively lower fees for overweight trucking operations. However, as demonstrated in the excel spreadsheet case studies that accompany this report, the differences in fees incurred by truckers across the states are significantly influenced by a variety of factors including the trip circumstances, permitting criteria, and trip frequency and distance. This report also documents the streams of revenue from the permits issued for extra-legal trucking operations over the recent past: approximately $12 million annually. On the subject of revenue neutrality, the study reports that highway agencies that had switched from a single-trip permit system to an annual flat fee permit system report that they benefited from cost savings due to reduced monitoring efforts of truck trips but had lost significant revenue overall. Using data from a national study, the report quantifies the extent to which each additional payload increases pavement deterioration. The data also suggests that having more axles on a truck reduces pavement deterioration and consequently, damage repair cost, but could decrease the revenue to be derived from overweight permitting. In conclusion, the study recommended the conduction of a cost allocation study to update these load-damage relationships as well as the overweight permit fee structures, to reflect current conditions in Indiana.
KW  - Indiana
KW  - Oversize loads
KW  - Overweight loads
KW  - Pavement distress
KW  - Permits
KW  - Revenues
KW  - Size and weight regulations
KW  - Trucks
UR  - http://dx.doi.org/10.5703/1288284314260
UR  - https://trid.trb.org/view/1218726
ER  - 

TY  - RPRT
AN  - 01457700
AU  - Wilkerson, Jared L
AU  - Merwade, Venkatesh M
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Determination of Unit Hydrograph Parameters for Indiana Watersheds
PY  - 2010/09//Final Report
SP  - 119p
AB  - Regression equations predicting Clark Synthetic Unit Hydrograph (SUH) parameters for time of concentration (tc) and storage coefficient (R) are developed for small watersheds across Indiana. The state is partitioned into three regions: North, Central, and South, with consideration for past regionalization studies of Indiana and geomorphology. The equations are derived using multiple linear regression analysis for 30 watersheds with 90 observed rainfall-runoff events. Clark SUH parameters are optimized using Hec-HMS to match the observed rainfall-runoff events. The optimized Clark SUH parameters are related to geomorphologic parameters estimated using geographic information system (GIS) applications. An extensive list of 29 geomorphologic parameters is considered including parameters related to depression storage, slope, drainage area, basin shape, and stream network. Separate regression equations for tc and R are developed for each region and the entire state. Values for tc and R are predicted using the regression equations and used to model 7 new rainfall-runoff events in HEC-HMS for comparison to the National Resources Conservation Service (NRCS) SUH method.
KW  - Geomorphology
KW  - Indiana
KW  - Linear regression analysis
KW  - Runoff
KW  - Unit hydrographs
KW  - Watersheds
UR  - http://dx.doi.org/10.5703/1288284314266
UR  - https://trid.trb.org/view/1218732
ER  - 

TY  - RPRT
AN  - 01450995
AU  - United States Federal Highway Administration
TI  - NC 109 improvements study from Old Greensboro Road (SR 1798) to I-40/US 311, Davidson and Forsyth counties : environmental impact statement
PY  - 2010/09//Volumes held: Draft
KW  - Environmental impact statements
KW  - North Carolina
UR  - https://trid.trb.org/view/1219539
ER  - 

TY  - RPRT
AN  - 01450869
AU  - Dutta, Utpal
AU  - Bodke, Sujay
AU  - Dara, Brian
AU  - Lynch, James
AU  - University of Detroit Mercy
AU  - Michigan Ohio University Transportation Center
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
TI  - Safety Evaluation of SCATS Control System
PY  - 2010/09//Final Report
SP  - 35p
AB  - Since 1992, traffic signals in Oakland County and a portion of Macomb and Wayne Counties of  Michigan have been converted to the Sydney Coordinated Adaptive Traffic System (SCATS).  When compared to pre-timed signals, installation and maintenance cost of SCATS is almost two times greater. Therefore, there is a need to determine the added related benefits of SCATS. In this context, determination of crash benefit of SCATS can play a significant role. If congestion and crash related benefits are combined, then it is most likely the combined benefits will outweigh the cost.   Crash data from 1999 to 2008 of two corridors, one controlled by SCATS and the other by the  pre-timed signal system were examined to determine the effectiveness of SCATS. In  order to evaluate the effectiveness of SCATS, intersections as well as segment  crash data before and after the installation of SCATS signals were compared. In addition, a series  of statistical tests were performed to compare safety performance of SCATS and pre-timed  signal systems. It was observed that there was shift in severity types A and B to C, which is  noteworthy. However, statistical tests were not able to identify any difference of significance at  95 percent confidence level. Finally, cost related information for both SCATS as well as pre-timed was also computed and compared.
KW  - Adaptive traffic systems
KW  - Before and after studies
KW  - Benefit cost analysis
KW  - Crashes
KW  - Michigan
KW  - Pretimed traffic signal controllers
KW  - SCATS (Computer program)
KW  - Traffic congestion
KW  - Traffic safety
KW  - Traffic signal control systems
UR  - http://mioh-utc.udmercy.edu/research/ts-22/pdf/MIOH_UTC_TS22p1-2_2010-Final_Rpt_Safety_Evaluation_of_SCATS_etc.pdf
UR  - https://trid.trb.org/view/1218124
ER  - 

TY  - RPRT
AN  - 01450867
AU  - Tidwell, Amy
AU  - Alaska University Transportation Center
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Impacts of Climate Variability and Change on Flood Frequency Analysis 
for Transportation Design
PY  - 2010/09//Final Report
SP  - 38p
AB  - Planning for construction of roads and bridges over rivers or floodplains includes a hydrologic analysis of rainfall amount and intensity for a defined period. Infrastructure design must be based on accurate rainfall estimates: how much (intensity), how long (duration), and how often (frequency or probability). University of Alaska Fairbanks and the National Oceanic and Atmospheric Administration are updating this important design tool with support from Alaska University Transportation Center and Alaska Department of Transportation and Public Facilities. Measuring precipitation in an environment like Alaska’s is difficult. Challenges include poor gauge performance in windy environments, especially for solid precipitation (such as snow, sleet, and hail); and accessing and working in remote, sparsely populated, rough, and complex terrain. Another issue is the sparseness and distribution of the gauge stations. For example, the area north of the Brooks Range, known as the Arctic Slope of Alaska, is one of the least-understood climatic regions of the country. This region, with an area of over 230,000 square kilometers, has only a handful of long-term precipitation gauges, and many of the existing gauges are unattended. The quality of reported precipitation data varies due to gauge location, type,  and whether or not a rain or snow gauge shield is present.
KW  - Alaska
KW  - Climate
KW  - Climate change
KW  - Design criteria
KW  - Flood frequency analysis
KW  - Floods
KW  - Hydrologic analyses
KW  - Hydrology
KW  - Measuring instruments
KW  - Precipitation (Meteorology)
KW  - Rainfall
UR  - http://ine.uaf.edu/autc/files/2012/09/207120-A.Tidwell-FINAL-Report-9.13.10-ineautc1102.pdf
UR  - http://ntl.bts.gov/lib/46000/46100/46189/207120-A.Tidwell-FINAL-Report-9.13.10-ineautc1102.pdf
UR  - https://trid.trb.org/view/1218199
ER  - 

TY  - RPRT
AN  - 01449582
AU  - Wies, Richard
AU  - Ellingson, Dalton
AU  - Elbert, Michael
AU  - Alaska University Transportation Center
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - LED Street Lights in Alaska
PY  - 2010/09//Final Report
SP  - 119p
AB  - This report documents results of testing light-emitting diode (LED) and high pressure sodium (HPS) street lights to determine if they meet AASHTO standards for illumination of roadways. Two power levels of LED, Everlight LED, and traditional HPS street lights were tested and compared to AASHTO roadway illuminance specifications. Each light was tested for road level illuminance, power consumption, and light spectrum at all possible settings with a 120 volt supply.  A grid 40 feet along the roadway by 30 feet (20 feet across the roadway and 10 feet beside the roadway) was used for the illuminance testing. The light was mounted at a 10 foot height with the center of light located on one end of the 40 foot dimension and 20 feet from one side of the 30 foot dimension.  Measurement points were set up at 2 foot intervals on radial lines from the center of light spaced 15 degrees apart. The results showed that LED street lights provide predominantly blue spectrum light with less than half the illuminance of HPS street lights, but at 20% to 75% of the power consumption.  These findings suggest that LED street lights need improvement in illuminance and quality before these lights are recommended for use on Alaskan roadways.
KW  - Alaska
KW  - American Association of State Highway and Transportation Officials
KW  - Energy consumption
KW  - Feasibility analysis
KW  - High pressure sodium lighting
KW  - Illuminance
KW  - Light emitting diodes
KW  - Street lighting
UR  - http://ine.uaf.edu/autc/files/2011/07/RR10.1-Final_Report_AUTC_LED-_Wies-9-24-2010.pdf
UR  - http://ntl.bts.gov/lib/46000/46100/46146/207099-Final_Report_AUTC_LED-_Wies-9-24-2010.pdf
UR  - http://ntl.bts.gov/lib/46000/46200/46235/RR10.1-Final_Report_AUTC_LED-_Wies-9-24-2010.pdf
UR  - https://trid.trb.org/view/1217177
ER  - 

TY  - RPRT
AN  - 01383556
AU  - Sadid, H
AU  - Wabrek, R M
AU  - Dongare, S
AU  - Coryell, B
AU  - Ebrahimpour, A
AU  - Idaho State University, Pocatello
AU  - Idaho Transportation Department
AU  - Federal Highway Administration
TI  - Materials Acceptance Risk Analysis: Superpave Hot Mix Asphalt
PY  - 2010/09//Final Report
SP  - 40p
AB  - The objective of this study is to review Superpave Hot Mix asphalt used by other state departments of transportation and make recommendations to Idaho Transportation Department (ITD) in using this product in its roadways and in particular in low-traffic roadways. Based on the literature review, it is concluded that Superpave mix design provides better performance for roadways that experience heavy to medium traffic volumes. For low-traffic roadways, Superpave, Marshall, and Hveem-designed mixes perform about the same. Considering the unit price, it appears that there are no significant differences among the three mix-design methods.
KW  - Asphalt mixtures
KW  - Asphalt pavements
KW  - Hot mix asphalt
KW  - Idaho
KW  - Literature reviews
KW  - Low volume roads
KW  - Risk analysis
KW  - Superpave
KW  - Traffic volume
UR  - http://www.itd.idaho.gov/highways/research/archived/reports/Final%20RP182B%20Superpave%20Hot%20Mix%20Asphalt.pdf
UR  - https://trid.trb.org/view/1147952
ER  - 

TY  - JOUR
AN  - 01383317
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Scriba, T
AU  - Symoun, J
AU  - Beasley, K A
TI  - To lessen work zone impacts: try TMPs [transportation management plans]
PY  - 2010/09
VL  - 74
IS  - 2
SP  - 10-7
KW  - Construction site
KW  - Highway traffic control
KW  - Road construction
KW  - Road construction
KW  - Traffic management
KW  - Usa
UR  - http://www.fhwa.dot.gov/publications/publicroads/10septoct/02.cfm
UR  - https://trid.trb.org/view/1151259
ER  - 

TY  - JOUR
AN  - 01383312
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Elkins, G
AU  - Walker, D
AU  - Senn, K
TI  - LTPP keeps rolling [pavement performance]
PY  - 2010/09
VL  - 74
IS  - 2
SP  - 18-25
KW  - Durability
KW  - Durability
KW  - Pavement performance
KW  - Pavement performance
KW  - Pavement technology
KW  - Research
KW  - Research and development
KW  - Usa
UR  - http://www.fhwa.dot.gov/publications/publicroads/10septoct/03.cfm
UR  - https://trid.trb.org/view/1151254
ER  - 

TY  - RPRT
AN  - 01373382
AU  - Minge, Erik
AU  - Kotzenmacher, Jerry
AU  - Peterson, Scott
AU  - SRF Consulting Group, Incorporated
AU  - Minnesota Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Non-Intrusive Technologies for Traffic Detection
PY  - 2010/09//Final Report
SP  - 100p
AB  - The use of non-intrusive technologies for traffic detection has become a widespread alternative to conventional roadway-based detection methods. Many sensors are new to the market or represent a substantial change from earlier versions of the product. This pooled fund study conducted field tests of the latest generation of non-intrusive traffic sensors. Sensors were evaluated in a variety of traffic and environmental conditions at two freeway test sites, with additional tests performed at both signalized and unsignalized intersections. Emphasis was placed on urban traffic conditions, such as heavy congestion, and varying weather conditions. Standardized testing criteria were followed so that the results from this project can be directly compared to results obtained by other transportation agencies. While previous tests have evaluated sensors’ volume and speed accuracy, the current generation of sensors has introduced robust classification capabilities, including both length-based and axle-based classification methods. New technologies, such as axle detection sensors, and improved radar, contribute to this improved performance. Overall, the sensors performed better than their counterparts in previous phases of testing for volume and speed accuracy. However, the additional classification capabilities had mixed results. The length-based sensors were generally able to report accurate vehicle lengths. The axle-based sensors provided accurate inter-axle measurements, but significant errors were found due to erroneously grouping vehicles, affecting their ability to accurately classify trucks.
KW  - Automatic vehicle classification
KW  - Axles
KW  - Evaluation
KW  - Length
KW  - Sensors
KW  - Technology
KW  - Urban areas
KW  - Vehicle detectors
UR  - http://www.lrrb.org/pdf/201036.pdf
UR  - https://trid.trb.org/view/1141362
ER  - 

TY  - RPRT
AN  - 01370151
AU  - Bham, Ghulam H
AU  - Leu, Ming C
AU  - Mathur, Durga Raj
AU  - Vallati, Manoj
AU  - Missouri University of Science and Technology, Rolla
AU  - Smart Work Zone Deployment Initiative
AU  - Iowa State University, Ames
AU  - Federal Highway Administration
TI  - A Driving Simulator Study: Evaluation of Vehicle Mounted Attenuator Markings in Work Zones During Different Times of the Day
PY  - 2010/09//Final Report
SP  - 37p
AB  - This report presents a study of driver perceptions using a driving simulator. The evaluation required one hundred and twenty participants from different age groups to drive through virtual highway work zones. During this experiment, driver reaction to VMA markings was determined based on their lane change distance. The drivers were also surveyed using a detailed subjective survey. Analysis of variance was performed to determine the significant variables affecting the lane change distance. For each time of day, a test was conducted to calculate the difference in lane change distance between the markings. A Kolmogorov-Smirnov test was carried out to evaluate the significance of differences between the lane change distance frequency distributions of the markings. For the subjective evaluation, the markings were ranked by participants indicating their preferences using four different criteria for each time of day. Additionally, the participants were surveyed on the features of the individual markings and for the most preferred marking. The results of the objective and subjective evaluations indicated that, overall, the red and white checkerboard pattern was most effective.
KW  - Behavior
KW  - Drivers
KW  - Driving simulators
KW  - Perception
KW  - Periods of the day
KW  - Truck mounted attenuators
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.intrans.iastate.edu/smartwz/documents/project_reports/FinalReport_VMA_Project.pdf
UR  - https://trid.trb.org/view/1138367
ER  - 

TY  - RPRT
AN  - 01354110
AU  - Gregory, Garry H
AU  - Baryun, Azmi
AU  - Oklahoma State University, Stillwater
AU  - Oklahoma Department of Transportation
AU  - Federal Highway Administration
TI  - Correlation of Fully-Softened Shear Strength of Clay Soil with Index Properties, Phase I
PY  - 2010/09//Final Report
SP  - 68p
AB  - Shallow slope failures in clay soils cause many millions of dollars of damage annually on highway embankments and cut slopes and necessitate difficult and expensive repairs that negatively impact budgets, traffic flow, and the environment. The embankments typically fail when clay soils become “fully softened” due to shrink-swell action during wet-dry-wet cycles and experience downhill creep. Slope analyses using either peak or residual strength properties do not properly model most slope failure or potential failure conditions. The use of peak strength in the analyses tends to overestimate the factor of safety (stability) and the use of residual shear strength in the analysis tends to underestimate the factor of safety (stability). The use of fully-softened shear strength values results in a more accurate analysis and leads to designs or repair methods that provide long-term stability at reasonable costs. Understanding the mechanisms of these slope failures and being able to economically predict the fully softened shear strength of clay soils is key to successful design, repair, and stabilization of clay slopes.
KW  - Atterberg limits
KW  - Clay soils
KW  - Embankments
KW  - Moisture content
KW  - Shear strength
KW  - Sieve analysis
KW  - Slope failure
KW  - Slope stability
UR  - http://ntl.bts.gov/lib/42000/42400/42430/FY10_2225_Gregory_FR.pdf
UR  - https://trid.trb.org/view/1117064
ER  - 

TY  - RPRT
AN  - 01354105
AU  - Eck, Bradley J
AU  - Klenzendorf, J Brandon
AU  - Charbeneau, Randall J
AU  - Barrett, Michael E
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Investigation of Stormwater Quality Improvements Utilizing Permeable Friction Course (PFC)
PY  - 2010/09//Technical Report
SP  - 318p
AB  - This report describes research into the water quality and hydraulics of the Permeable Friction Course (PFC). Water quality monitoring of 3 locations in the Austin area indicates up to a 90 percent reduction in pollutant discharges from PFC compared to conventional pavement. This reduction is the result of accumulation of pollutants within the pavement and the reduction in pollutants washed off of vehicles during storm events. The project also developed a methodology for measuring permeability of the pavement in situ. The required overcoming several instances where conventional assumptions in permeability measurements were violated. In particular, flow through the pavement at the heads evaluated was nonlinear and not consistent with Darcy’s law. One dimensional steady state and two dimensional dynamic models of flow in PFC were developed. The latter model is capable of predicting surface and subsurface flow from highways of various geometries.
KW  - Austin (Texas)
KW  - Friction course
KW  - Hydraulics
KW  - Measurement
KW  - Permeability
KW  - Pollutants
KW  - Runoff
KW  - Water quality
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5220_2.pdf
UR  - https://trid.trb.org/view/1116015
ER  - 

TY  - RPRT
AN  - 01353761
AU  - Ghosh, Ashok Kumar
AU  - Wilson, Claudia M Dias
AU  - Budek-Schmeisser, Andrew
AU  - Razavi, Mehrdad
AU  - Harrision, Bruce
AU  - Birbahadur, Naitram
AU  - Felli, Prosfer
AU  - Budek-Schmeisser, Barbara
AU  - New Mexico Institute of Mining and Technology
AU  - New Mexico Department of Transportation
AU  - Federal Highway Administration
TI  - Standards for Tire-Bale Erosion Control and Bank Stabilization Projects: Validation of Existing Practice and Implementation
PY  - 2010/09//Final Report
SP  - 211p
AB  - In an effort to promote the use of increasing stockpiles of waste tires and a growing demand for adequate backfill material in highway construction, the New Mexico Department of Transportation (NMDOT) has embarked on a move to use compressed tire-bales as a means to reduce cost of construction and to recycle used tires which would otherwise occupy much larger space in landfills or be improperly disposed of. Compressing the tires into bales has prompted unique environmental, technical, and economic opportunities. This is due to the significant volume reduction obtained when using tire-bales [approximately 100 auto tires with a volume of 20 cu yd (15.3 cu m) can be compressed to 2 cu yd (1.53 cu m) blocks, i.e., a tenfold reduction in landfill space]. Lighter unit weight, 37 pcf dry (592 kg/cu m), results in lower earth pressure with lesser possibility for foundation failure. The objective of this project was to address the question, “Can tire-bales be used as a cost effective alternate fill material for erosion control and bank stabilization projects?”
KW  - Backfill materials
KW  - Backfilling
KW  - Cost effectiveness
KW  - Embankments
KW  - Erosion control
KW  - Fills
KW  - Recycling
KW  - Scrap tires
KW  - Soil stabilization
KW  - Tire bales
KW  - Tires
UR  - http://dot.state.nm.us/content/dam/nmdot/Research/Tire-bale_FinalReport.pdf
UR  - http://ntl.bts.gov/lib/42000/42500/42501/Tire-bale_FinalReport.pdf
UR  - https://trid.trb.org/view/1118690
ER  - 

TY  - RPRT
AN  - 01337319
AU  - Hossain, M Shabbir
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Characterization of Unbound for Use in the New Mechanistic-Empirical Pavement Design Procedure Pavement Materials From Virginia Sources
PY  - 2010/09//Final Report
SP  - 38p
AB  - The implementation of mechanistic-empirical pavement design requires mechanistic characterization of pavement layer materials. The subgrade and base materials are used as unbound, and their characterization for Virginia sources was considered in this study as a supplement to a previous study by the Virginia Transportation Research Council. Resilient modulus tests were performed in accordance with AASHTO T 307 on fine and coarse soils along with base aggregates used in Virginia. The degree of saturation as determined by moisture content and density has shown significant influence on the resilient behavior of these unbound materials. The resilient modulus values, or k-values, are presented as reference for use by the Virginia Department of Transportation (VDOT). The results of other tests were analyzed for correlation with the results of the resilient modulus test to determine their use in estimating resilient modulus values. The results of the triaxial compression test, referred to as the quick shear test in AASHTO T 307, correlated favorably with the resilient modulus. Although the complexity of such a test is similar to that of the resilient modulus test for cohesionless coarse soil and base aggregate, fine cohesive soil can be tested with a simpler triaxial test: the unconfined compression test. In this study, a model was developed to estimate the resilient modulus of fine soil from the initial tangent modulus produced on a stress-strain diagram from an unconfined compression test. The following recommendations are made to VDOT’s Materials Division: (1) implement the use of the resilient modulus test for pavement design along with the implementation of the MEPDG; (2) use the universal constitutive model recommended by the MEPDG to generate the k-values needed as input to MEPDG Level 1 design/analysis for resilient modulus calculation; (3) develop a database of resilient modulus values (or k-values), which could be used in MEPDG design/analysis if a reasonable material match were to be found; (4) use the initial tangent modulus from an unconfined compression test to predict the resilient modulus values of fine soils for MEPDG Level 2 input and the 1993 AASHTO design; and (5) continue to collect data for the unconfined compression test and update the prediction model for fine soil in collaboration with the Virginia Transportation Research Council. Implementing these recommendations would support and expedite the implementation efforts under way by VDOT to initiate the statewide use of the MEPDG. The use of the MEPDG is expected to improve VDOT’s pavement design capability and should allow VDOT to design pavements with a longer service life and fewer maintenance needs and to predict maintenance and rehabilitation needs more accurately over the life of the pavement.
KW  - Base course (Pavements)
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Modulus of resilience
KW  - Pavement design
KW  - Subgrade (Pavements)
KW  - Unbound materials
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-r6.pdf
UR  - https://trid.trb.org/view/1097599
ER  - 

TY  - RPRT
AN  - 01337267
AU  - Abu-Farsakh, Murad Y
AU  - Yu, Xinbao
AU  - Yoon, Sungmin
AU  - Tsai, Ching
AU  - Louisiana Transportation Research Center
AU  - Louisiana Department of Transportation and Development
AU  - Federal Highway Administration
TI  - Calibration of Resistance Factors Needed in the LRFD Design of Drilled Shafts
PY  - 2010/09//Final Report
SP  - 110p
AB  - The first report on Load and Resistance Factor Design (LRFD) calibration of driven piles in Louisiana (LTRC Final Report 449) was completed in May 2009. 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. A total of 16 cases of drilled shaft load tests were available to authors from Louisiana Department of Transportation and Development (LADOTD) archives. Out of those, only 11 met the Federal Highway Administration (FHWA) "5%B" settlement criterion. Due to the limited number of available drilled shaft cases in Louisiana, additional drilled shaft cases were collected from state of Mississippi that has subsurface soil conditions similar to Louisiana soils. A total of 15 drilled shafts from Mississippi were finally selected from 50 available cases, based on selection criteria of subsurface soil conditions and final settlement. As a result, a database of 26 drilled shaft tests representing the typical design practice in Louisiana was created for statistical reliability analyses. The predictions of total, side, and tip resistance versus settlement behavior of drilled shafts were established from soil borings using the FHWA O’Neill and Reese design method via the SHAFT computer program. 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 22 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 selected FHWA design method significantly underestimates measured drilled shaft resistance. 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 were determined and compared with those available in literature. Results of reliability analysis, corresponding to a target reliability index of 3.0, reveals resistance factors for side, tip, and total resistance factor are 0.20, 0.75, and 0.5, respectively.
KW  - Axial loads
KW  - Bridge foundations
KW  - Calibration
KW  - Drilled shafts
KW  - Load and resistance factor design
KW  - Louisiana
KW  - Reliability analysis
KW  - Resistance (Mechanics)
KW  - Resistance factors
UR  - http://www.ltrc.lsu.edu/pdf/2010/fr_470.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37870/fr_470.pdf
UR  - https://trid.trb.org/view/1098658
ER  - 

TY  - RPRT
AN  - 01333797
AU  - Ghorbanpoor, Al
AU  - Feile, Eric P
AU  - Schultz, Cory E
AU  - University of Wisconsin, Milwaukee
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Monitoring and Load Distribution Study for the Land Bridge
PY  - 2010/09//Final Report
SP  - 179p
AB  - A monitoring program and a live load distribution study were conducted for the Land Bridge, located on State Highway 131 between Ontario and LaFarge in southwest Wisconsin. The bridge is a 275-ft long curved double trapezoidal steel box girder construction. Hybrid HPS70W and A588 weathering steels were used for the construction of the bridge. The monitoring program included measurements of live load and thermal strains as well as displacements for the girders over a four-year period. The effects of the in-service live load, in terms of both the applied stresses and the number of load cycles, were found to be insignificant. The thermal stress levels were found to be more significant but with only a limited number of load cycles. It was also found that there was no significant change in the load pattern, for both the stress level and number of load cycles, over the four years of the monitoring program for the bridge. The observed stress levels in the bridge were found to be below the fatigue stress threshold prescribed by AASHTO. This indicated that an infinite life could be expected for the bridge when fatigue is a consideration for the steel box girders. The live load distribution study for the Land Bridge included a field testing, a 3-D numerical simulation, and a comparative study of the results with those determined by the provisions of the AASHTO standard and LRFD specifications. Good agreement was achieved between the load distribution factor values that were obtained from the field testing and the numerical simulation. The comparison of the results with the values obtained from the AASHTO specifications indicated that over-conservative results yielded from the standard specifications while the results from the LRFD specifications were under-conservative. It is recommended that an additional study be performed to overcome this shortcoming of the current design specifications.
KW  - Box girder bridges
KW  - Field tests
KW  - Live loads
KW  - Load transfer
KW  - Steel bridges
KW  - Strain measurement
KW  - Structural health monitoring
KW  - Thermal response
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53016/07-09%2520Final%2520Report.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/07-09bridgeperformance-f.pdf
UR  - https://trid.trb.org/view/1096579
ER  - 

TY  - RPRT
AN  - 01332911
AU  - McLean, David I
AU  - Walkenhauer, Brian J
AU  - Washington State University, Pullman
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Seismic Retrofit of Cruciform-Shaped Columns in the Aurora Avenue Bridge Using FRP Wrapping
PY  - 2010/09//Research Report
SP  - 96p
AB  - Experimental tests were conducted on seven 1/3-scale column specimens to evaluate the vulnerabilities of existing cruciform-shaped columns and to develop appropriate retrofit measures that address the identified vulnerabilities. The specimens represented both solid and split columns in the Aurora Avenue Bridge in Seattle, Washington. The as-built specimens failed at low ductility levels due to shear distress. Fiber reinforced polymer (FRP) jackets with FRP inserts to anchor the jackets in the column reentrant corners along with steel confinement collars to provide confinement in the hinging regions were used to retrofit the column specimens. The retrofitted specimens developed plastic hinging in the column, with enhanced strength, energy and ductility capacities. Guidelines were presented for designing the various components of the retrofit measures.
KW  - Anchoring
KW  - Bridges
KW  - Columns
KW  - Earthquake resistant design
KW  - Fiber reinforced polymers
KW  - Jacketing (Strengthening)
KW  - Retrofitting
KW  - Seismicity
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/753.1.pdf
UR  - http://ntl.bts.gov/lib/35000/35400/35481/753.1.pdf
UR  - https://trid.trb.org/view/1096601
ER  - 

TY  - RPRT
AN  - 01332481
AU  - Nabors, Dan
AU  - Moriarty, Kevin
AU  - Gross, Frank
AU  - Vanasse Hangen Brustlin, Incorporated
AU  - Federal Highway Administration
TI  - Road Safety Audit Toolkit for Federal Land Management Agencies and Tribal Governments
PY  - 2010/09//Final Report
SP  - 66p
AB  - Road Safety Audits/Assessments (RSAs) have proven to be an effective tool for improving safety on and along roadways.  As such, the use of RSAs continues to grow throughout the United States.  The success has led to the Federal Highway Administration (FHWA) including the RSA as one of its nine "proven safety countermeasures."  Federal Land Management Agencies (FLMAs) and Tribes are beginning to witness the benefits of conducting RSAs.  However, FLMAs and Tribes often face unique conditions, staffing, and funding constraints that do not allow resources to be devoted to improving roadway safety.  The "Road Safety Audit Toolkit for Federal Land Management Agencies and Tribal Governments" is intended to be used by FLMAs and Tribes to overcome these obstacles.  Information, ideas, and resources are provided in key topic areas including how to conduct an RSA, common safety issues and potential improvements, establishing an RSA program, and incorporating RSAs into the planning process.  The Toolkit serves as a starting point, providing information to FLMAs and Tribes about partnerships needed to build support, available funding sources for the program and improvements, tools to conduct RSAs, and resources to identify safety issues and select countermeasures.  Worksheets and other sample materials have been provided to aid in the RSA process including requesting assistance, scheduling, analyzing data, conducting field reviews, and documenting issues and suggestions.  Examples of programs and experiences of other agencies have also been included throughout to provide examples of successes and struggles in implementing RSAs and improving safety for all road users.
KW  - Countermeasures
KW  - Federal Land Management Agencies
KW  - Financial sources
KW  - Highway safety
KW  - Partnerships
KW  - Road Safety Audit Program (Federal Highway Administration)
KW  - Safety audits
KW  - Toolkits
KW  - Tribal government
UR  - http://safety.fhwa.dot.gov/rsa/resources/toolkitflh/
UR  - https://trid.trb.org/view/1096644
ER  - 

TY  - RPRT
AN  - 01329777
AU  - Shurbutt, Jim
AU  - Van Houten, Ron
AU  - Western Michigan University, Kalamazoo
AU  - Federal Highway Administration
TI  - Effects of Yellow Rectangular Rapid-Flashing Beacons on Yielding at Multilane Uncontrolled Crosswalks
PY  - 2010/09//Technical Report
SP  - 50p
AB  - The rectangular rapid-flashing beacon (RRFB) device is a pedestrian-activated beacon system located at the roadside below side-mounted pedestrian crosswalk signs. This study examined the effects of the RRFB at uncontrolled marked crosswalks. Several methods have been examined to increase driver yielding to pedestrians at multilane crosswalks at uncontrolled locations with relatively high average daily traffic (ADT). Previously, only treatments that employed a red phase have consistently produced sustained high levels of yielding at high-volume multilane crosswalks. A series of five experiments examined the efficacy of RRFBs. These studies found that RRFBs produced an increase in yielding behavior at all 22 sites located in 3 cities in the United States. Data collected over a 2-year follow-up period at 18 of these sites also documented the long-term maintenance of yielding produced by RRFBs. A comparison of RRFBs to a traditional overhead yellow flashing beacon and a side-mounted traditional yellow flashing beacon documented higher driver yielding associated with RRFBs that was not only statistically significant, but also practically important. Data from other experiments demonstrated that mounting additional beacons on pedestrian refuge islands, or medians, and aiming the beacons to maximize its salience at the dilemma zone increased the efficacy of the system, while two other variants were not found to influence the effectiveness of the system.
KW  - Crosswalks
KW  - Flashing beacons
KW  - Highway traffic control
KW  - Multilane traffic
KW  - Unsignalized intersections
KW  - Yellow
KW  - Yield (Traffic)
UR  - http://www.fhwa.dot.gov/publications/research/safety/pedbike/10043/10043.pdf
UR  - https://trid.trb.org/view/1090356
ER  - 

TY  - RPRT
AN  - 01328470
AU  - Federal Highway Administration
TI  - Best Practices in Traffic Incident Management Executive Summary
PY  - 2010/09
SP  - 10p
AB  - Traffic incident management (TIM) is a planned and coordinated program to detect and remove incidents and restore traffic capacity as safely and as quickly as possible. Over time, various tools and strategies have been developed and implemented in an effort to improve overall TIM efforts. The nature and extent of tools and strategies in use are highly variable across the Nation, reflecting different priorities, congestion effects, levels of program maturity, and investment. As a direct result, the reported effectiveness of individual or combined strategies is inconsistent. To achieve a higher level of effectiveness in U.S. TIM efforts and to accelerate the implementation process, the objectives of this investigation were to review and assess various TIM policies, procedures, and technologies to identify current “best practices” in the United States, and seek a synergistic partnership with the National Traffic Incident Management Coalition (NTIMC) to support both the identification of best practices in the United States and the implementation of these practices by State, regional, and local TIM partners. Information to support this investigation was obtained through a review of published and electronic information sources and input from TIM practitioners representing law enforcement, fire and rescue, emergency medical services, transportation, and towing and recovery agencies in Arizona, California, Florida, Maryland, Michigan, Nevada, New Jersey, New York, Ohio, Pennsylvania, Tennessee, Texas, Utah, and Washington. Task-specific and cross-cutting challenges commonly encountered by TIM responders in the performance of their duties, and novel or effective strategies for overcoming these challenges (i.e., best practices), were considered. Task-specific challenges may include obtaining accurate information from motorists, accessing the scene, and condemning a spilled load. Crosscutting challenges may include interagency coordination and communication, technology procurement and deployment, and performance measurement. The reported tools and strategies for improving TIM range from sophisticated, high-technology strategies to simple, procedural strategies.
KW  - Best practices
KW  - Communication
KW  - Coordination
KW  - Incident management
KW  - Policy
KW  - Procedures
KW  - Strategic planning
KW  - Technology
KW  - United States
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop10050x/fhwahop10050x.pdf
UR  - https://trid.trb.org/view/1089511
ER  - 

TY  - RPRT
AN  - 01328461
AU  - ETC Institute
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - A Report Card From Missourians - 2010
PY  - 2010/09//Final Report
SP  - 145p
AB  - This survey populates data for five customer satisfaction measures for the MoDOT Tracker; 5a, 12j, 13c, 17d and 18b. The survey also asks other evaluative and priority questions that measure the public’s support for various ways of raising and appropriating revenue for transportation. Using previous annual surveys as a baseline, the investigators collaborated with MoDOT to finalize the survey questions to be asked. A professional calling center was contracted to obtain a representative sample of each of the 10 MoDOT Districts, with a minimum of 350 respondents per District. Potential respondents were contacted through random digit dialing (RDD) from May 11 through May 22. A total of 3,526 interviews were completed for the study.
KW  - Customer satisfaction
KW  - Fund raising
KW  - Interviewing
KW  - Missouri
KW  - Missouri Department of Transportation
KW  - Public opinion
KW  - Revenue generation
KW  - Surveys
UR  - http://library.modot.mo.gov/RDT/reports/Rd08018/or11001.pdf
UR  - https://trid.trb.org/view/1089632
ER  - 

TY  - JOUR
AN  - 01328256
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Yen, Wen-Huei Phillip
TI  - Earthquake!
PY  - 2010/09
VL  - 74
IS  - 2
SP  - pp 26-33
AB  - Earthquakes can quickly and without warning damage bridges, tunnels, pavements, and other components of highway infrastructure. Seismic research projects conducted by the Federal Highway Administration (FHWA) are developing mitigation approaches to reduce those risks, including a method for assessing seismic risks and various structural designs and retrofitting measures.  This paper describes the FHWA’s earthquake research efforts, which were initiated following a 1964 earthquake in Alaska and continues today with two major initiatives focusing on innovative protection technologies and seismic resilience for larger earthquakes.   The FHWA research, much of it conducted in cooperation with the Multidisciplinary Center for Earthquake Engineering Research, has been invaluable in mitigating earthquake hazards and reducing losses to the Nation's highway infrastructure.
KW  - Design standards
KW  - Earthquake resistant design
KW  - Earthquake resistant structures
KW  - Earthquakes
KW  - Multidisciplinary Center for Earthquake Engineering Research
KW  - Research
KW  - Retrofitting
KW  - Seismicity
KW  - Structural design
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/10septoct/04.cfm
UR  - https://trid.trb.org/view/1082786
ER  - 

TY  - JOUR
AN  - 01328255
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Elkins, Gary
AU  - Walker, Deborah
AU  - Senn, Kevin
TI  - LTPP Keeps Rolling
PY  - 2010/09
VL  - 74
IS  - 2
SP  - pp 18-25
AB  - Accurately predicting performance and durability is critical to improving pavement design. Since 1987, the Federal Highway Administration's (FHWA) Long-Term Pavement Performance (LTPP) program, the most comprehensive pavement research program ever undertaken, has addressed the issues of improving pavement performance and optimizing the Nation's investment in the surface transportation system. This article describes the LTPP program, including its history, goals, successes and future plans. FHWA researchers work in partnership with state and provincial departments of transportation (DOTs) to gather and analyze data from 2,500-plus test sections across the United States and southern Canada. The LTPP program relies on pavement test sections constructed on public roads in all major climate zones and soil types. The main task of the LTPP program is to understand the effects of variations in loading, environment, material properties, construction variability, maintenance, and rehabilitation on pavement performance. A plan has been developed for data collection that links user needs to data requirements and provides guidelines to help transportation agencies and researchers measure data accurately and on a regular basis. The end goal is to develop a knowledge base to help advance management and engineering tools to extend pavement life on the interstates and other roadways. The LTPP program collates and releases an updated database annually and distributes analysis findings via publications and reports throughout the year to help manage existing pavements and inspire research into the pavements of tomorrow. FHWA management has announced publicly its commitment to continue monitoring existing test sections and to be custodian of all LTPP data and information until at least 2015.
KW  - Data collection
KW  - Field tests
KW  - Highways
KW  - Long-Term Pavement Performance Program
KW  - Pavement design
KW  - Pavement performance
KW  - Pavements
KW  - Research projects
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/10septoct/03.cfm
UR  - https://trid.trb.org/view/1082785
ER  - 

TY  - RPRT
AN  - 01328134
AU  - Stanley, Laura M
AU  - Mueller, Jessica
AU  - Western Transportation Institute
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - Effects of Defensive Vehicle Handling Training on Novice Driver Safety: Phase 3. Data Analysis and Results
PY  - 2010/09//Final Report
SP  - 49p
AB  - This project evaluates the effectiveness of a multistage driver education program for Montana’s young drivers. A total of 347 teenaged drivers who had completed high school driver education agreed to participate. These drivers were randomly split into two groups of approximately equal size, one of which received additional instruction in a defensive driving workshop (case group) and another that did not (control group). Self-reported and DMV data were collected over a four-year period (from 2006 to 2009) to determine the drivers’ involvement in near-misses, single- and multiple-vehicle collisions and any citations received. In 2006 and 2007, there was a significantly lower number of self-reported citations in the case group compared to the control group. However, when adjusted for driving exposure the differences were found to be insignificant. When adjusting for driving exposure, near-miss and collision experience between the two groups was not significantly different during any of the survey years. It should be noted that other possible positive outcomes of the training, such as increased knowledge, increased skills, and increased driving adaptability, cannot be measured by analyzing the dependent variables collected in this study.
KW  - Defensive drivers
KW  - Driver experience
KW  - Driver training
KW  - Driving
KW  - Highway safety
KW  - Teenage drivers
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/defensive/final_report.pdf
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/defensive/phaseii/final_report.pdf
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/defensive/phaseiii/final_report.pdf
UR  - http://www.mdt.mt.gov/research/projects/safety/defensive.shtml
UR  - http://ntl.bts.gov/lib/45000/45800/45863/final_report85.pdf
UR  - https://trid.trb.org/view/1086344
ER  - 

TY  - RPRT
AN  - 01328116
AU  - Gallagher, Susan
AU  - Western Transportation Institute
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - 2010 Summer Transportation Institute
PY  - 2010/09//Final Report
SP  - 30p
AB  - The Summer Transportation Institute (STI) hosted by the Western Transportation Institute at Montana State University serves to attract high school students to participate in an innovative summer educational program in transportation. The STI aims to address the nation’s need for a diverse pool of transportation professionals. In order to meet this goal, the STI serves to heighten pre-college student interest in transportation careers and to enhance the necessary skills of students from diverse backgrounds to achieve careers in the transportation field. Fifteen secondary school students participated in the residential program at MSU from June 13 to June 25, 2010. The STI recruited rising tenth, eleventh, and twelfth grade students from a mix of backgrounds and hometowns. Students lived on MSU campus while learning about career opportunities in transportation. The two-week program provided a multidisciplinary academic curriculum, which included guest speaker presentations, hands-on laboratories, and field trips. Students learned about all modes of transportation and gained leadership skills while working on team design-build projects. Highlights included field trips to the Montana Department of Transportation headquarters in Helena, Gallatin Field airport, and two major road redesign projects in Billings, Montana. In addition, the participants learned about college preparation and career planning. During the evenings and weekend, STI students participated in educational, sports, and team-building activities.
KW  - Education and training
KW  - High school students
KW  - Montana
KW  - Summer Transportation Institute
KW  - Transportation careers
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/summer/final_report10.pdf
UR  - http://www.mdt.mt.gov/research/projects/admin/summer.shtml
UR  - http://ntl.bts.gov/lib/45000/45800/45825/final_report10_46.pdf
UR  - https://trid.trb.org/view/1086345
ER  - 

TY  - JOUR
AN  - 01327983
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Scriba, Tracy
AU  - Symoun, Jennifer
AU  - Beasley, Kari Adkins
TI  - To Lessen Work Zone Impacts: Try TMPs
PY  - 2010/09
VL  - 74
IS  - 2
SP  - pp 10-17
AB  - Transportation engineers must manage the mobility and safety impacts of roadway projects. Fortunately, states are addressing this challenge through the development of transportation management plans (TMPs).  This paper describes what a TMP is, highlights the benefits of using TMPs and provides tips on developing effective TMPs. To address safety issues and congestion related to road construction, the Federal Highway Administration (FHWA) updated the Work Zone Safety and Mobility Rule in 2004 (with a compliance date of October 12, 2007).  The rule requires states to develop TMPs for all Federal-aid highway projects. A TMP contains a set of coordinated strategies to help minimize the work zone impacts of a project. All TMPs must include a temporary traffic control plan, while TMPs for projects with greater impacts to safety and mobility also must include transportation operations and public information and outreach components.  Having a formal process enables a department of transportation (DOT) to streamline TMP development across its agency, ensure the appropriate stakeholders are included in the process, develop more comprehensive TMPs, and better plan future projects by documenting successful strategies. Based on the experiences of several state DOTs, the FHWA has these suggestions for developing TMPs:  start early; coordinate early and include input from all key stakeholders; use templates, guidance, and other standardized agency tools to help ensure that TMPs are consistent; provide training for all personnel involved in development and implementation; monitor, assess, and update the TMP as needed; document everything; facilitate use of alternate routes by looking into their feasibility early in the process; understand diversion rates; employ strategies that keep lanes open, especially during peak traffic times; consider using extended closures or full closures, versus numerous night closures, to reduce overall construction time and cost, and to improve safety; keep the public informed about the project and progress; and keep your eyes on the bigger picture when developing the TMP.
KW  - Construction projects
KW  - Guidelines
KW  - Highway operations
KW  - Mobility
KW  - Public information programs
KW  - Road construction
KW  - State departments of transportation
KW  - Strategic planning
KW  - Transportation management plans
KW  - U.S. Federal Highway Administration
KW  - Work zone safety
KW  - Work zone traffic control
KW  - Work zones
UR  - http://www.fhwa.dot.gov/publications/publicroads/10septoct/02.cfm
UR  - https://trid.trb.org/view/1082784
ER  - 

TY  - RPRT
AN  - 01325113
AU  - Christopher Poe
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Guide for Geometric Design and Operational Factors That Impact Truck Use of Toll Roads
PY  - 2010/09
SP  - 38p
AB  - Texas has approximately 300 miles of toll roads, predominantly in the three largest and most congested urban areas of Austin, Dallas, and Houston. The Texas Turnpike Authority (TTA) Division of the Texas Department of Transportation (TxDOT) and the Central Texas Regional Mobility Authority are developing a substantial toll road network in the Austin area. The North Texas Tollway Authority and the Harris County Toll Road Authority are responsible for the toll road systems in the Dallas/Fort Worth and Houston areas. Both of these agencies have new expansion projects under development in their areas. TTA also operates a toll road on SH 49 in Tyler, Texas, in a more rural environment of east Texas. Additional toll road and managed lane projects are in development by TxDOT through comprehensive development agreements in the Dallas/Fort Worth and Austin/San Antonio areas. At the same time, the freight and trucking industry are growing at an increasing rate. The vehicle miles of truck travel have increased 216 percent since 1970, whereas overall vehicle miles of travel have only increased 137 percent in the same time (1). Ninety percent of all goods moving, measured by value, are moved by truck (2). Truck safety is also a concern. According to 2007 data from the Federal Motor Carrier Safety Administration, Texas leads the nation in the number of fatal crashes involving large trucks with 421 crashes (large trucks defined as gross vehicle weight exceeding 10,000 lb) (3). Because of Texas’ size and significant trucking industry, higher crashes would be expected. However, Texas exceeds the next two highest states, California by 30 percent and Florida by 60 percent, The purpose of this guide is to identify the potential factors that could impact truck use of toll roads and managed lanes. The guide summarizes the trucking and freight industry needs through synthesis of existing literature. Geometric design and roadway operational factors that are important to truck drivers and freight operators were identified for inclusion in new toll road design in hopes of building facilities that are more attractive to those users in terms of safety and efficiency. The factors are organized around facility geometric design characteristics (e.g., horizontal alignment, vertical alignment, cross section, ramp design), operating characteristics (e.g., signing and pavement markings), industry needs (e.g., safety, travel reliability), and corridor operational strategies (e.g., transportation management, intelligent transportation systems).
KW  - Austin (Texas)
KW  - Dallas (Texas)
KW  - Fatalities
KW  - Fort Worth (Texas)
KW  - Freight traffic
KW  - Geometric design
KW  - Highway design
KW  - Houston (Texas)
KW  - Managed lanes
KW  - Mobility
KW  - Motor carriers
KW  - Toll roads
KW  - Traffic crashes
KW  - Truck crashes
KW  - Truck traffic
KW  - Trucking
KW  - Urban goods movement
UR  - http://tti.tamu.edu/documents/0-5377-P2.pdf
UR  - http://ntl.bts.gov/lib/35000/35000/35076/0-5377-P2.pdf
UR  - https://trid.trb.org/view/1085933
ER  - 

TY  - RPRT
AN  - 01324982
AU  - Bushey, Joseph
AU  - Jackson, Eric
AU  - Correa, Juan Pablo
AU  - Connecticut Academy of Science and Engineering
AU  - Connecticut Department of Transportation
AU  - Federal Highway Administration
TI  - Environmental Mitigation Alternatives for Transportation Projects in Connecticut
PY  - 2010/09//Final Report
SP  - 94p
AB  - The objective of this study is to determine whether consolidated mitigation alternatives such as In-lieu Fee (ILF) and Wetland Banking (WB) programs are viable options to be implemented in Connecticut. Specifically, the study focuses on whether the Connecticut Department of Transportation (ConnDOT) may be able to develop such programs for their own use. ConnDOT is interested in the potential for alternative mitigation strategies to decrease costs and improve construction timing while potentially increasing wetland environmental benefits. To address this objective, published literature was reviewed concerning mitigation practices and surveys of other states and potential third parties were conducted to identify possible solutions. The primary study recommendation is for ConnDOT to more thoroughly evaluate the cost-benefits of implementing an ILF EMA program. As significantly less money is required up-front for an ILF program than that required for a WB program, it is recommended that an ILF program is the most appropriate mechanism to provide EMAs in Connecticut, and that ConnDOT consider developing an ILF program for its transportation projects. ConnDOT’s decision to develop an ILF program should take into consideration potential cost savings and user and public relations benefits for eliminating construction delays associated with more timely mitigation approval, as well as the increased environmental benefits of larger, more contiguous mitigation projects. Furthermore, in Connecticut the regulation of private impacts by municipalities prevents the private sector from buying into an EMA program. Until state law is amended to allow for private participation in an EMA program, ConnDOT would need to establish an EMA program accounting for only state impacts, hoping that a successful program will serve to prompt the General Assembly to update the state’s legal structure regarding wetland mitigation.
KW  - Alternatives analysis
KW  - Connecticut
KW  - Environmental mitigation
KW  - Environmental monitoring
KW  - Environmental protection
KW  - Water quality management
KW  - Wetlands
UR  - http://www.ctcase.org/reports/EMA.pdf
UR  - https://trid.trb.org/view/1086102
ER  - 

TY  - RPRT
AN  - 01324977
AU  - Solaimanian, Mansour
AU  - Pennsylvania State University, University Park
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Correlation of Laboratory-Compacted and Field-Compacted Hot-Mix Asphalt Permeability
PY  - 2010/09//Final Report
SP  - 39p
AB  - This report presents a summary of results, analysis, and development of a protocol for testing permeability of asphalt specimens prepared in the laboratory or produced from field cores.  The objective of the research project was to evaluate the correlation between the laboratory-measured permeability of laboratory prepared specimens and the laboratory-measure permeability of corresponding field cores.  Field cores and loose, hot-mix asphalt samples were obtained from six constructed pavements.  Four were 9.5-mm Superpave mixes and two were 12.5-mm mixes.  Falling head permeability tests were conduced on both field cores and Superpave gyratory compacted (SGC) specimens covering a range of air voids and porosities.  These tests indicated that in general permeability increases as the air void or porosity increases.  For the 12.5-mm mixes, a porosity level of approximately 7 to 8 percent for both field cores and lab-compacted specimens seems to be a threshold value beyond which permeability begins to increase drastically.  For the 9.5-mm mixes, the cores and lab-compacted specimens could be considered practically impervious for porosities lower than 8 percent.  In general, laboratory-prepared specimens demonstrated lower permeability compared with field cores at comparable levels of porosity and thickness, even though no unique correlation could be developed based on the results of this investigation.  The upper limits of 1.25x10(-3) cm/sec and 1.5x10(-3) cm/sec are recommended for SGC specimens and field cores, respectively, assuming specimens have air void and thickness levels established in the test protocol proposed under this research.
KW  - Asphalt
KW  - Compactors
KW  - Gyratory compactors
KW  - Hot mix asphalt
KW  - Permeability
KW  - Superpave
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/Correlation%20of%20Laboratory%20Compacted%20and%20Field%20Compacted%20Hot%20Mix%20Asphalt%20Permeability.pdf
UR  - https://trid.trb.org/view/1086280
ER  - 

TY  - RPRT
AN  - 01322751
AU  - Carlson, Paul J
AU  - Park, Eun Sug
AU  - Miles, Jeff
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Development of a Model Performance-Based Sign Sheeting Specification Based on the Evaluation of Nighttime Traffic Signs Using Legibility and Eye-Tracker Data: Data and Analyses. Volume 2
PY  - 2010/09//Technical Report
SP  - 144p
AB  - This report presents data and technical analyses for Texas Department of Transportation Project 0-5235. This project focused on the evaluation of traffic sign sheeting performance in terms of meeting the nighttime driver needs. The goal was to develop a nighttime driver needs specification for traffic signs. Full information on the project is presented in Report 0-5235-1 Volume 1.
KW  - Eye movements
KW  - Legibility
KW  - Luminance
KW  - Materials
KW  - Night visibility
KW  - Performance based specifications
KW  - Retroreflectivity
KW  - Sign sheeting
KW  - Tracking systems
KW  - Traffic signs
UR  - http://tti.tamu.edu/documents/0-5235-1-VOL2.pdf
UR  - http://ntl.bts.gov/lib/34000/34600/34609/0-5235-1-VOL2.pdf
UR  - https://trid.trb.org/view/1084078
ER  - 

TY  - RPRT
AN  - 01322741
AU  - Carlson, Paul J
AU  - Miles, Jeff
AU  - Park, Eun Sug
AU  - Young, Sarah
AU  - Chrysler, Susan
AU  - Clark, Jeremy E
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Development of a Model Performance-Based Sign Sheeting Specification Based on the Evaluation of Nighttime Traffic Signs Using Legibility and Eye-Tracker Data: Data and Analyses. Volume 1
PY  - 2010/09//Technical Report
SP  - 190p
AB  - This project focused on the evaluation of traffic sign sheeting performance in terms of meeting the nighttime driver needs. The goal was to develop a nighttime driver needs specification for traffic signs. The researchers used nighttime sign legibility and eye-tracker data to assess the performance needs of nighttime drivers on a closed-course facility as well as on the open road. The researchers also used internally illuminated signs during the research to control the sign luminance (rather than being constrained to the luminance curves provided by the retroreflective sheeting materials on the market). Using the results of the nighttime legibility and eye-tracker studies, the researchers developed a classification scheme for retroreflective sheeting materials based on luminance requirements derived from the study. Then the researchers modeled the retroreflective geometries resulting from common roadway scenarios (sign position, roadway type and cross-section, vehicle size, etc). Using the luminance requirements derived from the study and market-weighted headlamp flux matrices, the researchers developed an approach to sign sheeting specification that is based on nighttime driver needs.
KW  - Eye movements
KW  - Legibility
KW  - Luminance
KW  - Materials
KW  - Night visibility
KW  - Performance based specifications
KW  - Retroreflectivity
KW  - Sign sheeting
KW  - Tracking systems
KW  - Traffic signs
UR  - http://tti.tamu.edu/documents/0-5235-1-VOL1.pdf
UR  - http://ntl.bts.gov/lib/34000/34600/34608/0-5235-1-VOL1.pdf
UR  - https://trid.trb.org/view/1084080
ER  - 

TY  - RPRT
AN  - 01322469
AU  - Texas Transportation Institute
AU  - Federal Highway Administration
TI  - Best Practices in Traffic Incident Management
PY  - 2010/09//Technical Report
SP  - 123p
AB  - Traffic incident management (TIM) is a planned and coordinated program to detect and remove incidents and restore traffic capacity as safely and quickly as possible. Over time, various tools and strategies have been developed and implemented in an effort to improve overall TIM efforts. This report describes task-specific and cross-cutting issues or challenges commonly encountered by TIM responders in the performance of their duties, and novel and/or effective strategies for overcoming these issues and challenges (i.e., best practices). Task-specific challenges may include obtaining accurate information from motorists, accessing the scene, and condemning a spilled load. Cross-cutting challenges may include interagency coordination and communication, technology procurement and deployment, and performance measurement. The reported tools and strategies for improving TIM range from sophisticated, high-technology strategies to simple, procedural strategies. Information to support this investigation was obtained through (1) a review of published and electronic information sources and (2) input from TIM personnel in Arizona, California, Florida, Maryland, Michigan, Nevada, New Jersey, New York, Ohio, Pennsylvania, Tennessee, Texas, Utah, and Washington representing law enforcement, fire and rescue, emergency medical services, transportation, and towing and recovery agencies. For many of the individual tools and strategies, a wide range of effectiveness was reported by locale, challenging the explicit identification of best practices and suggesting that local conditions related to the nature and extent of operation, maintenance, marketing, etc. have a significant impact on the perceived or measured success of specific TIM efforts. The National Traffic Incident Management Coalition (NTIMC), in cooperation with FHWA, provides a unique forum for not only disseminating the information presented here but also for standardizing practices to consistently maximize the effectiveness of TIM efforts.
KW  - Best practices
KW  - Clearance time (Traffic incidents)
KW  - Communication
KW  - Coordination
KW  - Highway traffic control
KW  - Incident management
KW  - Performance measurement
KW  - Traffic incidents
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop10050/fhwahop10050.pdf
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop10050/index.htm
UR  - https://trid.trb.org/view/1082836
ER  - 

TY  - JOUR
AN  - 01321650
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Leone, Kelly
TI  - Taking on Distracted Driving
PY  - 2010/09
VL  - 74
IS  - 2
SP  - pp 2-9
AB  - "Distracted driving" refers to any nondriving activity that takes drivers' attention away from the safe operation of their vehicles.  Talking and texting on a cell phone while driving have emerged as two of the most dangerous forms of distracted driving. This article describes what the U.S. Department of Transportation is doing to combat this widespread epidemic of dangerous behavior.  U.S. Transportation Secretary Ray LaHood has launched a nationwide effort to end distracted driving. Efforts to date include a 2009 Distracted Driving Summit that brought together transportation officials, safety advocates, law enforcement representatives, members of Congress, industry representatives, academics, and young adults in an effort to start solving the problem. The USDOT has also launched or cooperated with efforts that focus on law enforcement, public awareness campaigns, legislation, technology, and research surveys. Although nothing can completely eliminate the dangerous choices drivers make on the road, the USDOT hopes that  a consistent combination of education, effective enforcement, a committed judiciary, and collective efforts by local, State, and national advocates will help mitigate the problem of distracted driving.
KW  - Distraction
KW  - Drivers
KW  - Highway safety
KW  - Legislation
KW  - Research projects
KW  - Safety campaigns
KW  - Technological innovations
KW  - Traffic law enforcement
KW  - Traffic safety
KW  - U.S. Department of Transportation
UR  - http://www.fhwa.dot.gov/publications/publicroads/10septoct/01.cfm
UR  - https://trid.trb.org/view/1082783
ER  - 

TY  - JOUR
AN  - 01321649
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Hasson, Patrick
AU  - Moler, Steve
TI  - Doing More with Less
PY  - 2010/09
VL  - 74
IS  - 2
SP  - pp 34-42
AB  - Scarce financial resources, limited rights-of-way, and continuing concerns about the environmental footprint of highway projects are compelling transportation officials to do more with less when building and maintaining the Nation's roadways. Despite these constraints, the Federal Highway Administration and its State and local partners are facing mounting demand for greater capacity, safety, and efficiency.  Experts predict the situation will become even more challenging in the years ahead. The existing system must accommodate an overall increase in vehicle miles of travel, but with little added capacity. However, recent innovations and improved guidance on geometric design are helping address this urgent transportation challenge.  Geometric design refers to the dimensions and arrangements of the visible features of a street, including pavement width, horizontal and vertical alignment, slope, and channelization, that affect the roadway's operations, safety, and capacity. This paper highlights how new tools, technologies, and practices in geometric design can be used to improve the quality and efficiency of the transportation system. Among them are design flexibility, performance- and risk-based design approaches, human factors research, road safety audits, improved work zones, managed lanes, and design visualization. Together, these innovations are helping State departments of transportation make a difference in safety and mobility while making the best use of limited funds.
KW  - Geometric design
KW  - Highway operations
KW  - Highway safety
KW  - Human factors
KW  - Innovation
KW  - Managed lanes
KW  - Safety audits
KW  - Visualization
KW  - Work zones
UR  - http://www.fhwa.dot.gov/publications/publicroads/10septoct/05.cfm
UR  - https://trid.trb.org/view/1082787
ER  - 

TY  - RPRT
AN  - 01226648
AU  - Eschbach, Karl
AU  - Cline, Michael
AU  - Cherrington, Linda
AU  - Edrington, Suzie
AU  - Ellis, Patricia
AU  - Kraus, Edgar
AU  - Texas Transportation Institute
AU  - University of Texas, San Antonio
AU  - Texas Department of Transportation
AU  - Federal Transit Administration
AU  - Federal Highway Administration
TI  - Estimated Impacts of the 2010 Census on the Texas Transit Funding Formula
PY  - 2010/09//Technical Report
SP  - 322p
AB  - Changes in the population and land area of urbanized areas in Texas will play a significant role in determining the allocation of public transportation funds to service providers in Texas after Census 2010. The purpose of this research report is to review the impacts of the changes in urbanized area population and non-urbanized (rural) population and land area for 2010 on the current Texas Transit Funding Formula for allocation of Federal Section 5311 and state rural and urban funds. This collaborative effort between the Texas Transportation Institute and the Institute for Demographic and Socioeconomic Research at the University of Texas at San Antonio draws upon the complementary expertise of public transportation planners, demographers, and geographic information systems professionals of the two research organizations. The research project identifies areas with the potential to exceed 200,000 in population and those non-urbanized areas that have potential to become urbanized (over 50,000 people) in 2010. The implications of these changes will be examined relative to the current public transportation funding allocations. The research staff provides a comprehensive assessment of these changes for the state as a whole and for individual transit service providers.
KW  - 2010 Census
KW  - Financing
KW  - Impacts
KW  - Population
KW  - Public transit
KW  - Rural transit
KW  - Texas
KW  - Urban transit
UR  - http://tti.tamu.edu/documents/0-6199-1.pdf
UR  - https://trid.trb.org/view/987401
ER  - 

TY  - RPRT
AN  - 01226634
AU  - Poe, Christopher
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Geometric Design and Operational Factors that Impact Truck Use of Toll Roads
PY  - 2010/09//Technical Report
SP  - 78p
AB  - This purpose of this project was to identify the potential factors that could impact truck use of toll roads or managed lanes. The researchers outlined the trucking and freight industry needs through synthesis of existing literature. Identification of geometric and operating factors that are important to truck drivers and operators in terms of safety and efficiency will better characterize what makes toll roads attractive to those users. The factors are organized around industry needs (e.g., safety, travel reliability), facility design characteristics (e.g., access, ramp design, system connectivity), operating characteristics (e.g., signing and pavement markings), and corridor operating characteristics (e.g., traffic, congestion). The research resulted in published guidelines to help transportation planners, highway designers, and transportation operations professionals determine the geometric design and operational factors important to attract the trucking and freight industry to toll roads. The research was done through known relationships of design, safety, and operations.
KW  - Geometric design
KW  - Highway operations
KW  - Managed lanes
KW  - Toll roads
KW  - Truck traffic
UR  - http://tti.tamu.edu/documents/0-5377-1.pdf
UR  - https://trid.trb.org/view/982099
ER  - 

TY  - RPRT
AN  - 01226631
AU  - Federal Highway Administration
TI  - Measuring Cross-Border Travel Times for Freight: Otay Mesa International Border Crossing Final Report
PY  - 2010/09//Final Report
SP  - 90p
AB  - In October 2008 The Federal Highway Administration contracted a study team to conduct a two-part study to assess technology for the measurement of travel times for trucks through the Otay Mesa international border crossing into the US. The primary goal was to evaluate the ability of one of two technologies to accurately record travel times through the border zone. The specific objectives of the project were to: (1) Assess the effectiveness of a technology for automated capture of travel time for vehicles crossing the border. (2) Gather historical travel time data over the period of one year. The results of the work are summarized in this Final Report.
KW  - Data collection
KW  - Freight transportation
KW  - International borders
KW  - Otay Mesa-Tijuana border crossing
KW  - Technology assessment
KW  - Travel time
KW  - Truck traffic
UR  - http://ops.fhwa.dot.gov/resources/news/news_detail.asp?ID=681
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop10051/fhwahop10051.pdf
UR  - https://trid.trb.org/view/987430
ER  - 

TY  - RPRT
AN  - 01226605
AU  - Carlson, Paul J
AU  - Bligh, Roger
AU  - Pike, Adam
AU  - Miles, Jeff
AU  - Menges, Wanda
AU  - Paulus, Susan
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - On-Going Evaluation of Traffic Control Devices
PY  - 2010/09//Technical Report
SP  - 134p
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 small-scale research activities that were conducted between September 2008 and August 2009. There were four primary activities and two secondary activities. The four primary activities were: developing a temporary sign support with cross bracing, providing technical support on an AASHTO retroreflective sign sheeting material specification, conducting human factors research on sign sheeting materials, and monitoring lead-free pavement marking test deck performance. In addition, the researchers also provided support for hurricane evacuation routing and started a research activity focused on identifying traffic signs with supplemental light emitting diodes (LEDs).
KW  - Evacuation
KW  - Human factors
KW  - Impact tests
KW  - Retroreflectivity
KW  - Road markings
KW  - Routes
KW  - Sign sheeting
KW  - Sign supports
KW  - Traffic control devices
UR  - http://tti.tamu.edu/documents/0-6384-1.pdf
UR  - https://trid.trb.org/view/982049
ER  - 

TY  - RPRT
AN  - 01454080
AU  - Chowdhury, Mashrur
AU  - Wang, K C
AU  - Fries, Ryan
AU  - Zhou, Yan
AU  - Tupper, Lee
AU  - Ogle, Jennifer
AU  - Anjuman, Tahera
AU  - Bhide, Vikram
AU  - Bhavsar, Parth
AU  - South Carolina Department of Transportation
AU  - Clemson University
AU  - Federal Highway Administration
TI  - Evaluation of Communication Alternatives for Intelligent 
Transportation Systems
PY  - 2010/08/31/Final Report
SP  - 244p
AB  - The primary focus of this study involved developing a process for the evaluation of wireless technologies for intelligent transportation systems, and for conducting experiments of potential wireless technologies and topologies. Two wireless technologies: Wireless Fidelity (Wi-Fi) and Worldwide Interoperability for Microwave Access (WiMAX) were chosen to demonstrate the proposed evaluation process. The authors performed numerous field tests on these technologies to evaluate various critical parameters of wireless communication. The authors also implemented a network design process using Wi-Fi and WiMAX technologies to support a traffic surveillance system in seven metropolitan areas of South Carolina. Additionally, a video surveillance test was conducted to study the transmission of real-time traffic video over a wireless network. Making use of the results from the field study, the authors applied a communication simulator, ns-2, to compare the communication performance of a traffic sensor network under simulated environmental conditions. They also built an integrated simulator using ns-2 and a vehicular traffic simulator, PARAMICS.  This integrated simulator was then used to study the communication behavior of the system during traffic incidents. Additionally, the authors conducted a performance-cost analysis for selected wireless technologies. This study provided an important foundation for evaluating the performance and reliability of different wireless technologies. The research results presented in this study will benefit the South Carolina Department of Transportation, other transportation agencies, and stakeholders in evaluating and selecting cost-effective wireless communication options for different traffic control and management applications.
KW  - Benefit cost analysis
KW  - Communication systems
KW  - Evaluation and assessment
KW  - Field tests
KW  - IEEE 802.11 (Standard)
KW  - Intelligent transportation systems
KW  - South Carolina
KW  - Traffic surveillance
KW  - Wireless communication systems
KW  - Worldwide Interoperability for Microwave Access (WiMAX)
UR  - http://www.clemson.edu/t3s/scdot/pdf/projects/Final%20Report%20676.pdf
UR  - http://ntl.bts.gov/lib/46000/46200/46244/SPR_676.pdf
UR  - https://trid.trb.org/view/1220801
ER  - 

TY  - RPRT
AN  - 01344986
AU  - Burger, Charlotte
AU  - Mejias, Luis
AU  - Plosky, Eric
AU  - Volpe National Transportation Systems Center
AU  - Federal Highway Administration
TI  - Alternative Transportation Study: Wichita Mountains Wildlife Refuge
PY  - 2010/08/31
SP  - 107p
AB  - This report provides an assessment of historic and current visitation, infrastructure, and transportation conditions at the Wichita Mountains Wildlife Refuge and surrounding areas in southwest Oklahoma. The study defines transportation-related goals for the refuge, current issues, and identifies ten potential solutions that focus on alternative transportation, including pedestrian, bicycle, wayfinding and information, and transit. The analysis supports the development of the Wichita Mountains Comprehensive Conservation Plan.
KW  - Alternatives analysis
KW  - Cyclists
KW  - Pedestrians
KW  - Public transit
KW  - Transportation planning
KW  - Wayfinding
KW  - Wichita Mountains Wildlife Refuge
UR  - http://ntl.bts.gov/lib/36000/36100/36141/DOT-VNTSC-FWS-10-03.pdf
UR  - https://trid.trb.org/view/1105441
ER  - 

TY  - RPRT
AN  - 01207439
AU  - Rizzo, Piervincenzo
AU  - Zhu, Xuan
AU  - University of Pittsburgh
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Sensing Technology for Damage Assessment of Sign Supports and Cantilever Poles
PY  - 2010/08/31/Final Report
SP  - 224p
AB  - This report presents the results of research activities conducted under Contract No. 519691-PIT 008 on “Sensing Technology for Damage Assessment of Sign Supports and Cantilever Poles” between the University of Pittsburgh and the Pennsylvania Department of Transportation. The two primary goals of the contract were the development of a finite element model for the prediction of fatigue life of sign supports, and the development of a low-cost sensing technology to monitor sign support structures for the detection of damage. The project has made use of test equipment and computer support at the University of Pittsburgh’s Laboratory for Nondestructive Evaluation and Structural Health Monitoring studies and the Watkins-Haggart Structural Engineering Laboratory.
KW  - Cantilevers
KW  - Damage detection
KW  - Failure
KW  - Finite element method
KW  - Inspection
KW  - Nondestructive tests
KW  - Poles (Supports)
KW  - Sensors
KW  - Service life
KW  - Sign supports
KW  - Structural health monitoring
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Smart%20Transportation%20Solutions/Sensing%20Technology%20for%20Damage%20Assessment%20of%20Sign%20Supports%20and%20Cantilever%20Poles.pdf
UR  - http://ntl.bts.gov/lib/34000/34200/34205/Sensing_Technology_for_Damage_Assessment_of_Sign_Supports_and_Cantilever_Poles.pdf
UR  - https://trid.trb.org/view/968180
ER  - 

TY  - ABST
AN  - 01548223
TI  - Integrating the National Database of Subgrade Soil-Water Characteristic Curves and Soil Index Properties With the MEPDG
AB  - The objective of this research was to integrate an enhanced version of the geographic information systems (GIS)-enabled national database of soil index properties and soil-water characteristic curves developed in Project 9-23A with the Mechanistic Empirical Pavement Design Guide (MEPDG) software.
KW  - Databases
KW  - Geographic information systems
KW  - Mechanistic-empirical pavement design
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Soil water
KW  - Subgrade materials
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2999
UR  - https://trid.trb.org/view/1335896
ER  - 

TY  - RPRT
AN  - 01567322
AU  - Cooley, L Allen
AU  - James, Robert S
AU  - Burns Cooley Dennis, Incorporated
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Characterization of Asphalt Drainage Course Layers
PY  - 2010/08/26/Final Report
SP  - 42p
AB  - Asphalt Drainage Courses (ADCs) have generally been required under all four-lane flexible pavements in Mississippi. Asphalt drainage courses are designed in Mississippi using No. 57 limestone, sandstone or granite combined with 2.5 percent asphalt binder. This research study had two primary objectives related to ADCs. First, the research was to characterize ADC layers for default input values into Mississippi’s mechanistic-empirical (M-E)  pavement design system. Secondly, the research was to characterize ADC layers in the field to provide inputs for ADC layers in ELMOD5. In order to investigate the first objective, six different aggregates were obtained and tested. The exact test method selected for testing these materials was based upon a literature review and discussions with industry experts on the testing of these materials. Based upon the testing of these materials, a default modulus value of 60,000 psi was recommended for use with the new M-E pavement design system. In order to investigate the second objective, falling weight deflectometer (FWD) testing was conducted on six in-place pavements in which an ADC layer was included. Data from these six pavements were analyzed and recommendations provided for inclusion into ELMOD5. These recommendations were based upon the conditions of the edge drains for the pavements and had input modulus values ranging from 60 ksi to 200 ksi.
KW  - Aggregates
KW  - Asphalt pavements
KW  - Drainage
KW  - Edge drains
KW  - ELMOD (Computer program)
KW  - Falling weight deflectometers
KW  - Flexible pavements
KW  - Mechanistic-empirical pavement design
KW  - Mississippi
KW  - Modulus of resilience
UR  - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20181%20-%20Characterization%20of%20Asphalt%20Drainage%20Course%20Layers.pdf
UR  - http://ntl.bts.gov/lib/55000/55100/55106/State_Study_181_-_Characterization_of_Asphalt_Drainage_Course_Layers.pdf
UR  - https://trid.trb.org/view/1356630
ER  - 

TY  - RPRT
AN  - 01329761
AU  - Borden, Roy H
AU  - Cote, Ben M
AU  - Gabr, M A
AU  - Park, Young Jin
AU  - Pyo, Sang Chul
AU  - Robinson, Brent R
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Establishment of Subgrade Undercut Criteria and Performance of Alternative Stabilization Measures
PY  - 2010/08/25/Final Report
SP  - 304p
AB  - The main objectives of the research work were to develop a systematic approach for determining whether or not undercut is necessary, and to investigate the adequacy of stabilization measures as implemented in conjunction with the undercut approach. The research work encompassed small and large scale laboratory testing, limited field testing using DCP, and numerical analyses and modeling. The following milestones were achieved based on the work performed in this project: i. Establishment of undercut design criteria based on the magnitude of strength and modulus of the subgrade soils. The undercut criteria were based on meeting a deformation limit state of 1 inch for both pumping and rutting, but with the additional requirement that bearing resistance of subgrade is at least twice the applied tire pressure to minimize the potential for rutting. ii. Development of a procedure for the use of DCP to provide input data for undercut criteria on the basis of modulus and strength. The proposed procedures are based on the analysis of the DCP data using wave mechanics and offer the advantage of using the DCP data to discern the need for undercut with depth (by applying the proposed undercut criteria incrementally) at the various phases of design and construction. iii. Development of guidelines for specifying a stabilization measure to achieve adequate subgrade support. Five stabilization measures were investigated through the performance of 22 large scale laboratory tests. These included the use of select fill, aggregate base course (ABC), geogrids with ABC, geotextiles with ABC, and lime stabilization. The performance of each stabilization measure was investigated in the laboratory and through numerical analyses. iv. Demonstrating the applicability of the proposed measures in several field configurations. Four field cases were idealized from actual project sections. The field cases were numerically modeled with the stabilization measures, and observations were made regarding subgrade response under static, proof roll, and cyclic loading. v. Performance of a comparative cost analysis to illustrate the relative cost of each stabilization measure in relation to measured performance (surface deformation). The cost analyses were performed with results presented in a normalized form in an attempt to account for variables such as strength of the stabilization measure and subgrade deformation.
KW  - Cone penetrometers
KW  - Excavation
KW  - Geosynthetics
KW  - Performance
KW  - Soil stabilization
KW  - Subgrade (Pavements)
KW  - Undercutting
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2008-07finalreport.pdf
UR  - https://trid.trb.org/view/1090468
ER  - 

TY  - ABST
AN  - 01463802
TI  - Website Designer and Coding Support Services
AB  - The objective of this contract is to provide Website Designer and Coding support services to the Federal Highway Administration's (FHWA) Office of Planning, Environment and Realty in support of the programs of the Office of Real Estate Services and the Office of Planning. The contractor shall furnish personnel for on-site work to provide non-personal technical services in support of the mission of FHWA. The specific service to be requested will be handled through issuance and administration of this task order.
KW  - Coding systems
KW  - Design
KW  - Information technology
KW  - Support services
KW  - Technical assistance
KW  - Websites (Information retrieval)
UR  - https://trid.trb.org/view/1232029
ER  - 

TY  - ABST
AN  - 01481811
TI  - Technology Transfer of Transportation Research Products and Ideas for Caltrans and the FHWA Division Office
AB  - The National Cooperative Highway Research Program's NCHRP Synthesis 355 defines technology transfer as "activities leading to the adoption of a new-to-the-user product or procedure by any user or group of users" (NCHRP 355 (2005), pg 7). The report goes on to say that technology transfer is now recognized as important to achieving agency goals. This has also led to the practice of not just having a researcher push the technology on users, but to have users seek out new technologies to help them solve problems and improve existing processes (NCHRP 355 (2005), pg. 11). The Federal Highway Administration (FHWA) has a rich history of promoting technology transfer in the transportation industry; with specific focus on state departments of transportation. This is evident in the several programs and processes that have been developed; which include the transportation pooled fund program, the local technical assistance programs, and their internal technology transfer program. This focus on technology transfer performance measures has been incorporated into the Joint Stewardship and Oversight Agreement between FHWA and the California Department of Transportation (Caltrans). This project will strengthen the technology transfer effort in California. The focus of this project is to provide a mechanism to rapidly fund small tasks that will promote or aide in the implementation of developed technologies that will enhance the transportation industry. Each of these tasks will be qualitatively analyzed, in order to capture the benefits realized from this project.
KW  - California Department of Transportation
KW  - National Cooperative Highway Research Program
KW  - Technology transfer
KW  - Transportation
KW  - U.S. Federal Highway Administration
UR  - http://www.pooledfund.org/Details/Study/462
UR  - https://trid.trb.org/view/1250992
ER  - 

TY  - ABST
AN  - 01463806
TI  - Sustainable Highways Strategic Outreach & Program Support
AB  - In support of the Office of Natural Environment's (HEPN) sustainable highways research that will develop criteria and tools for sustainable highways, HEPN will work with the Volpe National Transportation Systems Center (Volpe Center) for strategic outreach and program management support. The Criteria and Tools for Sustainable Highways Research (CTSH Research) being developed by the Federal Highway Administration (FHWA), under a separate contract with CH2M Hill, will encourage the use of specific measures and approaches in the planning, project development, design and construction process and throughout a project's lifecycle that result in sustainable roadways. An evaluation tool is being designed to serve as a system for assessing the sustainability of roadway projects.
KW  - Highway design
KW  - Highways
KW  - Planning and design
KW  - Project management
KW  - Strategic planning
KW  - Sustainable development
KW  - Sustainable transportation
UR  - https://trid.trb.org/view/1232033
ER  - 

TY  - ABST
AN  - 01503379
TI  - FHWA Planning Capacity Building, Planning Methods, and Oversight
AB  - To aid in the implementation of the Federal Highway Administration's (FHWA's) current research program and future research programs, HEPP requires the support of and access to multi-disciplined teams to meet the transportation challenges for the twenty-first century.  Services provided by the Volpe Center will be targeted at specific needs and areas of interest that will support FHWA work in transportation planning capacity building as well as innovation in transportation planning processes and decision-making, transportation and land use, and transportation and community impacts.  This also includes advancing FHWA research activities under numerous emphasis areas of the Surface Transportation Environment and Planning Cooperative Research Program (STEP) established under the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU).
KW  - Decision making
KW  - Ground transportation
KW  - Impacts
KW  - Land use planning
KW  - Multidisciplinary teams
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - Transportation planning
UR  - https://trid.trb.org/view/1285460
ER  - 

TY  - ABST
AN  - 01463807
TI  - State Smart Transportation Initiative
AB  - The purpose of this cooperative agreement is to support the "State Smart Transportation Initiative" (SSTI) to work directly with governors and state executives to develop, promote and implement innovative state and regional initiatives including transportation, environment and economic development.
KW  - Economic development
KW  - Initiatives
KW  - Planning and design
KW  - Regional development
KW  - Regional planning
KW  - Smart growth
KW  - Smart transportation
UR  - https://trid.trb.org/view/1232034
ER  - 

TY  - RPRT
AN  - 01208119
AU  - Rephlo, Jennifer
AU  - Carter, Mark
AU  - Robinson, Mark
AU  - Katz, Bryan
AU  - Philmus, Ken
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - Toll Facilities Workplace Safety Study Report to Congress
PY  - 2010/08/18/Report to Congress
SP  - 122p
AB  - This document presents the findings of a study undertaken to investigate issues surrounding worker and motorist safety in the vicinity of toll collection facilities. The study was undertaken in direct response to Section 1403 of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) legislation, and was focused on accomplishing two main objectives: (1) to study the safety of highway toll collection facilities for workers and motorists through data, and through interviews and observations; and (2) to identify recommendations for improving toll facility safety – in the form of safety strategies for consideration by toll agencies. The study involved a review of existing literature, a survey of toll operators, site visits to 7 agencies, interviews with 21 agencies, a workshop with representatives from 20 agencies, and an analysis of available worker injury and motorist crash data. Together these activities provided a better understanding of the safety of toll collection facilities and allowed for identification of a wide range of strategies that toll agencies can consider implementing when looking to improve safety at their toll plazas. The study team obtained records on workplace injuries from 15 agencies (approximately 2,600 records) and records on crashes from 7 agencies (over 10,000 records). However, the data was not broad enough nor consistent enough from one agency to the next to allow significant industry-wide conclusions to be drawn. As a result, a key recommendation of this study is that standardized reporting procedures be implemented across the country whereby tolling agencies would document accidents and injuries occurring in the vicinity of toll plazas in a consistent and comparable manner. The report also recommends that a centralized database be created and maintained to store and organize this data in a searchable format. Based on the accident and injury data collected and the agency interviews conducted, the study did not find evidence to suggest that toll collector fatalities are a frequent occurrence at toll plazas.
KW  - Crash data
KW  - Employees
KW  - Highway safety
KW  - Industrial accidents
KW  - Injuries
KW  - Toll collection
KW  - Toll facilities
KW  - Toll workers
KW  - Traffic crashes
UR  - http://www.fhwa.dot.gov/tolling/if08001/toll00.cfm
UR  - https://trid.trb.org/view/968696
ER  - 

TY  - ABST
AN  - 01566757
TI  - Implementation of the Asphalt Mixture Performance Tester (AMPT) for Superpave Validation
AB  - This pooled fund study is open to any highway agency interested in using simple performance tests (SPT) to aid in material characterization for design and analysis of flexible pavements.   The objectives of this pooled fund study are to: (i) nationally procure the SPT for highway agencies interested in obtaining and using the SPT to characterize asphalt mixtures designed using Superpave technology; (ii) provide support in training technicians to use the SPT to perform the proposed standard practices for measuring dynamic modulus, flow number and flow time of asphalt mixtures compacted using the Superpave Gyratory Compactor (SGC); and (iii) evaluate the nation-wide implementation and use of the SPT for assessing performance of asphalt mixtures over a wide range of climatic conditions, materials, and structures.
KW  - Flexible pavements
KW  - Gyratory compactors
KW  - Mix design
KW  - Pavement design
KW  - Pavement performance
KW  - Simple performance tests
KW  - Superpave
UR  - http://www.pooledfund.org/Details/Study/405
UR  - https://trid.trb.org/view/1358413
ER  - 

TY  - RPRT
AN  - 01457796
AU  - Banks, M Katherine
AU  - Schwab, A Paul
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Toxicity Analysis for Foundry Sand Specifications
PY  - 2010/08/16/Final Report
SP  - 26p
AB  - Byproducts from many industries have the potential to be used as construction materials, but some means is required to determine if the material is environmentally benign. Foundry sands are produced in many states and can be useful as in transportation projects. However, INDOT currently requires the use of the MICROTOX test to assess the potential toxicity of the sands, and this requirement is viewed as an unnecessary impediment by the producers of foundry sands and is a requirement not encountered in other states. Therefore, the goal of this project was to review current requirements for testing of recycled materials, determine the availability of MICROTOX testing, and to make recommendations concerning the continued use of MICROTOX as an assessment tool. Strictly from viewpoint of environmental protection, the inclusion of Microtox makes sense. The test has the sensitivity to detect potentially toxic agents in recycled sand that might escape chemical analysis. The test, therefore, provides a layer of assurance that otherwise would be absent. From the perspective of the foundry industry, the Microtox test is an unneeded hurdle that could potentially block the beneficial use of spent foundry sand. Cost is one consideration, but the lack of local analytical facilities for the Microtox is particularly troublesome. The authors recommend that the Microtox test be retained by INDOT, but they suggest the following: a) Minimize the number of samples of foundry sand that must be tested possibly by reducing the frequency of sampling and testing; b) A consistent, readily available laboratory needs to be established to ensure rapid turn around of analyses and reduced costs. Currently, the demand is low and some dedicated equipment is needed to perform the test. One of the potential outcomes of this project discussed during the negotiations for this project was a possible follow-up project in which the authors would investigate the modifications to the bioassay. This might include exploring alternatives to Microtox or simplifications of the Microtox test. The authors remain open to this possibility, but from the scientific point of view, such a follow-up may not be necessary. Of all the bioassays reviewed, Microtox seemed to be the most widely used (though not for foundry sands), and the authors found no evidence that other bioassays were being offered routinely at commercial labs.
KW  - Bioassay
KW  - Building materials
KW  - Chemical analysis
KW  - Foundry sand
KW  - Sampling
KW  - Testing
KW  - Toxicity
KW  - Waste products
UR  - http://dx.doi.org/10.5703/1288284314253
UR  - https://trid.trb.org/view/1218719
ER  - 

TY  - RPRT
AN  - 01207440
AU  - Linzell, Daniel
AU  - Chen, Abner
AU  - Sharafbayani, Mohammad
AU  - Seo, Junwon
AU  - Nevling, Deanna
AU  - Jaissa-Ard, Tanit
AU  - Ashour, Omar
AU  - Pennsylvania State University, University Park
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Guidelines for Analyzing Curved and Skewed Bridges and Designing Them for Construction
PY  - 2010/08/15/Final Report
SP  - 511p
AB  - Although the use of curved and skewed bridges continues to increase steadily throughout the United States, certain aspects of their behavior during construction and while in service still are not well understood.  The effects of design, fabrication, and construction on the geometry and load distribution in a curved or skewed bridge system are areas in which further study and understanding are required.  This project utilized remote acquisition capabilities for instruments on two structures in the Interstate 99 corridor:  a horizontally curved, steel, I-girder bridge, and a skewed, prestressed, concrete bridge.  Data obtained from these structures were examined and the numerical model accuracy for curved and skewed, steel, I-girder bridges and select appropriate model types and software was investigated.  Parametric studies were undertaken on a group of representative curved and skewed steel bridge structures to numerically examine the influence of specific variables on behavior during construction.  Results enabled the identification of preferred erection sequencing approaches.  Among other results, girder vertical deflections were decreased when paired-girder erection methods were used and paired inner erection was preferred for structures with severe curvature.  Erection methods examined herein did not show appreciable influence on skewed bridge behavior.  Drop-in erection would be an acceptable approach for either curved or skewed bridges.  The findings and the numerical modeling from the parametric studies formed the basis for suggesting possible modifications to relevant Pennsylvania Department of Transportation publications.  Web out-of-plumbness did not cause appreciable bridge deflection and stress increases when the out-of-plumbness was within the limit (1%) specified in the Structural Welding Code.  Exceeding the 1% limit of the web out-of-plumbness can result in slightly higher deformations and stresses.  The use of temporary construction shoring can significantly reduce girder deflections, leading to a more constructible condition.  Inconsistent cross-frame detailing increased vertical and radial deflections in curved bridges and lateral deflections in skewed bridges.  Replacing solid plate diaphragms in skewed bridges slightly increased deformations but did not severely affect cross-frame stresses.  The applied temperature change did not have an appreciable impact on overall bridge deflections and stresses for all of the radii, skew angles and cross-frame spacings studied.
KW  - Bridge construction
KW  - Bridge design
KW  - Cross-frame members
KW  - Curved bridges
KW  - Deflection
KW  - Deformation
KW  - Girder bridges
KW  - Guidelines
KW  - Mathematical models
KW  - Prestressed concrete bridges
KW  - Remote sensing
KW  - Skew bridges
KW  - Steel bridges
KW  - Stresses
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Improving%20Pennsylvania%20Bridges/Guidelines%20for%20Analyzing%20Curved%20and%20Skewed%20Bridges.pdf
UR  - http://ntl.bts.gov/lib/34000/34200/34206/Guidelines_for_Analyzing_Curved_and_Skewed_Bridges.pdf
UR  - https://trid.trb.org/view/968385
ER  - 

TY  - RPRT
AN  - 01370146
AU  - Hiemstra, Glen
AU  - Glen Hiemstra
AU  - Idaho Transportation Department
AU  - Federal Highway Administration
TI  - Growing the Idaho Economy: Moving into the Future
PY  - 2010/08/13/Final Report
SP  - 60p
AB  - This is a report on transportation and the possible future economy of the State of Idaho from 2010 to 2030, including current assets to leverage, driving forces shaping the future, long-range economic opportunities for Idaho including four future scenarios, risks to a preferred future, strategic implications for transportation, regional case studies, and final conclusions. The economic opportunities stressed in the report are next generation energy technology, leadership in tourism and recreation, sustainable agriculture and food security, attracting the creative class to communities, and leveraging higher education. The key implications for transportation in Idaho are: focusing on critical commerce corridors, preserving and maintaining the current system, planning for significant vehicle transition and related infrastructure change, planning for increased freight traffic, increasing density, doubling transit capacity, adding lane miles, joining intelligent transportation efforts, improving systems performance with information, exploring new materials, enhancing rail and ports, and thinking more broadly than just transportation systems.
KW  - Economic analysis
KW  - Economic forecasting
KW  - Future
KW  - Idaho
KW  - Strategic planning
KW  - Transportation planning
UR  - http://ntl.bts.gov/lib/45000/45100/45141/RP_203_Final.pdf
UR  - http://ntl.bts.gov/lib/45000/45100/45141/RP_203_Final.pdf
UR  - https://trid.trb.org/view/1136640
ER  - 

TY  - ABST
AN  - 01560744
TI  - Evaluation of Plant-Produced High-Percentage RAP Mixtures in the Northeast
AB  - The objectives of this research are to: (1) Evaluate the performance of plant-produced reclaimed asphalt pavement (RAP) mixtures, in terms of low temperature cracking, fatigue; cracking, and moisture sensitivity in the laboratory and the field; (2) Establish guidelines on when it is necessary to bump binder grades with RAP mixtures; (3) Provide further understanding of the blending that occurs between RAP and virgin binder in plant-produced mixtures.
KW  - Asphalt mixtures
KW  - Evaluation and assessment
KW  - Mix design
KW  - Northeastern United States
KW  - Reclaimed asphalt pavements
KW  - Recycled materials
UR  - http://www.pooledfund.org/Details/Study/458
UR  - https://trid.trb.org/view/1351307
ER  - 

TY  - RPRT
AN  - 01207863
AU  - Thiele, Jeffrey C
AU  - Sicking, Dean L
AU  - Faller, Ronald K
AU  - Bielenberg, Robert W
AU  - Lechtenberg, Karla A
AU  - Reid, John D
AU  - Rosenbaugh, Scott K
AU  - University of Nebraska, Lincoln
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - Development of a Low-Cost, Energy-Absorbing Bridge Rail
PY  - 2010/08/11/Final Report
SP  - 439p
AB  - A new, low-cost bridge rail was designed to be compatible with the Midwest Guardrail System (MGS) such that an approach transition would not be required between the two barriers. It was desired that the system minimize bridge deck and rail costs. Several concepts for an energy-absorbing bridge post were developed and tested. These concepts included strong-post systems designed with plastic hinges and weak-post systems designed to bend near the attachment to the bridge deck. The final post concept incorporated S3x5.7 (S76x8.5) steel sections which were designed to bend at their bases. Each post was housed in a socket placed at the vertical edge of the deck and anchored to the deck with one through-deck bolt. A W-beam section was used as the rail element and was attached to the posts with a bolt that was designed to break during an impact event. Two full-scale crash tests were performed according to the Test Level 3 impact conditions provided in the Manual for Assessing Safety Hardware (MASH), in which the system successfully met all safety performance criteria. The dynamic deflection of the new bridge rail and BARRIER VII modeling demonstrated that the new bridge rail would not require a transition when used with the MGS.
KW  - Bridge railings
KW  - Energy absorbing materials
KW  - Highway bridges
KW  - Highway safety
KW  - Impact tests
KW  - Posts
UR  - https://trid.trb.org/view/967961
ER  - 

TY  - ABST
AN  - 01576004
TI  - Kinetic-to-Electric Energy Conversion (KEEC)

AB  - In phase I, researchers will evaluate existing piezoelectric generation technologies in the laboratory and through mathematical modeling to optimize placement in pavement. In phase II, project site selections will be made for demonstration and evaluation purposes.

KW  - Energy conversion
KW  - Kinetic energy
KW  - Mathematical models
KW  - Optimization
KW  - Pavement performance
KW  - Piezoelectric materials
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0036
UR  - https://trid.trb.org/view/1369872
ER  - 

TY  - ABST
AN  - 01575024
TI  - Balancing Safety and Capacity in an Adaptive Signal Control System, Phase II

AB  - This research focuses on the development of a real-time signal timing methodology and algorithms that balance safety and efficiency.

KW  - Adaptive control
KW  - Highway capacity
KW  - Highway traffic control
KW  - Real time control
KW  - Traffic control devices
KW  - Traffic safety
KW  - Traffic signal timing
UR  - http://ntl.bts.gov/lib/30000/30200/30278/08051.pdf
UR  - https://trid.trb.org/view/1367105
ER  - 

TY  - ABST
AN  - 01573210
TI  - Kinetic-to-Electric Energy Conversion (KEEC)
AB  - In phase I, researchers will evaluate existing piezoelectric generation technologies in the laboratory and through mathematical modeling to optimize placement in pavement. In phase II, project site selections will be made for demonstration and evaluation purposes.
KW  - Electrical properties
KW  - Energy conversion
KW  - Kinetic energy
KW  - Mathematical models
KW  - Optimization
KW  - Piezoelectricity
UR  - https://trid.trb.org/view/1365860
ER  - 

TY  - ABST
AN  - 01465791
TI  - Federal Highway Administration (FHWA) Support for the Interagency Agreement between FHWA and United States Fish and Wildlife Service Determination and Finding for Economy Act Order
AB  - The purpose of this reimbursable agreement (RA) between the Federal Highway Administration (FHWA) and the U.S. Fish and Wildlife Service (USFWS) is to provide partial funding for a multi-year interagency effort to identify and help secure landscape-scale highway crossing opportunity areas for multiple wildlife species in the interstate areas of the Rocky Mountains of Montana and Idaho. This movement across highways is necessary as wildlife populations move across the Northern Rockies landscape in response to changes in distribution and abundance of habitats and key foods resulting from climate change. This project uses grizzly bear and black bear movements because of their broad landscape and habitat requirements and because re-linking grizzly populations can also serve the movement needs of many other species.
KW  - Black bear crossings
KW  - Climate change
KW  - Grizzly bears
KW  - Habitat (Ecology)
KW  - Idaho
KW  - Montana
KW  - Rocky Mountains
KW  - Wildlife crossings
UR  - https://trid.trb.org/view/1234025
ER  - 

TY  - ABST
AN  - 01570494
TI  - Technology Transfer Intelligent Compaction Consortium (TTICC)
AB  - The proposed project is for the establishment of a pooled fund for state representatives to continue this collaborative effort regarding intelligent compaction. The Technology Transfer Intelligent Compaction Consortium (TTICC) will be open to any state desiring to be a part of new developments in intelligent compaction leading to the implementation of new technologies which will lead to longer life pavements through the use of an integrated system of emerging innovative technologies. Two workshop meetings will be conducted each year.  One of the meetings will be in person and is anticipated to occur during fall. The location of the in-person workshop meetings will be determined by the Executive Committee and moved regionally each year to participating states. The second meeting will be a webinar and occur in early spring hosted by the Earthquake Engineering Research Center (EERC).
KW  - Intelligent compaction
KW  - Pavements
KW  - Service life
KW  - Technological innovations
KW  - Technology transfer
KW  - Webinars
KW  - Workshops
UR  - http://www.pooledfund.org/Details/Study/461
UR  - https://trid.trb.org/view/1362135
ER  - 

TY  - ABST
AN  - 01492251
TI  - Gulf Coast Study Phase II
AB  - Phase II of the Gulf Coast Study moves the study of climate change impacts from the research realm to that of planning practice. Phase I raised awareness of the idea that climate impacts are important considerations for transportation planners and engineers. Phase II will build on that information to develop more definitive information about impacts at the local level or smaller region and develop more precise tools and guides for transportation planners to use in deciding how to adapt to potential climate impacts.
KW  - Climate change
KW  - Environmental impacts
KW  - Gulf Coast (United States)
KW  - Transportation planning
UR  - https://trid.trb.org/view/1261216
ER  - 

TY  - ABST
AN  - 01549260
TI  - Research for the AASHTO Standing Committee on Public Transportation. Task 33. Determination of State DOT Financial Auditing Requirements for their Public Transportation Assistance Programs
AB  - Based on the latest 2007 "Survey of State Funding for Public Transportation", state department of transportation's (DOT's) provided over $11 billion of financial support in FY 2005/06.  It would be helpful to learn various financial policies and procedures utilized by each state to assure that the transit funding it provides is appropriately used by the grantees for the purpose(s) intended. One common tool used by virtually all states is to require the grantees have a financial audit conducted to help accomplish this objective.  However, the frequency, timeliness and degree of detail required for financial audits varies among states.  Currently there is no comparative documentation on the different policies and procedures employed by state DOT's to perform this function. This research will document the various policies and procedures utilized by each state for conducting grantee financial audits and glean the "best practices" currently being utilized.  This information would help enable state DOT's enhance, as well as streamline, their current financial auditing requirements.
KW  - Auditing
KW  - Best practices
KW  - Financing
KW  - Policy analysis
KW  - State departments of transportation
KW  - Streamlining
KW  - Transit operating agencies
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2843
UR  - https://trid.trb.org/view/1336475
ER  - 

TY  - ABST
AN  - 01573567
TI  - Traffic Management Center Pooled Fund Study—Task 2: Integration of Traffic Management Centers and Law Enforcement, Needs Assessment

AB  - This project will assess the current practices and identify institutional, operational, and technical issues and challenges that all agencies face with integrating Traffic Management Centers and law enforcement. The results of this effort will lead to the identification of a list of topics and issues to be addressed and a series of next steps to be considered in a further study that is intended to develop a product that will provide necessary guidance to address agencies' needs.

KW  - Law enforcement
KW  - Needs assessment
KW  - Pooled funds
KW  - Traffic control
KW  - Traffic control centers
UR  - https://trid.trb.org/view/1366794
ER  - 

TY  - ABST
AN  - 01549629
TI  - Research for the AASHTO Standing Committee on Planning. Task 102. Assessing Alternative Methods for Measuring Regional Mobility
AB  - Maintaining or enhancing mobility is often a primary objective of transportation agencies. How an agency or jurisdiction defines and measures mobility greatly determines selection of strategies and ultimately investment decisions. In metropolitan areas, measuring mobility at the system level is often limited to the measure of traffic congestion and resulting delay on the freeway network. Although traffic congestion does inhibit mobility, it alone may not be a sufficient measure of system performance, particularly as transportation agencies strive to embrace a more multimodal approach to transportation planning. Other measures that have been considered and/or may currently be operational in metropolitan regions include; person throughput- the number of people that the transportation network serves (moves by all modes) as measured at key points, travel time reliability- the ability of a user to predict how long a trip will take, and accessibility-the ease of reaching valued destinations.  The objective of this research is to assess methods for defining and measuring mobility in metropolitan regions.
KW  - Accessibility
KW  - Metropolitan areas
KW  - Mobility
KW  - Performance measurement
KW  - Regional transportation
KW  - Throughput (Traffic)
KW  - Traffic congestion
KW  - Travel time
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2817
UR  - https://trid.trb.org/view/1339858
ER  - 

TY  - ABST
AN  - 01570495
TI  - Validation and Implementation of Hot-Poured Crack Sealant
AB  - The University of Illinois at Urbana-Champaign, in collaboration with Virginia Transportation Research Council, proposes to validate and implement the recently developed Performance-Based Guidelines for the Selection of Hot-Poured Crack Sealants.  The test variations within laboratories were successfully verified.  The developed tests and new guidelines will be submitted to the American Association of State Highway and Transportation Officials (AASHTO) for consideration as new specifications.
KW  - Crack sealants
KW  - Guidelines
KW  - Hot pour sealants
KW  - Implementation
KW  - Performance based specifications
KW  - Validation
UR  - http://www.pooledfund.org/Details/Study/453
UR  - https://trid.trb.org/view/1362136
ER  - 

TY  - ABST
AN  - 01556456
TI  - Legal Problems Arising out of Highway Programs. Topic 17-05. The Ramifications of Post-Kelo Legislation on State Transportation
AB  - Following the United States Supreme Court's decision in Kelo v. City of New London, many states proposed or enacted legislation that restricted the eminent domain process. This new legislation significantly impacts the acquisition of private property for transportation projects. Specifically, the desire to constrain condemnation for redevelopment purposes has influenced the cost and timely delivery of state transportation projects. Research on the consequences of new and proposed legislation is expected to reveal problems regarding project planning, appraisals, land acquisition, utility relocation, relocation assistance, construction, and property management. Those states considering more confining legislation would benefit from the identification of restrictions that could most significantly or adversely affect the cost and timely delivery of state transportation projects. Transportation agents and attorneys will also gain helpful insight in dealing with the overall impacts of such legislation.
KW  - Eminent domain
KW  - Laws and legislation
KW  - Programming (Planning)
KW  - Property acquisition
KW  - Property management
KW  - State departments of transportation
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3778
UR  - https://trid.trb.org/view/1345751
ER  - 

TY  - ABST
AN  - 01556455
TI  - Legal Problems Arising out of Highway Programs. Topic 17-02. Tort Liability Defense Practices for Design Flexibility
AB  - National Cooperative Highway Research Program (NCHRP) Synthesis 316 records that based on a survey of 45 state transportation agencies and the District of Columbia, approximately 20% (9 of 46) have experienced an increase in the number of design exceptions prepared in their agency since "the advent of Context-Sensitive Design or Design Flexibility". A synthesis focused on tort liability defense practices and cases involving the exercise of discretion in the design will provide a framework for determining successful strategies for defending decisions made following the principles of Contest Sensitive Solutions (CSS). The concept of discretion as a defense to government tort liability is often described by different terms such as governmental immunity, official immunity, design immunity, or policy immunity. This existing law is relevant to analysis of tort legal defenses available to shelter the decisions inherent in CSS. Many Departments of Transportation have adopted CSS principles or related concepts such as Practical Design to encourage flexibility in design decision-making. Processes for documenting design decisions, articulating clearly the various factors considered in making a decision with a focus on decisions both that involve design exceptions would be of great help to designers and managers responsible for such decisions and their attorneys. This synthesis should document cases where transportation agencies have defended themselves against lawsuits involving design decisions based on maintaining safety in balance with other factors, such as cost considerations and maintaining scenic, aesthetic, historic, and environmental and community resources/values. The synthesis should provide examples of documentation that make clear the public policy objectives that underlie the chosen design decision in addition to addressing maintaining an acceptable level of safety.
KW  - Aesthetics
KW  - Context sensitive design
KW  - Costs
KW  - Decision making
KW  - Public policy
KW  - State departments of transportation
KW  - Tort liability
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3777
UR  - https://trid.trb.org/view/1345750
ER  - 

TY  - RPRT
AN  - 01587402
AU  - Wu, R
AU  - Signore, J M
AU  - Harvey, J T
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Summary of SPTC Pooled-Fund Study for Sharing and Evaluation of CalME Flexible Pavement Design Software
PY  - 2010/08//Research Report
SP  - 31p
AB  - The California Department of Transportation (Caltrans) has funded the development of design models for flexible pavements and for overlays that have been incorporated in the software currently known as CalME. Under the direction of University of California Pavement Research Center (UCPRC) staff over a two-year period, personnel from the Washington State Department of Transportation (WSDOT), the Texas Department of Transportation (TxDOT), and the Minnesota Department of Transportation (MnDOT) participated in examining these models and identifying areas where they might be modified or enhanced. This project was funded by State Pavement Technology Consortium (California, Minnesota, Texas, and Washington) through a pooled-fund study. In-person training on CalME was provided by UCPRC at each of the participating state departments of transportation (DOTs). Case studies were conducted by UCPRC using data provided by the individual DOTs. Feedback was collected throughout the project and questionnaires were sent at its completion to collect final comments on CalME. This technical memorandum describes the researchers’ efforts, including details of the evaluation and data collection procedures, other activities undertaken, and the case study using CalME. The participating states found many CalME features helpful and might adopt a selected set of models or approaches in their respective efforts to implement mechanistic-empirical (M-E) design.
KW  - CaIME (Software)
KW  - California Department of Transportation
KW  - Case studies
KW  - Flexible pavements
KW  - Mechanistic-empirical pavement design
KW  - Minnesota Department of Transportation
KW  - Pooled funds
KW  - Texas Department of Transportation
KW  - Washington State Department of Transportation
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/764.1.pdf
UR  - https://trid.trb.org/view/1395379
ER  - 

TY  - RPRT
AN  - 01541429
AU  - Sexton, R Scott
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
TI  - Development of GPS Survey Data Management Protocols/Policy
PY  - 2010/08//Final Report
SP  - 66p
AB  - This project developed a statewide policy and criteria for collecting, analyzing, and managing global positioning system (GPS) survey data. The research project determined the needs of the Alaska Department of Transportation and Public Facilities in adopting the GPS real time kinetic (GPS RTK) stakeout and automated machine grading (AMG) construction techniques. The project resulted in reformatting and editing of the “Alaska Survey Manual,” proposed revisions to the “Construction Manual,” the “Design Manual,” and to Standard Specification 642—Construction Surveying. Project activities included pilot projects for highways and airports, a comprehensive questionnaire for construction engineers in the three regions, and GPS training for the regions. The resulting survey manual update is provided as the final research product report.
KW  - Alaska Department of Transportation and Public Facilities
KW  - Construction management
KW  - Data collection
KW  - Global Positioning System
KW  - Specifications
KW  - Training
UR  - http://ntl.bts.gov/lib/52000/52600/52608/fhwa_ak_rd_10_11.pdf
UR  - https://trid.trb.org/view/1325141
ER  - 

TY  - RPRT
AN  - 01513354
AU  - United States Federal Highway Administration
TI  - Construct roadway widening and interchange improvements along Interstate 80/Interstate 680/State Route 12, near the cities of Fairfield and Suisun City : environmental impact statement
PY  - 2010/08//Volumes held: Draft(2v)(v.2 folio)
KW  - California
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1297678
ER  - 

TY  - RPRT
AN  - 01493260
AU  - Federal Highway Administration
TI  - Project Finance Primer
PY  - 2010/08
SP  - 28p
AB  - This Project Finance Primer is an update to the Innovative Finance Brochure, published by Federal Highway Administration (FHWA) in 2002 (Publication No. FHWA-AD-02-006). This primer focuses on bonds and credit assistance and incorporates new project finance techniques that have become available for transportation projects since the brochure’s publication in 2002, including changes and new programs adopted under the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU). Topics include: Grant Anticipation Revenue Vehicles (GARVEEs), Build America Bonds (BABs), Private Activity Bonds, 63-20 Issuance, Transportation Infrastructure and Innovation Act (TIFIA), State Infrastructure Banks (SIBs), and Section 129 Loans. Brief examples illustrate how these techniques have been used by States to finance specific projects.
KW  - Bonds
KW  - Construction projects
KW  - Financing
KW  - Grant Anticipation Revenue Vehicles (GARVEEs)
KW  - Highways
KW  - Loans
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - State Infrastructure Banks
KW  - Transportation Infrastructure Finance and Innovation Act
KW  - United States
UR  - http://www.fhwa.dot.gov/ipd/pdfs/finance/ProjectFinancePrimerREV4.pdf
UR  - https://trid.trb.org/view/1261562
ER  - 

TY  - RPRT
AN  - 01454508
AU  - Bell, Erin Santini
AU  - Sipple, Jesse
AU  - University of New Hampshire, Durham
AU  - New Hampshire Department of Transportation
AU  - Federal Highway Administration
TI  - In-Service Performance Monitoring of a CFRP Reinforced HPC Bridge Deck
PY  - 2010/08//Final Report
SP  - 173p
AB  - The Rollins Road Bridge in Rollinsford, New Hampshire was constructed in part with funding from the Federal Highway Administration's (FHWA’s) Innovative Bridge Research and Construction (IBRC) program and opened to traffic in December, 2000. A requirement of the IBRC program is the use of high performance and innovative materials and the implementation of an instrumentation and evaluation plan. The FHWA provided funds for the instrumentation and data acquisition system on the bridge, but not for the long-term post-processing of the collected data. Of the originally installed 80 sensors, over 50 temperature and strain gauges are currently operational. The response recorded by these gauges is used for performance monitoring of the innovative bridge deck and overall condition assessment of the Rollins Road Bridge. The health of the US infrastructure is on the minds of everyone following the August 1, 2007 collapse of the I-35W Bridge in Minneapolis, Minnesota. The safety of bridges nationwide should be a top priority for both our citizens and government since they are the backbone of this nation’s economy, with 73% of all traffic and 90% of all truck traffic traveling over state-owned bridges. Performing nondestructive load tests, collecting structural response data, and structural modeling techniques allow bridge owners an objective insight into the health of a bridge. This report includes the Special Topics Studies required to create a structural modeling that can be used to evaluate collected data. The art of reconciling the structural model to reflect collected field data also allows bridge owners to have an up-to-date analytical model of the bridge for condition assessment, decision-making, and asset management. The results from the Rollins Road Bridge load test accurately show that a model can be updated to match measured structural response from a nondestructive load test.
KW  - Asset management
KW  - Bridge decks
KW  - Bridge superstructures
KW  - Data collection
KW  - Innovative Bridge Research and Construction Program
KW  - Live loads
KW  - Load tests
KW  - Nondestructive tests
KW  - Structural health monitoring
UR  - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-14282I.pdf
UR  - https://trid.trb.org/view/1223068
ER  - 

TY  - RPRT
AN  - 01451116
AU  - United States Federal Highway Administration
TI  - Sellwood Bridge, SE Tacoma Street and Oregon State Highway 43, Multnomah County : environmental impact statement
PY  - 2010/08//Volumes held: Draft, Final, Final AppendixJ
KW  - Environmental impact statements
KW  - Oregon
UR  - https://trid.trb.org/view/1219660
ER  - 

TY  - RPRT
AN  - 01451084
AU  - United States Federal Highway Administration
TI  - US 26/89/189/191 south of Jackson, Teton County : environmental impact statement
PY  - 2010/08//Volumes held: Draft, Final,Draft technical reports B1, Final technical reports B2
KW  - Environmental impact statements
KW  - Wyoming
UR  - https://trid.trb.org/view/1219628
ER  - 

TY  - RPRT
AN  - 01379851
AU  - Gorjestani, Alec
AU  - Menon, Arvind
AU  - Cheng, Pi-Ming
AU  - Shankwitz, Craig
AU  - Donath, Max
AU  - University of Minnesota, Twin Cities
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - The Design of a Minimal Sensor Configuration for a Cooperative Intersection Collision Avoidance System – Stop Sign Assist: CICAS-SSA Report #4
PY  - 2010/08
SP  - 215p
AB  - The Cooperative Intersection Collision Avoidance System-Stop Sign Assist (CICAS-SSA) is an infrastructure-based driver support system that is used to improve gap acceptance at rural stop-controlled intersections. The SSA system will track vehicle locations on the major road and then display messages to the driver on the minor road. The primary goal of the current work was to evaluate several candidate CICAS-SSA concepts in order to identify a single sign that may provide the greatest utility in terms of driver performance and usability at a real-world rural intersection. A secondary goal of the current work was to determine the ideal physical characteristics (i.e., location and rotation of a sign relative to drivers) of the candidate CICAS-SSA at a test intersection to maximize comprehension (and subsequent use) of the sign. The primary goal was accomplished by conducting three studies. The first two studies examined icon use and word selection for three candidate CICAS-SSA signs. The third study evaluated driving performance and usability for three candidate SSA sign designs compared to a baseline condition for the purpose of identifying the final candidate sign to be field tested at the Minnesota test intersection. The secondary goal was accomplished by conducting two studies that determined the optimal physical characteristics for the sign’s location in order to maximize driver comprehension.
KW  - Cooperative Intersection Collision Avoidance System
KW  - Crash avoidance systems
KW  - Gap acceptance
KW  - Intersections
KW  - Location
KW  - Messages (Communications)
KW  - Rural highways
KW  - Sensors
KW  - Stop signs
KW  - Variable message signs
UR  - http://www.its.dot.gov/research_docs/pdf/cicas_tech_docrpt4.pdf
UR  - https://trid.trb.org/view/1147589
ER  - 

TY  - RPRT
AN  - 01370194
AU  - Zoghi, M
AU  - Ebrahimpour, A
AU  - Pothukutchi, V
AU  - Idaho State University, Pocatello
AU  - Idaho Transportation Department
AU  - Federal Highway Administration
TI  - Performance Evaluation of Chip Seals in Idaho
PY  - 2010/08//Final Report
SP  - 155p
AB  - The intent of this research project is to identify a wide variety of parameters that influence the performance of pavements treated via chip seals within the State of Idaho. Chip sealing is currently one of the most popular methods of maintenance for paved road surfaces. It entails spraying the pavement surface with asphalt (or “binder”) and then immediately covering it with aggregate (or “chips”) and using rollers to compress and settle the application. Chip sealing is used to seal non-structural cracks, increase surface friction, and improve ride quality. There are a variety of techniques and formulas (“design methods”) for mixing the binder and aggregate used in chip sealing. In Idaho, these design methods lack uniformity: empirical methods are used, based on an informal rule-of-thumb, the experiences of the parties making the chip seal, and the materials that are readily available. This project compares the methods used in Idaho with several different design methods that have been developed in various parts of the world. The project’s research focus is a series of laboratory experiments using different binders and aggregates obtained from all six Idaho Transportation Department districts. The results of these experiments have been compiled and analyzed, with the findings included herein. Chief among these findings, it was observed that the ratio of median size to flakiness index of the aggregate exhibits a better correlation with the percentage aggregate retained rather than the least dimension (as used in the commonly used McLeod Design Method). It was also found that the cleanness value of the aggregate is a critical factor for retaining aggregate -- i.e., keeping the chips on the treated road surface, rather than breaking free from the binder. This report concludes with a series of seven recommendations for improving chip sealing practice in Idaho, and with a list of eight areas worthy of additional research.
KW  - Chip seals
KW  - Idaho
KW  - Mix design
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Performance measurement
KW  - Preservation
UR  - http://ntl.bts.gov/lib/45000/45500/45537/RP_190_Final_Report.pdf
UR  - https://trid.trb.org/view/1136571
ER  - 

TY  - RPRT
AN  - 01370168
AU  - Sadid, H
AU  - Wabrek, R M
AU  - Dongare, S
AU  - Idaho State University, Pocatello
AU  - Idaho Transportation Department
AU  - Federal Highway Administration
TI  - Materials Acceptance Risk Analysis: Pavement Markings
PY  - 2010/08//Final Report
SP  - 51p
AB  - This study involves examination of pavement markers as requested by the Idaho Transportation Department (ITD). A comprehensive literature review of various types of pavement markings and markers used by different transportation departments was performed to identify the most cost effective markings based on performance, durability, and useful life expectancy. This study revealed that there were no conclusive findings and recommendations by different investigations and field studies for various types of pavement markings. The performance characteristics of pavement markings and their effectiveness in guiding roadway users depend on many factors including but not limited to: product quality, application process, surface preparation, environmental conditions, annual average daily traffic (AADT), driver’s age and visual performance, vehicle type, type of headlights, and pavement type. In addition, the results of field studies conducted by different investigators show that the conclusions were highly dependent upon the method of studies, the study models used, the type of measurement devices, and the accuracy of their operation. However, some investigators and transportation departments are in agreement on certain issues including: the performance characteristics, life expectancy, and the associate cost. The most cost effective pavement marking identified and utilized by different transportation departments on low level traffic volume is paint followed by epoxy. Tape is commonly used on high volume AADT roadways by different agencies. Ninety-eight percent of pavement markings used in Idaho are paint with the other two percent consisting of tape or other types including Methyl Methacrylate (MMA). The Idaho Transportation Department’s current practice in using pavement markings is the most cost effective. ITD is in line with many other transportation departments throughout the country that deal with similar climate conditions.
KW  - Idaho
KW  - Methyl methacrylate
KW  - Risk analysis
KW  - Road marking materials
KW  - Road marking tapes
KW  - Road markings
KW  - Traffic paint
UR  - http://dot.idaho.gov/highways/research/archived/reports/RP%20182A_Pavement%20MarkingsFinal.pdf
UR  - https://trid.trb.org/view/1136576
ER  - 

TY  - RPRT
AN  - 01361064
AU  - Kockelman, Kara
AU  - Anjomani, Ardeshir
AU  - Paul, Binny M
AU  - Nostikasai, Dian
AU  - Tayyebi, Ali
AU  - Kharel, Gehandra
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Design and Application of Accessible Land-Use Modeling Tools for Texas Regions
PY  - 2010/08//Technical Report
SP  - 72p
AB  - This report consists of two parts. The first summarizes key details of the Suitability Analysis (SA) model, while the second illustrates the implementation details of the Gravity Land-Use Model (G-LUM). Both modeling approaches have been applied to the Austin region of Texas, but for different case study examples.
KW  - Applications
KW  - Austin (Texas)
KW  - Case studies
KW  - Design
KW  - Gravity models
KW  - Land use models
KW  - Suitability analysis
UR  - http://www.utexas.edu/research/ctr/pdf_reports/5_5667_01_1.pdf
UR  - https://trid.trb.org/view/1127041
ER  - 

TY  - RPRT
AN  - 01361014
AU  - Choi, Seongcheol
AU  - Won, Moon C
AU  - Texas Tech University, Lubbock
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Horizontal Cracking in Continuously Reinforced Concrete Pavements
PY  - 2010/08//Technical Report
SP  - 96p
AB  - Horizontal cracking (HC) at the depth of longitudinal steel in continuously reinforced concrete pavements (CRCP) was not known until 1999, when HC was observed in the section on IH 35 in the Waco District. At that time, no prior research was done on this topic and no reports published. Concerned about this type of cracking and its effect on the long-term performance of CRCP, the Texas Department of Transportation (TxDOT) initiated this research study. The primary objective of this study was to identify the mechanism of HC in CRCP due to environmental loading (temperature and moisture variations). To this end, a numerical model was developed to predict the risk of HC in CRCP. Laboratory and field testing was also conducted to evaluate the actual behavior of concrete near longitudinal steel. The measured data was used to develop and validate a numerical model for the prediction of HC potential in CRCP. The mechanism of vertical stress development in concrete near longitudinal steel was investigated with a comprehensive numerical analysis. The results of the study indicate that pavement design, more specifically longitudinal steel design, concrete material properties such as coefficient thermal expansion (CoTE), modulus of elasticity, drying shrinkage and strength, and construction quality such as curing and temperature control, all have effects on HC development. Two-mat steel, lower values of CoTE and drying shrinkage and modulus, higher strength of concrete, good quality curing and temperature control will lower the potential for HC. Since there are almost an infinite number of combinations of design, materials and construction variables during the construction of CRCP, more general guidelines rather than prescriptive ones were developed. The guidelines cover three areas – pavement design, materials and construction quality. The implementation of the guidelines is expected to minimize the occurrence of horizontal cracking in CRCP.
KW  - Concrete curing
KW  - Continuously reinforced concrete pavements
KW  - Horizontal cracking
KW  - Modulus of elasticity
KW  - Numerical analysis
KW  - Pavement design
KW  - Paving
KW  - Shrinkage
KW  - Thermal expansion
UR  - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/0-5549-3-2.pdf
UR  - https://trid.trb.org/view/1127114
ER  - 

TY  - RPRT
AN  - 01357802
AU  - Ramani, Tara
AU  - Zietsman, Josias
AU  - Eisele, William
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - User's Manual for Sustainable Transportation Performance Measures Calculator
PY  - 2010/08
SP  - 96p
AB  - Sustainable transportation can be viewed as the provision of safe, effective, and efficient access and mobility into the future while considering economic, social, and environmental needs. For the Texas Department of Transportation (TxDOT) to assess options and monitor progress toward achieving the goals of sustainable transportation it is essential that the underlying sustainability-related goals and objectives be quantified and applied to project, corridor, and network levels for planning, operation, and maintenance. In recognition of this need, TxDOT sponsored research under project 0-5541 “Developing Sustainable Transportation Measures for TxDOT’s Strategic Plan.” The overall goal of this project was to develop sustainable transportation performance measures for TxDOT’s strategic goals and objectives as well as a framework for TxDOT to implement a sustainable transportation system in Texas. The end result of this framework is a user-friendly analysis tool developed in Microsoft Excel® to serve as a platform for evaluating the performance measures and combining them into a final sustainability index. This report contains the User's Manual for this tool. Chapter 1 provides an introduction. Chapter 2 is a general overview of the calculator, including hardware and software requirements and a general description of its main components.  Chapter 3 discusses how to use the calculator while performing an analysis.  Chapter 4 gives an overview of the performance measures used within the calculator.  Chapter 5 discusses understanding the results of the calculator.
KW  - Analytical tools
KW  - Computer program documentation
KW  - Microsoft Excel (Software)
KW  - Performance measurement
KW  - Strategic planning
KW  - Sustainable transportation
KW  - Texas
UR  - http://tti.tamu.edu/documents/5-5541-01-P2.zip
UR  - https://trid.trb.org/view/1123290
ER  - 

TY  - RPRT
AN  - 01355090
AU  - Samtani, Naresh C
AU  - Nowatzki, Edward A
AU  - NCS Consultants, LLC
AU  - Yeh and Associates, Incorporated
AU  - Federal Highway Administration
TI  - Hollow Bar Soil Nails: Review of Corrosion Factors and Mitigation Practice
PY  - 2010/08//Final Report
SP  - 81p
AB  - Hollow bar soil nails (HBSNs) have been used in the United States in earth retention systems for over 10 years. HBSNs are commonly used in place of solid bar soil nails (SBSNs) when the solid bar installation would require temporary casing of the hole. A state-of-the-practice document was prepared by FHWA in 2006 to identify (a) the various peculiarities of HBSNs in comparison with conventional SBSNs, and (b) areas of further research, evaluation and testing that would help agency personnel and design professionals understand the potential of HBSNs as a mainstream technology for permanent soil nail applications. This report concentrates on one of the specific areas of study identified in the 2006 report as related to development of corrosion mitigation guidance. This report presents the results of an industry-wide survey including agencies, designers, consultants, manufacturers and contractors related to installation of HBSNs and practices with respect to corrosion aspects. Based on the responses it was found that a lack of guidance on corrosion protection is limiting the use of HBSNs for permanent applications in corrosive environments. There are numerous contributing factors that may lead to corrosion of HBSNs. These factors are identified in this report along with a review of the current corrosion mitigation guidance. Parameters to be evaluated in formal corrosion studies are outlined. Finally, recommendations for interim corrosion mitigation guidance and further studies are provided.
KW  - Corrosion
KW  - Corrosion protection
KW  - Earth walls
KW  - Nails
KW  - Protective coating
KW  - Retaining walls
KW  - Soil nailing
KW  - Surveys
KW  - Testing
UR  - http://www.cflhd.gov/programs/techDevelopment/geotech/corrosion/01_HBSN_Corrosion_Factors_Mitigation.pdf
UR  - https://trid.trb.org/view/1118826
ER  - 

TY  - RPRT
AN  - 01354114
AU  - Burati, James L
AU  - Straub, Daniel
AU  - Delk, Adam
AU  - Zhou, Xiaodan
AU  - Clemson University
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Validation of Contractor HMA Testing Data in the Materials Acceptance Process
PY  - 2010/08//Final Report
SP  - 288p
AB  - This study conducted an analysis of the SCDOT HMA specification. A Research Steering Committee comprised of SCDOT, FHWA, and Industry representatives provided oversight of the process. The research process included a literature review, a brief survey to which 42 highway agencies replied, in-person interviews with a few selected agencies, and extensive statistical analyses of test data supplied by SCDOT. Analyses were conducted to determine appropriate standard deviation values to represent the variability of each of the acceptance characteristics used by SCDOT. A total of 1,260 density test results were provided from 22 different projects. A total of 1,775 asphalt content (AC) tests and 1,343 air voids (AV) and VMA tests were provided from 30 different projects. In addition, SCDOT verification test results were obtained from 10 projects and were analyzed and compared with their corresponding contractor acceptance tests. The previous and current SCDOT verification procedures were evaluated and issues concerning each were presented and discussed. Ranges for the appropriate values to use for the within-lot standard deviations for Density, AC, AV, and VMA were also developed. The analysis of verification tests results resulted in new verification testing procedures that were recommended for consideration by SCDOT.
KW  - Acceptance tests
KW  - Air voids
KW  - Asphalt content
KW  - Contractors
KW  - Density
KW  - Hot mix asphalt
KW  - Mineral aggregates
KW  - Quality assurance
KW  - South Carolina
KW  - Verification
UR  - http://www.clemson.edu/t3s/scdot/pdf/projects/Final%20Report-SCDOT-Validation-FHWA-SC-10-02.pdf
UR  - https://trid.trb.org/view/1116915
ER  - 

TY  - RPRT
AN  - 01353623
AU  - Bodvarsson, Gudmundur A
AU  - Muench, Stephen T
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Effects of Loop Detector Installation on the Portland Cement Concrete Pavement Lifespan: Case Study on I-5
PY  - 2010/08//Research Report
SP  - 76p
AB  - The installation of loop detectors in portland cement concrete pavement (PCCP) may shorten affected panel life, thus prematurely worsening the condition of the overall pavement. This study focuses on the performance of those loop embedded panels (LEP) by analyzing pavement data collected by the Washington State Department of Transportation (WSDOT), and comparing it to the overall pavement performance on I-5 in King County. The results were divided by non-rehabilitated, diamond ground and dowel bar retrofit and diamond ground PCCP, as was done in the reference paper, to facilitate comparison. Overall, LEP perform worse – regarding panel cracking – in comparison to loop free panels (LFP), except on the small section of I-5 that has been Dowel Bar Retrofitted and Diamond grinded. For the non-rehabilitated PCCP, the difference between LEP and LFP with 1 crack is less than 1% but more than twice as many LEP have what is considered “failed” panels (2 or more cracks) than LFP. This might indicate that the loop installation affects more the severity of panel cracking than being the cause for it. Using these results and assuming panel replacement of the cost of $20,000 each, the cost of loop installation to the pavement was found to be $560 each. Traffic simulation was done for a section of I-5 to calculate delay due to lane closures, which loop detector installation constitutes. The user cost associated with the delay is a substantial part of the overall cost of loop installation, 40 – 60 percent depending on the number of affected lanes on the freeway. If user costs are accounted for, the overall cost of video and loop detection systems can be comparable.
KW  - Case studies
KW  - Concrete pavements
KW  - Costs
KW  - Diamond grinding
KW  - Dowel bar retrofit
KW  - Interstate 5
KW  - Life cycle costing
KW  - Loop detectors
KW  - Pavement cracking
KW  - Pavement performance
KW  - Service life
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/744.5.pdf
UR  - https://trid.trb.org/view/1118375
ER  - 

TY  - RPRT
AN  - 01353618
AU  - Muench, Stephen T
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Portland Cement Concrete Pavement Best Practices Summary Report
PY  - 2010/08//Research Report
SP  - 29p
AB  - This report summarizes the work and findings from WA-RD 744. This work consisted of four  separate efforts related to best practices for portland cement concrete (PCC) pavement design  and construction: (1) a review of past and current PCC pavement, (2) an analysis of PCC  pavement studded tire wear on the Washington State Department of Transportation (WSDOT) network, (3) a life cycle assessment (LCA) of PCC  pavement rehabilitation options and (4) an analysis of the effects of loop detector installation on  PCC pavement life. Key findings are: (1) outstanding issues to resolve with PCC pavement  include the impact of smaller maximum aggregate size, new dowel bar materials, and shorter  joint spacing, (2) there is no effective means to mitigate studded tire wear, (3) stud wear is  typically in the range of 0.04-0.09 mm/yr but tends to occur more quickly early on in pavement  life, (4) excessive stud wear problems are limited and not a widespread issue, (5) an aggregate  hardness program like Alaska’s can help ensure stud wear does not become a major issue on  newly constructed pavements, (6) life cycle assessment (LCA) can be a useful information tool  and tends to show that crack, seat and overlay rehabilitation of aged PCC pavement provides  many environmental advantages; and (7) current loop embedment practices do not seem to  affect pavement life, however, previous practices may have.
KW  - Aggregate gradation
KW  - Aggregate hardness
KW  - Best practices
KW  - Concrete pavements
KW  - Construction management
KW  - Crack and seat treatment
KW  - Dowel bar retrofit
KW  - Environmental impacts
KW  - Life cycle analysis
KW  - Life cycle costing
KW  - Loop detectors
KW  - Overlays (Pavements)
KW  - Pavement design
KW  - Pavement joints
KW  - Rehabilitation (Maintenance)
KW  - Service life
KW  - Spacing
KW  - Studded tires
KW  - Washington (State)
KW  - Wear
UR  - http://www.wsdot.wa.gov/Research/Reports/700/744.1.htm
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/744.1.pdf
UR  - https://trid.trb.org/view/1118377
ER  - 

TY  - SER
AN  - 01352480
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Thakuriah, Piyushimita
AU  - Metaxatos, Paul
AU  - Mohammadian, Abolfazl
AU  - University of Illinois, Chicago
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Bus Riding on Shoulders
PY  - 2010/08
IS  - 10-073
SP  - 58p
AB  - Bus on shoulder (BOS) operations have been ongoing in several locations across the United States and abroad. Public transit buses in the designated highway and arterial shoulders are generally allowed to travel up to 15 mph faster than traffic in the general lanes, but no more than 35 mph. These operations are typically undertaken to give public transit riders a faster and more reliable traveling experience when highway and arterial general traffic lanes are congested. The research team reviewed the literature on safety and operational aspects of shoulder use and the ways in which shoulder use has been incorporated as a way to manage congestion in several regions. They also interviewed primary stakeholders, who might be involved in planning and operating a BOS system in Northeastern Illinois and analyzed their comments. They found that highway shoulders have been used for a variety of purposes in many regions over time with proper precautions and appropriate authorization, including operating buses on them to bypass congestion in the general traffic lanes. In this study, the investigators show that BOS operations have been undertaken as part of congestion management strategies in many regions. Although Illinois stakeholders have raised many concerns, it appears that BOS operations are feasible for Northeastern Illinois, although much will depend on the selection of the right highway segments, bus driver education and training, awareness among motorists, and various other strategies that should be addressed. Cost and legal factors governing BOS operations should also be addressed. BOS operations may effectively work in Northeastern Illinois, if implemented as part of an overall congestion management strategy and after being studied as a part of a year-long demonstration project to identify the best ways to operate.
KW  - Bus on shoulder operations
KW  - Bus transit operations
KW  - Congestion management systems
KW  - Northeastern Illinois
KW  - Operating speed
KW  - Road shoulders
KW  - Service reliability
KW  - Stakeholders
KW  - Strategic planning
KW  - Traffic congestion
UR  - https://www.ideals.illinois.edu/bitstream/handle/2142/45885/FHWA-ICT-10-073.pdf?sequence=2
UR  - https://trid.trb.org/view/1117146
ER  - 

TY  - RPRT
AN  - 01346523
AU  - Walker, Roger S
AU  - Fernando, Emmanuel
AU  - University of Texas, Arlington
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - A Portable Profiler for Pavement Profile Measurements - Final Report
PY  - 2010/08//Technical Report; Final Report
SP  - 78p
AB  - This report provides a summary of work performed on Texas Department of Transportation (TxDOT) Research Project 0-6004. The project was initiated to develop a single path, easy to use, portable profiler. Such a device was developed. The profiler measurements from the device provide TxDOT an instrument that can easily be mounted or removed from the front or rear bumper of typical TxDOT vehicles. The profile generated is compatible with existing TxDOT formats. Two separate certification tests were successfully conducted on both a full-size Texas Transportation Institute (TTI) pickup truck and a TxDOT full-size van at the inertial profiler certification track located at the Texas A&M Riverside Campus.
KW  - Certification
KW  - Equipment design
KW  - Pavement profile
KW  - Portable equipment
KW  - Profilometers
UR  - http://ranger.uta.edu/~walker/Reports/Final_0-6004-2.pdf
UR  - https://trid.trb.org/view/1108669
ER  - 

TY  - RPRT
AN  - 01346521
AU  - Ramani, Tara
AU  - Zietsman, Josias
AU  - Eisele, William
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Sustainable Trandsportation Performance Measures Calculator: User's Manual
PY  - 2010/08
SP  - 96p
AB  - Sustainable transportation can be viewed as the provision of safe, effective, and efficient access and mobility into the future while considering economic, social, and environmental needs. For the Texas Department of Transportation (TxDOT) to assess options and monitor progress toward achieving the goals of sustainable transportation it is essential that the underlying sustainability-related goals and objectives be quantified and applied to project, corridor, and network levels for planning, operation, and maintenance. In recognition of this need, TxDOT sponsored research under project 0-5541 “Developing Sustainable Transportation Measures for TxDOT’s Strategic Plan.” The overall goal of this project was to develop sustainable transportation performance measures for TxDOT’s strategic goals and objectives as well as a framework for TxDOT to implement a sustainable transportation system in Texas. The end result of this framework is a user-friendly analysis tool developed in Microsoft Excel® to serve as a platform for evaluating the performance measures and combining them into a final sustainability index. This report is a User's Manual for this analysis tool.  Chapter 1 introduces the User's Manual, highlights the intended audience for the material and lists the remaining chapters in this user’s manual. Chapter 2 gives a general overview of the calculator, including hardware and software requirements and a general description of its main components.  Chapter 3 discusses how to use the calculator while performing an analysis. Chapter 4 provides an overview of the performance measures used within the calculator.  Chapter 5 discusses understanding the results of the calculator.
KW  - Access
KW  - Computer program documentation
KW  - Computer tools
KW  - Mobility
KW  - Performance measurement
KW  - Strategic planning
KW  - Sustainable transportation
KW  - Texas
UR  - http://tti.tamu.edu/documents/5-5541-01-P2.zip
UR  - https://trid.trb.org/view/1108083
ER  - 

TY  - RPRT
AN  - 01346510
AU  - Cleveland, Theodore G
AU  - Rainwater, Kenneth A
AU  - Smirnov, Sergey
AU  - Barnes, Wade
AU  - DaCosta, Larissa
AU  - Basnet, Bijay
AU  - Aseze, Martin
AU  - Mendoza, Zeferino
AU  - Singleton, Kirsten
AU  - Murphy, Holly
AU  - Ulary, Annabell
AU  - Texas Tech University, Lubbock
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Hydraulic Capacity of Type-H Inlets
PY  - 2010/08//Technical Report
SP  - 242p
AB  - Type H Inlets are frequently used by the Texas Department of Transportation as median drains for divided highways. Despite frequent use, engineers do not have adequate design information to mathematically describe the hydraulic performance of these structures. Typically, it has been assumed that IL-H-G and IL-H-L function essentially the same as roadway grates or curb inlets, but there is no basis for that assumption. Type-H drop inlets were investigated using a database from literature-reported experiments for similar inlets and physical model studies conducted at Texas Tech University (TTU). The findings of this study are: Type-H inlets, as studied, perform similar to the HEC-22 expectations when the weir-type conditions are applied (Equation (4-26) in HEC-22). Orifice-type models could not explain the TTU or the literature-derived observations. A power-law model that uses the dimensionless groups suggested by Cassidy (1966), with the slopes omitted, provides a reasonable explanation of inlet behavior. SWMM was investigated as a predictive tool by comparison to the TTU experimental results. The SWMM model was subject to very minimal calibration yet predicted performance reasonably well, especially when full inlet capture may occur. Examples of performance prediction using HEC-22, the power-law model and SWMM are presented to provide some guidance for Type-H inlet design.
KW  - Culvert inlets
KW  - Design
KW  - Divided highways
KW  - Drainage structures
KW  - Hydraulic capacity
KW  - Hydraulics
KW  - Literature reviews
KW  - Medians
KW  - Performance prediction
KW  - Structural models
KW  - SWMM (Computer program)
UR  - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/0-5823-fpr.pdf
UR  - https://trid.trb.org/view/1108086
ER  - 

TY  - RPRT
AN  - 01344991
AU  - Boodlal, Leverson
AU  - Abraham, Tintu
AU  - KLS Engineering, LLC
AU  - Federal Highway Administration
TI  - Sample Transportation Management Plans and Templates
PY  - 2010/08
SP  - 278p
AB  - This Guide consisting of samples, templates, and tips is designed to help transportation agencies with the development and implementation of their own Transportation Management Plans (TMPs). Understanding the work zone impacts is critical to developing effective work zone TMPs that provide for adequate safety and mobility for the traveling public and construction workers. The primary intended audience for this guide is transportation agency staff, including technical staff, (planners, designers, traffic engineers, highway/safety engineers, etc); management and executive-level staff responsible for setting policy and program direction; field staff responsible for building projects and managing work zones; and staff responsible for assessing performance in these areas. The TMP samples and templates presented in the guide represent two projects with different levels of impacts. (1) Template 1 and Sample 1— Projects with minor-to-moderate level of impacts. (2) Template 2 and Sample 2— Projects with moderate-to-major level of impacts.
KW  - Mobility
KW  - Transportation management plans
KW  - Transportation planning
KW  - Work zone safety
UR  - http://ops.fhwa.dot.gov/wz/resources/final_rule/tmp_examples/sample_tmps/final_sample_tmps.pdf
UR  - https://trid.trb.org/view/1105654
ER  - 

TY  - RPRT
AN  - 01343314
AU  - Jansuwan, Sarawut
AU  - Wonginta, Thitima
AU  - Chen, Anthony
AU  - Utah State University, Logan
AU  - Utah Department of Transportation
AU  - Federal Highway Administration
TI  - Development of a Decision Support Tool for Assessing Vulnerability of Transportation Networks
PY  - 2010/08//Final Report
SP  - 194p
AB  - This research develops a decision support tool for assessing vulnerability of transportation networks. This report consists of 1) describing the trends of freight movements in Utah, 2) identifying the current and potential freight chokepoints/bottlenecks in Utah, 3) estimating a simplified truck Origin-Destination (O-D) trip table using the commodity flow data from the U.S. Department of Transportation Freight Analysis Framework (FAF), 4) developing a visualization tool combined with geographical information systems (GIS) features for transportation network vulnerability analysis as a decision support tool, 5) conducting a case study based on the disruption scenarios of highway bridges using the highway system in the state of Utah to evaluate the decision support tool, and 6) providing suggestions for future research.
KW  - Bottlenecks
KW  - Case studies
KW  - Commodity flow
KW  - Decision support systems
KW  - Freight Analysis Framework
KW  - Freight traffic
KW  - Geographic information systems
KW  - Highway bridges
KW  - Origin and destination
KW  - Risk assessment
KW  - Traffic network disruption
KW  - Trip tables
KW  - Trucking
KW  - Utah
KW  - Visualization
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=42364
UR  - http://ntl.bts.gov/lib/40000/40500/40586/UT-10.13_DS_Tool_for_Assessing_Network_Vulnerability_final_web.pdf
UR  - https://trid.trb.org/view/1105133
ER  - 

TY  - RPRT
AN  - 01342813
AU  - Cluett, Chris
AU  - Kitchener, Fred M
AU  - Battelle Seattle Research Center
AU  - Federal Highway Administration
TI  - Implementation and Evaluation of the Sacramento Regional Transportation Management Center Weather Alert Notification System
PY  - 2010/08//Evaluation Report
SP  - 85p
AB  - This report presents the results of an evaluation of Caltrans District 3 Regional Transportation Management Center’s (RTMC) implementation of a weather alert notification system. This alert system was selected for implementation from among several weather information integration strategies identified by the RTMC through a self-evaluation process supported by the Federal Highway Administration (FHWA) Road Weather Management Program. The weather types of particular interest to RTMC operations are fog, wind and frost. These weather conditions have potential consequences for the operation of their transportation system and the safety of the traveling public. The RTMC desired to more effectively and proactively manage their system and keep their traveling public well informed when faced with these weather conditions. They implemented a system that automatically generates adverse weather warnings and alerts to the RTMC operators to help them make more timely and effective decisions regarding posting advisory messages to the public on electronic roadside message signs. Quantitative and qualitative data were collected to support evaluation measures in both the baseline and post-deployment periods. The evaluation focused on several significant weather events (fog, wind and frost), documenting the alerts, the progress of the event, and operator messaging responses to the event. It identified a need for operator training and for clear procedures to guide the use of the alert system, and these improvements were implemented on an on-going basis during the course of the evaluation over the 2009-2010 winter period. Management intends to fine tune their alert system, including adding additional sensors when their budgets will allow that, based on the evaluation findings, to further enhance the alert system’s effectiveness.
KW  - Alert systems
KW  - Data collection
KW  - Fog
KW  - Frost
KW  - Highway operations
KW  - Regional planning
KW  - Regional transportation
KW  - Road weather information systems
KW  - Sacramento (California)
KW  - Sensors
KW  - Traffic control centers
KW  - Traffic data
KW  - Wind
UR  - http://ntl.bts.gov/lib/36000/36100/36168/sac_evaluation_report_final.pdf
UR  - https://trid.trb.org/view/1103950
ER  - 

TY  - RPRT
AN  - 01341958
AU  - Schmalzer, Peter N
AU  - Plett, Randy W
AU  - Elkins, Gary E
AU  - MACTEC Engineering and Consulting, Incorporated
AU  - Federal Highway Administration
TI  - LTPP Specific Pavement Studies (SPS) Materials Action Plan Final Report
PY  - 2010/08//Final Report
SP  - 238p
AB  - This report summarizes the activities and accomplishments of the Long-Term Pavement Performance (LTPP) program Materials Action Plan (MAP). The MAP was initiated in August 2004 to improve the extent and amount of materials data to characterize the pavement structure of test sections at LTPP Specific Pavement Study (SPS) -1, -2, -5, -6, and -8 experimental sites. The success of the MAP can be attributed to the cooperation and efforts of participating highway agencies, leadership of the Federal Highway Administration (FHWA) LTPP team, and technical input from LTPP’s Transportation Research Board Committee and Expert Task Groups. The MAP was also supported by the efforts of the FHWA LTPP team of technical services, regional support, and laboratory contractors. Through this effort, the amount and quality of available materials data greatly increased. Data from tests not previously performed were added, results from aging materials tests were obtained, corrections were made to some pavement structure information from new field investigations, and to the extent possible, previous data deficiencies were corrected. This report documents the planning, execution, and outcomes of this highly successful activity.
KW  - Asphalt concrete
KW  - Asphalt pavements
KW  - Base course (Pavements)
KW  - Concrete pavements
KW  - Data collection
KW  - Laboratory tests
KW  - Long-Term Pavement Performance Program
KW  - Materials tests
KW  - Portland cement concrete
KW  - Properties of materials
KW  - Specific Pavement Studies (LTPP)
KW  - Subbase (Pavements)
KW  - Subgrade (Pavements)
KW  - Test sections
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/10049/10049.pdf
UR  - https://trid.trb.org/view/1104403
ER  - 

TY  - RPRT
AN  - 01340429
AU  - Sheridan, Richard
AU  - Maynard, Brian
AU  - Harrison, Bryan D
AU  - Manteuffel, Chris
AU  - University of Rhode Island, Kingston
AU  - Rhode Island Department of Transportation
AU  - Federal Highway Administration
TI  - RIDOT Salt Tolerant Tree and Shrub Guide
PY  - 2010/08//Final Report
SP  - v.p.
AB  - Access and knowledge of a salt tolerant plant list is critical for Rhode Island highways.  Rhode Island has a number of unique environmental characteristics that make roadside plantings difficult to establish.  These include road salt runoff and salt spray from both highways and ocean breezes.  The presence of roadside vegetation has many functions that serve highway users and the state.  This study reviewed the literature available on salt tolerant trees and shrubs and consulted associated professionals for recommendations on those plant species viable for Rhode Island.  The study also reviewed existing roadside plantings in the state of Rhode Island identified by the RIDOT landscape division for their success in establishing in difficult salt stressed environments.  The accompanying guide provides a list of salt tolerant trees and shrubs found in the literature review which are suitable to the Rhode Island climate.  The salt tolerant plants are divided into lists by salt tolerance, plant characteristics, and groups associated by light and moisture requirements.  This manual is a tool for RIDOT landscape and engineering personnel to help select plants for roadside use in Rhode Island.
KW  - Landscaping
KW  - Plants
KW  - Rhode Island
KW  - Roadside
KW  - Runoff
KW  - Seawater
KW  - Shrubs
KW  - Sodium chloride
KW  - Tolerance (Physiology)
KW  - Trees
UR  - https://trid.trb.org/view/1101836
ER  - 

TY  - RPRT
AN  - 01337360
AU  - Stokoe, Kenneth H
AU  - Kallivokas, Loukas F
AU  - Nam, Boo H
AU  - Carpenter, Claire K
AU  - Bryant, Adam D
AU  - Weeks, Damon A
AU  - Beno, Joseph H
AU  - Scullion, Thomas
AU  - Liu, Wenting
AU  - University of Texas, Austin
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Progress During the First Year Towards Building the Total Pavement Acceptance Device (TPAD)
PY  - 2010/08//Annual Report
SP  - 79p
AB  - During the first year of Project 0-6005, significant progress was made towards developing the Total Pavement Acceptance Device (TPAD). The TPAD will be a multi-function device that will be used to survey continuously along pavements at speeds in the range of 5 to 10 mph. The test functions will include those associated with Rolling Dynamic Deflectometer (RDD), ground penetrating radar (GPR), Distance Measurement Instrument (DMI) and high-precision differential Global Positioning System (GPS), and surface temperature measurements, as well as digital video imaging of the pavement and right-of-way conditions. The basic moving platform for the TPAD was selected and initial prototype tests were conducted at the Texas Department of Transportation (TxDOT) Flight Services Facility at Austin Bergstrom International Airport (ABIA). Progress was made in developing: (1) improved rolling sensors and associated data analysis methods commensurate with the target testing speeds and (2) an integrated data acquisition and display system that records all test functions on the same time and distance baselines.
KW  - Acceptance tests
KW  - Airport runways
KW  - Data collection
KW  - Data displays
KW  - Distance measuring equipment
KW  - Global Positioning System
KW  - Ground penetrating radar
KW  - Pavements
KW  - Prototype tests
KW  - Prototypes
KW  - Rolling dynamic deflectometers
KW  - Rolling sensors
KW  - Surface temperature
KW  - Total Pavement Acceptance Devices
KW  - Video imaging detectors
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6005_1.pdf
UR  - https://trid.trb.org/view/1100349
ER  - 

TY  - SER
AN  - 01337332
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Straub, T D
AU  - Over, T M
AU  - U.S. Geological Survey
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Pier and Contraction Scour Prediction in Cohesive Soils at Selected Bridges in Illinois
PY  - 2010/08//Research Report
SP  - 133p
AB  - This report presents the results of testing the Scour Rate In Cohesive Soils-Erosion Function Apparatus (SRICOS-EFA) method for estimating scour depth of cohesive soils at 15 bridges in Illinois. The SRICOS-EFA method for complex pier and contraction scour in cohesive soils has two primary components. The first component includes the calculation of the maximum contraction and pier scour (Zmax). The second component is an integrated approach that considers a time factor, soil properties, and continued interaction between the contraction and pier scour (SRICOS runs). The SRICOS-EFA results were compared to scour prediction results for non-cohesive soils based on Hydraulic Engineering Circular No. 18 (HEC-18). On average, the HEC-18 method predicted higher scour depths than the SRICOS-EFA method. A reduction factor was determined for each HEC-18 result to make it match the maximum of three types of SRICOS run results. The unconfined compressive strength (Qu) for the soil was then matched with the reduction factor and the results were ranked in order of increasing Qu. Reduction factors were then grouped by Qu and applied to each bridge site and soil. These results, and comparison with the SRICOS Zmax calculation, show that less than half of the reduction-factor method values were the lowest estimate of scour; whereas, the Zmax method values were the lowest estimate for over half. A tiered approach to predicting pier and contraction scour was developed. There are four levels to this approach numbered in order of complexity, with the fourth level being a full SRICOS-EFA analysis. Levels 1 and 2 involve the reduction factors and Zmax calculation, and can be completed without EFA data. Level 3 requires some surrogate EFA data. Levels 3 and 4 require streamflow for input into SRICOS. Estimation techniques for both EFA surrogate data and streamflow data were developed.
KW  - Bridge piers
KW  - Bridges
KW  - Cohesive soils
KW  - Contraction
KW  - Depth
KW  - Forecasting
KW  - Illinois
KW  - Scour
UR  - https://www.ideals.illinois.edu/bitstream/handle/2142/45749/FHWA-ICT-13-025.pdf?sequence=2
UR  - https://trid.trb.org/view/1097595
ER  - 

TY  - RPRT
AN  - 01335440
AU  - Lodgher, Akhtar
AU  - Perkins, Judy A
AU  - Yang, Yonggao
AU  - Jones, Erick
AU  - Hawkins, H Gene
AU  - Texas Transportation Institute
AU  - Prairie View A&M University
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Feasibility and Applications of RFID Technologies to Support Right-of-Way Functions: Technical Report
PY  - 2010/08//Technical Report
SP  - 116p
AB  - Radio frequency identification device (RFID) technology provides the capability to store a unique identification number and some basic attribute information, which can be retrieved wirelessly. This research project studied the feasibility of using RFID technology to support managing assets in the Texas Department of Transportation (TxDOT) right-of-way (ROW). The project focused on using RFID to support managing utilities, outdoor advertising, ROW marker/survey control, and other highway infrastructure features and attributes. Research activities included synthesizing existing information on RFID applications and specific information on utility management, conducting laboratory evaluations of the performance of RFID tags in selected buried applications, developing an integration schema for RFID application, assessing the feasibility of TxDOT using or requiring RFID to manage assets in the ROW, and identifying implementation opportunities for RFID in ROW applications. RFID markers are commercially available for identifying underground utilities and are used by some utility companies for this purpose. But no state transportation agency has required their use on a widespread basis, although one agency has used such markers during a utility relocation project and found the application to have significant benefits. The research team found that RFID technology, while widely used for inventory control, has limited application for a transportation agency in the highway right-of-way. Based on the findings generated from the activities of this project, the research team does not recommend the widespread use of RFID technologies for managing assets in the ROW. However, the research team found that there may be some benefits to using RFID technology in limited applications, such as utility relocation projects and survey monumentation.
KW  - Asset management
KW  - Feasibility analysis
KW  - Public utilities
KW  - Radio frequency identification
KW  - Right of way (Land)
KW  - Roadside advertising
KW  - Underground utility lines
UR  - http://tti.tamu.edu/documents/0-6142-1.pdf
UR  - http://ntl.bts.gov/lib/36000/36000/36042/0-6142-1.pdf
UR  - https://trid.trb.org/view/1098928
ER  - 

TY  - RPRT
AN  - 01329779
AU  - Rakauskas, Michael
AU  - Creaser, Janet
AU  - Manser, Michael
AU  - Graving, Justin
AU  - Donath, Max
AU  - University of Minnesota, Twin Cities
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Validation Study – On-Road Evaluation of the Cooperative Intersection Collision Avoidance System – Stop Sign Assist Sign: CICAS-SSA Report #5
PY  - 2010/08//Final Report
SP  - 107p
AB  - The CICAS-SSA sign is a roadside driver support system that is intended to improve gap rejection at rural stop-controlled intersections. The CICAS-SSA system tracks vehicle locations on a major roadway and then displays a message to a driver on the minor road via an active LED icon-based sign. The basis of this sign is a “Divided Highway” sign that is commonly presented in traffic environments. Overlaid on the roadways of the sign are yellow or red icons that represent approaching vehicles that are at a distance at which the driver on the minor road should proceed with caution or at a distance that is considered unsafe to enter the intersection. Previous research conducted in a driving simulation environment indicated potentially beneficial changes in driver decision-making relative to approaching vehicle gap sizes and indicated that drivers perceive the system as being both useful and satisfying. While simulation-based evaluations provide a wealth of useful information, their ability to replicate the full array of behavioral, cognitive, and perceptual elements of a driving environment do have some limitations. It is because of these limitations that it is useful to confirm simulation-based findings in a real-world environment. The primary goal of the current work was to evaluate the candidate CICAS-SSA sign in a real-world setting to confirm previously identified benefits and identify any unintended consequences of sign usage. This goal was accomplished through a validation field test performed at the intersection of US Highway 52 and County Road 9 in Southern Minnesota. The findings of the work are summarized in this report.
KW  - Behavior
KW  - Cooperative Intersection Collision Avoidance System
KW  - Countermeasures
KW  - Field studies
KW  - Gap acceptance
KW  - Highway safety
KW  - Intersections
KW  - Rural highways
KW  - Stop signs
KW  - Traffic crashes
KW  - Warning signs
UR  - http://www.its.dot.gov/research_docs/pdf/cicas_tech_doc5.pdf
UR  - http://www.its.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1452
UR  - https://trid.trb.org/view/1090902
ER  - 

TY  - RPRT
AN  - 01329731
AU  - Gorjestani, Alec
AU  - Menon, Arvind
AU  - Cheng, Pi-Ming
AU  - Shankwitz, Craig
AU  - Donath, Max
AU  - University of Minnesota, Twin Cities
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - The Design of a Minimal Sensor Configuration for a Cooperative Intersection Collision Avoidance System—Stop Sign Assist: CICAS-SSA Report #2
PY  - 2010/08//Final Report
SP  - 61p
AB  - The deployment of a Cooperative Intersection Collision Avoidance System – Stop Sign Assist (CICAS-SSA) can save lives by addressing the causal factor of crashes at rural thru-Stop intersection: drivers who stop on the minor leg of the intersection, improperly assess the gaps in the traffic on the major leg, proceed, and are then hit. The prototype CICAS-SSA system consisted of a network of sensors covering both the minor and the major legs of the intersection. Sensors on the minor road monitored the approach of vehicles and classified them based on their length and height. Sensors along the major road were arrayed to track vehicles (and the gaps between them) approaching the crossroads from 2000 feet away as a means to ensure that the tracking algorithm had sufficient time to “lock on” and track all approaching vehicles. Because cost is a primary concern for any highway safety application, the development of a “minimal sensor set” which would provide adequate safety performance for minimum cost was paramount to the success of the CICAS-SSA program. This report documents the development of this minimal sensor configuration.
KW  - Arterial highways
KW  - Cooperative Intersection Collision Avoidance System
KW  - Gap acceptance
KW  - Highway safety
KW  - Intersections
KW  - Rural highways
KW  - Secondary roads
KW  - Sensors
KW  - Stop signs
KW  - Traffic crashes
UR  - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1446
UR  - http://www.its.dot.gov/research_docs/pdf/cicas_tech_docrpt2.pdf
UR  - https://trid.trb.org/view/1090892
ER  - 

TY  - RPRT
AN  - 01329730
AU  - Rollins, Kyle M
AU  - Gerber, Travis M
AU  - Na, Mo'oud
AU  - Brigham Young University
AU  - Utah Department of Transportation
AU  - Federal Highway Administration
TI  - Numerical Analysis of Dense Narrow Backfills for Increasing Lateral Passive Resistance
PY  - 2010/08//Final Report
SP  - 210p
AB  - Previously, full-scale lateral load tests conducted on pile caps with different aspect ratios showed that placement of a narrow, dense backfill zone against the cap could substantially increase the passive resistance. The objective of this study is to develop design equations to predict the increased passive resistance for these limited width backfills for both 2D and 3D conditions. For this purpose, the finite element program, PLAXIS 2D was used to investigate the 2D or plane strain passive resistance. To validate the procedure, numerical results were calibrated against analytical results obtained from PYCAP and ABUTMENT. The analytical models were additionally validated by comparison with measured ultimate passive resistances. The calibrated model was then used to simulate the passive behavior of limited width gravel backfills. Parametric studies were also executed to evaluate the influence of a range of selected design parameters, related to the pile cap geometry and backfill soil type, on the passive resistance of limited width backfills. Numerical results indicated that significant increases in passive resistance could be expected for long abutment walls where end effects are less pronounced and the geometry is closer to a plane strain condition. Based on results obtained from the parametric studies, a design method was developed for predicting the ultimate passive resistance of limited width backfills, for both plane strain and 3D geometries. Comparisons between measured and numerical results indicated that using the Brinch- Hansen 3D correction factor, R3D, as a multiplier to the plane strain resistances, will provide a conservative estimate of the actual 3D passive response of a pile cap with a limited width backfill.
KW  - Backfilling
KW  - Gravel
KW  - Lateral loads
KW  - Numerical analysis
KW  - Passive resistance
KW  - Pile caps
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=37916
UR  - http://www.udot.utah.gov/main/uconowner.gf?n=1789317676767302
UR  - https://trid.trb.org/view/1090431
ER  - 

TY  - RPRT
AN  - 01329715
AU  - Grejner-Brzezinska, Dorota A
AU  - Edwards, Karla
AU  - Ohio State University, Columbus
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Performance of GEOID09 for Height Conversion in Ohio
PY  - 2010/08
SP  - 50p
AB  - This study evaluates Height Modernization issues related to NGS hybrid geoid performance (specifically GEIOD09 and GEOID03) for height conversions between NAVD88 and NAD83 for the state of Ohio and quality of gravity and height data needed to produce a cm-accurate gravimetric geoid. The hybrid geoid is of particular significance in this study, because an accurate hybrid geoid would support both accurate height conversions as well as improve orthometric (MSL) height determination, facilitating the almost-total replacement (except in GPS-antagonistic environments) of traditional leveling exercises by GPS leveling, a much more cost- and labor-efficient heighting technique than its traditional counterpart.
KW  - Ellipsoid heights
KW  - Geoids
KW  - Global Positioning System
KW  - Height
KW  - Leveling
KW  - Modernization
KW  - Ohio
UR  - http://worldcat.org/oclc/698181347/viewonline
UR  - https://trid.trb.org/view/1089737
ER  - 

TY  - RPRT
AN  - 01328482
AU  - Yu, Xiong
AU  - Yu, Xinbao
AU  - Case Western Reserve University
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Field Monitoring of Scour Critical Bridges: A Pilot Study of Time Domain Reflectometry Real Time Automatic Bridge Scour Monitoring System
PY  - 2010/08//Final Report
SP  - 213p
AB  - Scour is a major threat to the safety of bridges. Instruments for the measurement and monitoring of bridge scour are necessary to study scour processes and to support bridge management. The lack of robust and economical scour monitoring devices prevents the implementation of a bridge scour monitoring program among bridge owners. This project explores the design and analyses of scour sensors using principles of Time Domain Reflectometry (TDR). The performance of a scour probe was first tested in laboratory simulated scour experiments. Three different signal analyses methods were developed to obtain the scour depth from TDR signals. Besides scour depth, additional information related to scour assessment, i.e. sediment density and electrical conductivity of water, were also determined from TDR signals. The sensing principles and analysis algorithms were validated from simulated scour tests under various conditions which are expected to be encountered in the field. The field conditions considered included: variation of sediment types, water conductivity, turbidity, air entrapment, and water elevation. These further validated the robustness of the scour sensing principles. Upon validation, a field worthy sensor was designed. The sampling area and effective measured dielectric constant were determined using a finite element analysis method. Evaluation of the sensor indicated that it was able to successfully monitor the scour processes (scour and refill) in real-time with high accuracy. Six TDR bridge scour sensor were installed at BUT-122-0606 bridge on SR 122 over the Great Miami River in Butler County, with assistance of project partners GRL Engineers Inc., and J&L laboratories. Automatic monitoring units were installed to automatically taking scour sensor signals and wireless transmitting the sensor data. The sensors were installed using routine geotechnical site investigation tools and procedures. High quality signals were obtained, from which the development of scour adjacent to bridge piers were measured. The results are reasonable. The pilot study points to the promise of this new technology for long term bridge scour monitoring purpose. Continued evaluation and refinement of this new scour monitoring sensor system is highly recommended.
KW  - Bridges
KW  - Monitoring
KW  - Scour
KW  - Sensors
KW  - Structural health monitoring
KW  - Time domain reflectometers
UR  - http://worldcat.org/oclc/698673119/viewonline
UR  - https://trid.trb.org/view/1089507
ER  - 

TY  - SER
AN  - 01328162
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Do, Ann
AU  - Federal Highway Administration
TI  - Effects of Yellow Rectangular Rapid-Flashing Beacons on Yielding at Multilane
Uncontrolled Crosswalks
PY  - 2010/08
SP  - 4p
AB  - This document is a technical summary of the Federal Highway Administration report, Effects of Yellow Rectangular Rapid-Flashing Beacons on Yielding at Multilane Uncontrolled Crosswalks (FHWA-HRT-10-043). This study examined the effects of side-mounted yellow light-emitting diode (LED) rectangular rapid-flashing beacons (RRFBs) at uncontrolled marked crosswalks in a series of experiments. Many methods have been examined to increase driver yielding behavior to pedestrians at multilane crosswalks at uncontrolled sites with relatively high average daily traffic (ADT). Only treatments that employ a red phase have consistently produced sustained high levels of yielding in previous studies.  A series of five experiments examined the efficacy of RRFBs to increase driver yielding behavior. These studies examined the effects of RRFBs at 22 sites in 3 cities in the United States (St. Petersburg, FL; Washington, DC; and Mundelein, IL). Data were also collected over a 2-year follow-up period at 18 of these sites to determine the long-term effects of the RRFB treatments. Another objective of the study was to compare the RRFB with a traditional overhead yellow flashing beacon and a side-mounted traditional yellow flashing beacon. A final objective of the study was to attempt to identify ways to further increase the effectiveness of the treatment. Variants subjected to evaluation included mounting additional units on a median or pedestrian refuge island and aiming the RRFB system to maximize brightness at a target site.
KW  - Crosswalks
KW  - Flashing beacons
KW  - Highway traffic control
KW  - Light emitting diodes
KW  - Multilane traffic
KW  - Unsignalized intersections
KW  - Yellow
KW  - Yield (Traffic)
UR  - http://www.fhwa.dot.gov/publications/research/safety/pedbike/10046/10046.pdf
UR  - https://trid.trb.org/view/1086576
ER  - 

TY  - RPRT
AN  - 01328143
AU  - Federal Highway Administration
TI  - Highway Safety Improvement Program Assessment Toolbox
PY  - 2010/08
SP  - 66p
AB  - The Highway Safety Improvement Program (HSIP) is established under 23 U.S.C. 148 with the primary purpose of achieving a significant reduction in traffic fatalities and serious injuries on public roads. The HSIP encompasses the Strategic Highway Safety Plan (SHSP), the State’s Highway Safety Improvement Program (State HSIP), which includes the High Risk Rural Roads program (HRRRP), and the Railway-Highway Grade Crossing Program (RHGCP). The HSIP Assessment Toolbox presents information to assist SDOTs, FHWA Division Offices and other safety partners (i.e., Metropolitan Planning Organizations), as appropriate, with HSIP-related program assessments. Each type of program assessment is described in detail within the toolbox, while supporting resources are provided in the appendices.
KW  - Evaluation and assessment
KW  - Highway safety
KW  - Improvements
KW  - Program evaluation
KW  - Safety programs
UR  - http://safety.fhwa.dot.gov/hsip/resources/fhwasa10017/fhwasa10017.pdf
UR  - https://trid.trb.org/view/1086321
ER  - 

TY  - RPRT
AN  - 01325004
AU  - Gorjestani, Alec
AU  - Menon, Arvind
AU  - Cheng, Pi-Ming
AU  - Newstrom, Bryan
AU  - Shankwitz, Craig
AU  - Donath, Max
AU  - University of Minnesota, Twin Cities
AU  - Intelligent Transportation Systems Institute
AU  - Federal Highway Administration
TI  - Macroscopic Review of Driver Gap Acceptance and Rejection Behavior at Rural Thru-Stop Intersections in the US – Data Collection Results for Eight States: CICAS-SSA Report #3
PY  - 2010/08//Final Report
SP  - 77p
AB  - Crashes at rural thru-stop intersections arise primarily from a driver attempting to cross or enter the mainline traffic stream after failing to recognize an unsafe gap condition. Because the primary cause of these crashes is not failure to stop, but failure to recognize an unsafe condition, the US DOT FHWA, Mn/DOT, and the University of Minnesota ITS Institute undertook the CICAS-SSA program. CICAS-SSA uses roadside radar sensors, a computer processor and algorithms to determine unsafe conditions, and an active LED icon based sign to provide timely alerts and warnings which are designed to reduce the frequency of crashes at rural expressway intersections. These rural, thru-stop crashes are problems in many states. In conjunction with the CICAS-SSA program, Mn/DOT and the University of Minnesota led a nine-state (CA, GA, IA, MI, MN, NC, NH, NV, and WI) pooled-fund study whereby driver behavior data at rural thru-stop intersections was collected by the Minnesota Mobile Intersection Surveillance System (MMISS). The ultimate goal of the pooled fund study and the analysis of that data described here, was to identify whether drivers in different regions of the county exhibit different gap acceptance/rejection behavior, and if different driver behaviors are identified, determine whether they are different enough to inhibit the deployment of a common CICAS-SSA design throughout the US. The analysis of the data indicated that the system can indeed be deployed nationally.
KW  - Behavior
KW  - Drivers
KW  - Gap acceptance
KW  - Highway safety
KW  - Regions
KW  - Rural highways
KW  - States
KW  - Traffic crashes
KW  - United States
KW  - Unsignalized intersections
UR  - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1448
UR  - http://www.its.dot.gov/research_docs/pdf/cicas_tech_docrpt3.pdf
UR  - https://trid.trb.org/view/1086285
ER  - 

TY  - RPRT
AN  - 01325000
AU  - Rollins, Kyle M
AU  - Gerber, Travis M
AU  - Cummins, Colin R
AU  - Pruett, Joshua M
AU  - Brigham Young University
AU  - Utah Department of Transportation
AU  - Federal Highway Administration
TI  - Dynamic Passive Pressure on Abutments and Pile Caps
PY  - 2010/08//Final Report
SP  - 255p
AB  - This study investigated the lateral load response of a full-scale pile cap with nine different backfill conditions, more specifically being: 1) no backfill present (baseline response), 2) densely compacted clean sand, 3) loosely compacted clean sand, 4) densely compacted fine gravel, 5) loosely compacted fine gravel, 6) densely compacted coarse gravel, 7) loosely compacted coarse gravel, 8) a 3-ft wide densely compacted fine gravel zone with loosely compacted clean sand backfill, and 9) a 6-ft wide densely compacted fine gravel zone with loosely compacted clean sand backfill. The pile cap was loaded using a combination of hydraulic load actuators and an eccentric mass shaker. The actuators were used to slowly push (statically load) the pile cap to incrementally larger target displacement levels. At each displacement level, the actuators were used to cyclically displace the pile cap a small distance, and the shaker was used to apply a dynamic loading on top of the static holding force from the actuators. Hence, the results presented in this report address static, cyclic, and dynamic loadings. The results of this study include horizontal load versus displacement relationships for the pile cap with differing backfill conditions and earth pressure distributions along the pile cap face. The results also include comparisons between measured and theoretically-based or calculated values. Additional results include descriptions of vertical displacement, horizontal displacement and cracking of the backfill. The stiffness and damping for the pile cap with the different backfill conditions were also determined.
KW  - Backfill soils
KW  - Backfilling
KW  - Bridge abutments
KW  - Dynamic loads
KW  - Load tests
KW  - Passive earth pressure
KW  - Pile caps
KW  - Repeated loads
KW  - Static loads
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=37917
UR  - http://www.udot.utah.gov/main/uconowner.gf?n=1838712787279376
UR  - http://ntl.bts.gov/lib/35000/35400/35442/UT.10-18_NEW.pdf
UR  - https://trid.trb.org/view/1086081
ER  - 

TY  - RPRT
AN  - 01324957
AU  - Kim, Sang-Soo
AU  - EZ Asphalt Technology, LLC
AU  - Federal Highway Administration
TI  - Asphalt Binder Cracking Device to Reduce Low Temperature Asphalt Pavement Cracking
PY  - 2010/08//Final Project Report
SP  - 36p
AB  - The main objectives of this project are to refine the ABCD test method and to conduct the ABCD interlaboratory study (ILS). During Phase 1, ABCD test equipment and test procedures were refined. During Phase 2, five units of ABCD were manufactured and tested for an ABCD ILS. Thirty one laboratories volunteered for the ABCD ILS. Following manufacturing and testing, the units were delivered to the first five participating laboratories. As a laboratory finished the ILS testing, the unit was repacked and shipped to the next waiting laboratory. Due to the larger than expected number of volunteering laboratories, the original binder samples prepared for this ABCD ILS ran out in the middle of ILS testing . Replacement binder samples were used for the later part of ABCD ILS testing. The analyses of ABCD ILS were based on the data from 23 laboratories that used the original binder samples. With very limited experience with the ABCD equipment and test procedure, almost all participating laboratories were able to complete the ABCD ILS successfully without major difficulty. Ten laboratories also volunteered to participate in Bending Beam Rheometer (BBR) critical temperature ILS. The results of ABCD and BBR ILS indicated that the precision estimates of ABCD cracking temperature and those of the BBR critical temperature were comparable. The standard deviation of the ABCD cracking temperature, the strain jump, and the fracture strength for single operator ABCD tests were 0.95°C, 5.48 με, and 0.86 MPa, respectively. The standard deviation of the ABCD cracking temperature, the strain jump, and fracture strength for multilaboratory ABCD test were 1.36°C, 7.21 με, and 1.13 MPa, respectively. The standard deviation of the BBR critical temperature for single operator and multilaboratory test were 0.44°C and 0.75°C, respectively when the critical temperatures were determined from an interpolation process where the BBR test results from two adjacent grading temperatures bracket the critical values of creep stiffness and m-value. The precision estimates of the BBR critical temperature are better than those of the ABCD cracking temperature. However, the BBR critical temperature alone cannot estimate the proper cracking temperature of asphalt binder. Strength test must be performed and combined with the BBR test results. Then, the precision of the resulting cracking temperature by BBR would be similar to that of ABCD cracking temperature. To further improve the precision of ABCD test results, No-Trim ABCD test procedure was developed. An experiment performed with limited number of binders showed that the steps for trimming and lubrication of the silicone mold in the current ABCD procedure could be eliminated. Based on these findings, a revised ABCD test procedure was developed and presented in this report. The No-Trim ABCD test procedure is expected to improve the precision of ABCD test results, especially the multilaboratory precision estimates.
KW  - Asphalt pavements
KW  - Bituminous binders
KW  - Cracking
KW  - Laboratory tests
KW  - Test procedures
UR  - http://www.fhwa.dot.gov/hfl/partnerships/asphalt/ez/ez.pdf
UR  - https://trid.trb.org/view/1086282
ER  - 

TY  - RPRT
AN  - 01324948
AU  - Gorjestani, Alec
AU  - Menon, Arvind
AU  - Cheng, Pi-Ming
AU  - Shankwitz, Craig
AU  - Donath, Max
AU  - University of Minnesota, Twin Cities
AU  - Intelligent Transportation Systems Institute
AU  - Federal Highway Administration
TI  - Determination of the Alert and Warning Timing for the Cooperative Intersection Collision Avoidance System - Stop Sign Assist Using Macroscopic and Microscopic Data: CICAS-SSA Report #1
PY  - 2010/08//Final Report
SP  - 65p
AB  - Crashes at rural thru-stop intersections arise primarily from a driver attempting to cross or enter the mainline traffic stream after failing to recognize an unsafe gap condition. Because the primary cause of these crashes is not failure to stop, but failure to recognize an unsafe condition, the US DOT FHWA, Mn/DOT, and the University of Minnesota ITS Institute undertook the Cooperative Intersection Collision Avoidance System – Stop Sign Assist (CICAS-SSA) program. CICAS-SSA uses roadside radar sensors, a computer processor and algorithms to determine unsafe conditions, and an active LED icon based sign to provide timely alerts and warnings which are designed to reduce the frequency of crashes at rural expressway intersections. The focus of this report is the alert and warning timing used to provide a driver with assistance in recognizing and taking appropriate action when presented a gap which could be considered unsafe. The work presented herein uses both macroscopic data collected by roadside sensors and data acquisition equipment in Minnesota, Wisconsin, and North Carolina, and microscopic data collected using an instrumented vehicle and test subjects at the Minnesota Research Intersection, located at the intersection of US Hwy 52 and Goodhue County Road 9. Three tenets that are particularly germane to the determination of alert and warning timing for the CICAS-SSA system are: (1) the system does not help a driver choose a safe gap; it is designed to assist a driver with unsafe gap rejection, (2) it indicates when it is unsafe to proceed, not when it is safe to proceed, and (3) it must complement good decision making, and address those instances where poor decision making could lead to a crash.
KW  - Crash rates
KW  - Decision making
KW  - Drivers
KW  - Gap acceptance
KW  - Highway safety
KW  - Rural highways
KW  - Traffic crashes
KW  - Unsignalized intersections
KW  - Warning signs
KW  - Warning timing
UR  - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1444
UR  - http://www.its.dot.gov/research_docs/pdf/cicas_tech_doc1-5.pdf
UR  - https://trid.trb.org/view/1086286
ER  - 

TY  - RPRT
AN  - 01322465
AU  - Rollins, Kyle M
AU  - Gerber, Travis M
AU  - Heiner, Luke
AU  - Brigham Young University
AU  - Utah Department of Transportation
AU  - Federal Highway Administration
TI  - Passive Force-Deflection Behavior for Abutments with MSE Confined Approach Fills
PY  - 2010/08//Final Report
SP  - 83p
AB  - Approach fills behind bridge abutments are commonly supported by wrap-around mechanically stabilized earth (MSE) walls; however the effect of this geometry on passive force development is unknown. This report describes the first large-scale tests to evaluate passive force-deflection curves for abutments with MSE wingwalls. A test was also performed with fill extending beyond the edge of the abutment wall for comparison. The abutment wall was simulated with a pile supported cap 5.5 ft high, 11 ft wide, and 15 ft long in the direction of loading. The backfill behind the pile cap consisted of clean sand compacted to 96% of the modified Proctor maximum density. As the pile cap was loaded laterally, pressure on the MSE wall led to pull-out of the steel reinforcing grids and the MSE wall panels moved outward about 2% of the wall height when the ultimate passive force developed. Despite pullout, the passive force per effective width was 28 kips/ft for the pile cap with MSE wingwalls compared to 22.5 kips/ft for the cap without wingwalls. Nevertheless, the passive force with the MSE wingwalls was still only 76% of the resistance provided by the cap with fill extending beyond the edges. The pile cap with MSE walls required greater movement to reach the ultimate passive force (deflection of 4.2% of wall height vs. 3%). The Caltrans method provided good agreement with the measured passive resistance while the log spiral method required the use of a higher plane strain friction angle to provide reasonable agreement.
KW  - Bridge abutments
KW  - Deflection
KW  - Earth pressure
KW  - Earth walls
KW  - Load tests
KW  - Mechanically stabilized earth
KW  - Passive forces
UR  - http://udot.utah.gov/main/uconowner.gf?n=17433513304748492
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=36592
UR  - https://trid.trb.org/view/1082899
ER  - 

TY  - RPRT
AN  - 01321166
AU  - Anderson, R
AU  - Yunk, Karen
AU  - Lovas, D
AU  - Scism, M
AU  - Vanasse Hangen Brustlin, Incorporated
AU  - Federal Highway Administration
TI  - Noteworthy Practices: Addressing Safety on Locally-Owned and Maintained Roads. A Domestic Scan.
PY  - 2010/08
SP  - 74p
AB  - Locally-owned road safety remains a challenge to many States. Several States have shown measured success in addressing local road safety. Seven States were identified to participate in the Local Road Safety Domestic Scan, allowing a team of transportation professionals from the Federal, State, and local levels to visit and document their practices. The Domestic Scan report identifies and documents practices in the planning, programming, and implementation of efforts to improve local road safety. Practices are presented in data collection and analysis; local project identification; local project administration; funding; training and technical assistance; outreach and partnerships between State Departments of Transportation (DOTs) and local agencies. The report provides States with valuable information to launch a local road safety program or implement documented practices to improve an established program.
KW  - Crash data
KW  - Education and training methods
KW  - Highway maintenance
KW  - Highway safety
KW  - Law enforcement
KW  - Metropolitan planning organizations
KW  - Transportation planning
UR  - http://safety.fhwa.dot.gov/local_rural/training/fhwasa10027/
UR  - http://safety.fhwa.dot.gov/local_rural/training/fhwasa10027/fhwasa10027.pdf
UR  - https://trid.trb.org/view/1075124
ER  - 

TY  - RPRT
AN  - 01321099
AU  - Rollins, Kyle M
AU  - Gerber, Travis M
AU  - Kwon, Ku Hyun
AU  - Brigham Young University
AU  - Utah Department of Transportation
AU  - Federal Highway Administration
TI  - Lateral Pile Cap Load Tests with Gravel Backfill of Limited Width
PY  - 2010/08//Final Report
SP  - 44p
AB  - This study investigated the increase in passive force produced by compacting a dense granular fill adjacent to a pile cap or abutment wall when the surrounding soil is in a relative loose state.  Lateral load tests were performed on a pile cap with three backfills to evaluate the static and dynamic behavior.  One backfill consisted of loose silty sand while the other two consisted of dense gravel zones 3 ft. (0.91 m) and 6 ft. (1.82 m) wide between the pile cap and the loose silty sand.  The 3 ft. and 6 ft. wide dense gravel zones increased the lateral resistance by 75% to 150% and 150% to 225%, respectively, relative to the loose silty sand backfill.  Despite being thin relative to the overall shear length, the 3 ft. and 6 ft. wide gravel zones increased  lateral resistance to 59% and 83%, respectively, of the resistance that would be provided by a backfill entirely composed of dense gravel.  The dynamic stiffness for the pile cap with the gravel zone decreased about 10% after 15 cycles of loading, while the damping ratio remained relatively constant with cycling.  Dynamic stiffness increased by about 10% to 40% at higher deflections, while the damping ratio decreased from an initial value of about 0.30 to around 0.26 at higher deflections.
KW  - Abutments
KW  - Backfill soils
KW  - Force
KW  - Gravel
KW  - Lateral loads
KW  - Load tests
KW  - Mechanics
KW  - Pile caps
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=36230
UR  - http://www.udot.utah.gov/main/uconowner.gf?n=1838628586274452
UR  - http://ntl.bts.gov/lib/35000/35400/35443/UT-10.17.pdf
UR  - https://trid.trb.org/view/1082125
ER  - 

TY  - RPRT
AN  - 01321094
AU  - Rollins, Kyle M
AU  - Stenlund, Tony E
AU  - Brigham Young University
AU  - Utah Department of Transportation
AU  - Federal Highway Administration
TI  - Laterally Loaded Pile Cap Connections
PY  - 2010/08//Final Report
SP  - 133p
AB  - This study investigated the moment capacity and load-displacement response of the pile-to-cap connection details.  Lateral load tests were conducted on four pile caps (3 ft. H x 3 ft. W x 6.5 ft. L) with two 40 foot-long steel pipe piles (12.75 inch OD) with different connection details.  Two caps included a reinforced connection detail with six or 12 inch pile embedment while the other two relied exclusively on their respective embedment lengths of 12 and 24 inches.  A hydraulic ram was used to apply a cyclic lateral force to each of these pile caps until failure occurred.  Load-displacement curves were developed for each cap and bending moments were computed from strain measurements in the piles.  The pile cap with piles embedded two diameters (24 inches) into the cap performed successfully.  In contrast, a cap with piles embedded only one diameter failed after developing a large crack through the entire cap.  The two pile caps with shallow embedment (0.5 to 1.0 diameter) and a reinforcing cage connection still developed at least 40% to 60% of the moment capacity of the pile which was much greater than predicted by PCI design equations based only on embedment.  The load-displacement curves and bending moments computed using the computer program GROUP were in very good agreement with measured values when the pile connections were considered to be "fixed-head".  However, assuming a "free-head" or pinned connection significantly overestimated displacement even for the connection with only 6 inches of embedment.  These results suggest that it is relatively difficult to create a truly pinned connection detail and that some connections which are assumed to be pinned may actually behave more like fixed connections.
KW  - Lateral loads
KW  - Load tests
KW  - Pile caps
KW  - Structural connection
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=38070
UR  - http://www.udot.utah.gov/main/uconowner.gf?n=1838506422268074
UR  - http://ntl.bts.gov/lib/35000/35400/35444/UT-10.16.pdf
UR  - https://trid.trb.org/view/1082233
ER  - 

TY  - RPRT
AN  - 01226649
AU  - Mileski, Joan P
AU  - Thrailkill, Robert
AU  - Haupt, Karl
AU  - Lane, John
AU  - McMullen, William
AU  - Gunn, Joshua
AU  - Kruse, C James
AU  - Bierling, David
AU  - Olson, Leslie E
AU  - Huang, Jun
AU  - Lorente, Paula
AU  - Texas Transportation Institute
AU  - Texas A&M University, Galveston
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Analysis and Recommendations on Protecting Waterways from Encroachment
PY  - 2010/08//Technical Report
SP  - 182p
AB  - The purpose of this project was to investigate and determine hazards to navigation (encroachments) in the Texas Portion of the Gulf Intracoastal Waterway (GIWW) that originate from shore, and to make recommendations for mitigating these hazards in the future. The research team collected various types of data to identify encroachment hazards and understand how and where obstacles are built including incident data from the U. S. Coast Guard; survey information from vessel operators; data from physical inspection of the waterway; survey information from developers, economic development corporations, and shippers; survey information from county and local officials in all coastal counties; and information on permitting procedures data from the various federal, state, and local jurisdictions involved with shoreline development. This study concludes that the major problems caused by development of structures that encroach into the waterway are the narrowing of the channel, lack of strategic mooring or push-in (hold-up) places needed in inclement weather, and congestion caused by additional inexperienced recreational boaters. This study results in a guidebook for permitters and a guidebook for developers on the types and quantity of structures that should be permitted along the GIWW. The guidebooks should help develop and permit “smart” development with regard to navigation through better cooperation between governmental agencies on permitting development and a focus on the agglomeration, clustering, and density of development on the waterway, and increased cooperation between developers, governmental agencies, and the barge industry in maintaining the GIWW for its primary use of moving goods effectively and efficiently to promote and support Texas and U.S. commerce.
KW  - Development
KW  - Encroachment
KW  - Guidelines
KW  - Gulf Intracoastal Waterway
KW  - Preservation
KW  - Waterways
UR  - http://tti.tamu.edu/documents/0-6225-1.pdf
UR  - https://trid.trb.org/view/987151
ER  - 

TY  - RPRT
AN  - 01226641
AU  - Zhou, Fujie
AU  - Fernando, Emmanuel
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Development, Calibration, and Validation of Performance Prediction Models for the Texas M-E Flexible Pavement Design System
PY  - 2010/08//Technical Report
SP  - 216p
AB  - This study was intended to recommend future directions for the development of TxDOT’s Mechanistic-Empirical (TexME) design system. For stress predictions, a multi-layer linear elastic system was evaluated and its validity was verified by comparing the measured tensile strains under accelerated pavement (ALF) loading with the computed values. After reviewing all existing pavement performance models, the VESYS model was recommended for predicting flexible pavement layer rutting and an Overlay Tester-based fatigue cracking model was proposed, which includes both crack initiation and propagation models. For hot-mix asphalt (HMA) rutting predictions, the dynamic modulus test and repeated load test are proposed to provide material properties. The proposed HMA rutting model was calibrated using the rutting data from the NCAT test track and the Texas LTPP-SPS 5 test sections. The proposed fatigue cracking models were calibrated with performance data from NCAT. Resilient modulus and permanent deformation testing is recommended for base and subgrade materials and future research efforts are required to improve the repeatability of the permanent deformation test. For stabilized bases the traditional fatigue models are recommended and calibration factors were proposed based on existing accelerated pavement test data. A field experiment was conducted to evaluate the adequacy of the LoadGage program to compute allowable axle load limits for thin pavements. On sections trafficked to failure, very good results were obtained when moisture correction factors were applied to the laboratory measured engineering properties. Implementation should proceed by incorporating the proposed models and default material properties into a design software package, upgrading the available repeated load equipment, performing additional calibration, and developing additional default values for a wider range of Texas materials.
KW  - Accelerated tests
KW  - Fatigue cracking
KW  - Flexible pavements
KW  - Hot mix asphalt
KW  - Pavement design
KW  - Pavement performance
KW  - Repeated loads
KW  - Rutting
UR  - http://tti.tamu.edu/documents/0-5798-2.pdf
UR  - https://trid.trb.org/view/986540
ER  - 

TY  - RPRT
AN  - 01226639
AU  - Fernando, Emmanuel G
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Investigation of Rainfall and Regional Factors for Maintenance Cost Allocation
PY  - 2010/08//Technical Report
SP  - 66p
AB  - The existing formulas used by the Texas Department of Transportation (TxDOT) to allocate the statewide maintenance budget rely heavily on inventory and pavement evaluation data. These formulas include regional factors and rainfall indices that vary by district to account for differences in environmental and soil factors across the state. The existing regional factors were developed in the 1990s and were intended to reflect differences in environmental and soil factors between districts. It is not known how these factors were calculated since no documentation is available that explains their development. Since the regional factors were introduced, the Texas Transportation Institute has completed a project in which a database of climatic and soil factors were compiled to characterize the variation of climatic and soil conditions across Texas. TxDOT’s Maintenance Division realized the potential value of using this information and directed an implementation project to re-examine the existing regional and rainfall factors with the objective of revising the current factors to better reflect differences in climatic and soil conditions between districts. This report documents the evaluation of the existing rainfall and regional factors and the development of a revised set of factors for maintenance cost allocation.
KW  - Climatic regions
KW  - Cost allocation
KW  - Maintenance
KW  - Rainfall
UR  - http://tti.tamu.edu/documents/5-4519-01-1.pdf
UR  - https://trid.trb.org/view/982128
ER  - 

TY  - RPRT
AN  - 01226629
AU  - Lee, Doh-Won
AU  - Zietsman, Josias
AU  - Farzaneh, Mohamadreza
AU  - Johnson, Jeremy
AU  - Ramani, Tara
AU  - Protopapas, Annie
AU  - Overman, John
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Characterization of In-Use Emissions from TxDOT's Non-Road Equipment Fleet - Final Report
PY  - 2010/08//Final Report
SP  - 140p
AB  - The objective of this document is to present the findings of the study characterizing in-use emissions of TxDOT’s non-road diesel equipment. This document presents literature reviews of emission reduction technologies and emission control measures practiced by the state of Texas and other states, discusses selection of TxDOT’s non-road equipment and emission reduction technologies for emissions testing, and shows the in-use emissions of TxDOT’s diesel equipment before and after installing and utilizing the selected emission reduction technologies (hydrogen enrichment and fuel additive technologies) using portable emission measurement systems (PEMS). Emissions measurements and data comparison and analysis have been performed with the technologies. The selected technologies did not show statistically significant NOx emissions reductions. From additional analysis with other pollutants, both technologies did not show any benefits in terms of emissions reductions. An optimization model has also been developed as part of this research and can be used to maximize the benefit of deploying other emission reduction technologies (that are proven effective) among TxDOT’s non-road diesel fleet.
KW  - Air quality management
KW  - Construction and maintenance equipment
KW  - Diesel engine exhaust gases
KW  - Diesel engines
KW  - Emission control devices
KW  - Measurement
KW  - Nitrogen oxides
KW  - Portable Emissions Measurement System
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-5955-2.pdf
UR  - https://trid.trb.org/view/984439
ER  - 

TY  - RPRT
AN  - 01226628
AU  - Chaudhary, Nadeem A
AU  - Chu, Chi-Leung
AU  - Sunkari, Srinivasa R
AU  - Balke, Kevin N
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Guidelines for Operating Congested Traffic Signals
PY  - 2010/08//Technical Report
SP  - 120p
AB  - The objective of this project was to develop guidelines for mitigating congestion in traffic signal systems. As part of the project, researchers conducted a thorough review of literature and developed preliminary guidelines for combating congestion. Then, the researchers conducted a survey of selected practitioners in Texas to get feedback on their concerns about congestion and opinions about a list of strategies developed after literature review. Researchers also conducted simulation studies to analyze the impact of bay length, traffic distribution, and phasing sequence selection on the throughput capacity of left-turn bay and adjacent through lane under loaded traffic conditions. Researchers also conducted field and simulation studies to show the applications of preliminary guidelines. Finally, they modified guidelines to account for lessons learned through field studies.
KW  - Throughput (Traffic)
KW  - Traffic congestion
KW  - Traffic distribution
KW  - Traffic queuing
KW  - Traffic signal control systems
KW  - Traffic signal phases
KW  - Traffic simulation
UR  - http://tti.tamu.edu/documents/0-5998-1.pdf
UR  - https://trid.trb.org/view/982136
ER  - 

TY  - RPRT
AN  - 01226620
AU  - Freeman, Thomas J
AU  - Button, Joe W
AU  - Estakhri, Cindy K
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Effective Prime Coats for Compacted Pavement Bases
PY  - 2010/08//Technical Report
SP  - 150p
AB  - Prime coats have long been used to seal the surface pores in the base, thus reducing the migration of moisture and absorption of the first application of surface treatment binder, strengthen the granular base near its surface by binding the finer particles of aggregate, help protect the base from inclement weather and limited vehicular traffic before the next pavement layer is constructed, and promote adhesion between a granular base and a subsequently applied bituminous surface by precoating the surface of the base and by penetrating the voids near the surface. The main objective of this research project was to evaluate the effectiveness of prime coats and determine which combinations of methods and materials provide the most benefit to TxDOT. Testing methods and equipment were developed to measure the penetration of the prime coat into the base course and to determine the increase in adhesion and cohesion at the surface of the base course provided by the prime coat.
KW  - Base course (Pavements)
KW  - Compaction
KW  - Paving
KW  - Prime coats
KW  - Primers (Materials)
KW  - Road construction
KW  - Sealing compounds
UR  - http://tti.tamu.edu/documents/0-5635-1.pdf
UR  - https://trid.trb.org/view/984416
ER  - 

TY  - RPRT
AN  - 01226612
AU  - Middleton, Dan
AU  - Longmire, Ryan
AU  - Bullock, Darcy M
AU  - Charara, Hassan
AU  - Bullock, Darcy
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Proposed Test Protocol for Video Imaging Detection at Intersection Stop Lines
PY  - 2010/08
SP  - 30p
AB  - Test protocols for non-loop detectors have often required comparing the performance attributes of these detectors with those of loops or other point detectors, or to manual counts. However, that comparison is not always appropriate for a variety of reasons, and it does not provide all of the critical information needed to make acceptance or rejection decisions. In the case of video image vehicle detection systems (VIVDS), comparison with loops (i.e., simple count comparisons) provides only a limited glimpse on performance since the two systems have different perspectives on approaching vehicles. In all cases except those in which cameras are oriented vertically downward, cameras and loops or other pavement-based detectors detect vehicles at different points. Also, for VIVDS, factors such as the “aspect ratio” (ratio of horizontal distance to detection zones divided by the camera height) vary significantly, and these variables significantly impact the accuracy of camera-processor systems. The purpose of this document is to report on the development of a proposed concept for a VIVDS test protocol.
KW  - Evaluation and assessment
KW  - Intersections
KW  - Stop lines
KW  - Test protocols
KW  - Video imaging detectors
UR  - http://tti.tamu.edu/documents/0-6030-P2.pdf
UR  - https://trid.trb.org/view/982120
ER  - 

TY  - RPRT
AN  - 01225592
AU  - Vachal, Kimberly
AU  - Malchose, Donald
AU  - Benson, Laurel
AU  - Upper Great Plains Transportation Institute
AU  - North Dakota Department of Transportation
AU  - Federal Highway Administration
TI  - Safety Insights and Indicators for North Dakota’s Teen Drivers
PY  - 2010/08
SP  - 39p
AB  - North Dakota teens have relatively high risk for crash injury and death. Analysis of a survey completed by 2,284 teens in the state shows age, driving exposure, driving experience, and demographics are interrelated factors in safety outcomes. The oldest teens are least likely to be consistent seat belt users. School grades are a strong demographic in teen driving safety – 80% of teens that reported A’s in school report high seat belt use compared to 25% of teens that reported F’s. Seat belt use is significantly higher among female teens, and for teens located in rural and western areas. Seat belt use has a negative correlation with crash involvement and ticket incidence. Models of safety indicators for licensed teen crashes, tickets, and seat belts are developed to better understand interrelated factors. Low driving exposure, high school grades, and high seat belt use are strong factors in positive safety outcomes. Control variables show safety outcomes vary by geography and region. Teens that completed private driver education did report a significantly higher rate of ticketing, compared to those with public education, but this relationship is not significant when other factors, such as age, geography, and experience, are controlled in the safety outcome model for tickets.
KW  - Academic grades
KW  - Age
KW  - Crash exposure
KW  - Crash injuries
KW  - Crash risk forecasting
KW  - Demographics
KW  - Driver education
KW  - Driver experience
KW  - Fatalities
KW  - Gender
KW  - North Dakota
KW  - Seat belt use
KW  - Seat belts
KW  - Surveys
KW  - Teenage drivers
KW  - Traffic violations
UR  - http://www.ugpti.org/pubs/pdf/DP230.pdf
UR  - https://trid.trb.org/view/986734
ER  - 

TY  - RPRT
AN  - 01225590
AU  - Diefenderfer, Stacey D
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Analysis of the Mechanistic-Empirical Pavement Design Guide Performance Predictions: Influence of Asphalt Material Input Properties
PY  - 2010/08//Final Report
SP  - 49p
AB  - The "Guide for Mechanistic-Empirical Design of New and Rehabilitated Pavement Structures" (MEPDG) is an improved methodology for pavement design and the evaluation of paving materials. The Virginia Department of Transportation (VDOT) is expecting to transition to using the MEPDG methodology in the near future. The purpose of this research was to support this implementation effort. A catalog of mixture properties from 11 asphalt mixtures (3 surface mixtures, 4 intermediate mixtures, and 4 base mixtures) was compiled along with the associated asphalt binder properties to provide input values. The predicted fatigue and rutting distresses were used to evaluate the sensitivity of the MEPDG software to differences in the mixture properties and to assess the future needs for implementation of the MEPDG. Two pavement sections were modeled: one on a primary roadway and one on an interstate roadway. The MEPDG was used with the default calibration factors. Pavement distress data were compiled for the interstate and primary route corresponding to the modeled sections and were compared to the MEPDG-predicted distresses. Predicted distress quantities for fatigue cracking and rutting were compared to the calculated distress model predictive errors to determine if there were significant differences between material property input levels. There were differences between all rutting and fatigue predictions using Level 1, 2, and 3 asphalt material inputs, although not statistically significant. Various combinations of Level 3 inputs showed expected trends in rutting predictions when increased binder grades were used, but the differences were not statistically significant when the calibration model error was considered. Pavement condition data indicated that fatigue distress predictions were approximately comparable to the pavement condition data for the interstate pavement structure, but fatigue was over-predicted for the primary route structure. Fatigue model predictive errors were greater than the distress predictions for all predictions. Based on the findings of this study, further refinement or calibration of the predictive models is necessary before the benefits associated with their use can be realized. A local calibration process should be performed to provide calibration and verification of the predictive models so that they may accurately predict the conditions of Virginia roadways. Until then, implementation using Level 3 inputs is recommended. If the models are modified, additional evaluation will be necessary to determine if the other recommendations of this study are impacted. Further studies should be performed using Level 1 and Level 2 input properties of additional asphalt mixtures to validate the trends seen in the Level 3 input predictions and isolate the effects of binder grade changes on the predicted distresses. Further, additional asphalt mixture and binder properties should be collected to populate fully a catalog for VDOT’s future implementation use. The implementation of these recommendations and use of the MEPDG are expected to provide VDOT with a more efficient and effective means for pavement design and analysis. The use of optimal pavement designs will provide economic benefits in terms of initial construction and lifetime maintenance costs.
KW  - Asphalt mixtures
KW  - Fatigue cracking
KW  - Mathematical models
KW  - Mathematical prediction
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement design
KW  - Pavement distress
KW  - Pavement performance
KW  - Properties of materials
KW  - Rutting
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-r3.pdf
UR  - https://trid.trb.org/view/986726
ER  - 

TY  - RPRT
AN  - 01225589
AU  - Diefenderfer, Brian K
AU  - Maupin, G W
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Field Trials of High-Modulus High-Binder-Content Base Layer Hot-Mix Asphalt Mixtures
PY  - 2010/08//Final Report
SP  - 36p
AB  - The purpose of this study was to document the field experience of the Virginia Department of Transportation (VDOT) in the use of high-modulus high-binder-content (HMHB) base layer hot-mix asphalt (HMA) mixtures. Information was gathered with regard to the construction of HMHB base mixtures at three field trial sites in Virginia, and laboratory tests were conducted on samples that were gathered before and during construction. The three locations were the sites of deep rehabilitation or new construction, and HMA base mixtures were used at designed asphalt content, designed asphalt content plus 0.4% additional asphalt, and/or designed asphalt content plus 0.8% additional asphalt. Two of the field trial locations had no construction-related issues; difficulties during compaction occurred at the third. Laboratory testing of materials collected from this location showed the mixture to have a low air void content, a high percentage of voids filled with asphalt, and a binder performance grade that was lower than expected. This was also the only location from which materials were collected for fatigue testing, the results of which did not show a clear relationship between binder content and fatigue life. It is thought that the mixture production and construction issues at this location were site specific and not generally indicative of a larger trend when HMHB mixtures are used. The research showed that HMHB mixtures incorporating 0.4% additional asphalt binder could be successfully constructed but was unable to determine if the same was true of HMHB mixtures incorporating 0.8% additional asphalt binder. Further study may be needed to determine the maximum additional asphalt binder that can be successfully incorporated. Additional studies using repeated-load permanent deformation should be conducted to determine if a cutoff value (or a range) of the flow number can be established to determine optimum performance. This study documented the field and laboratory knowledge gained by VDOT when producing and placing HMHB mixture test sections in an effort to achieve a long-lasting perpetual-type flexible pavement. These designs offer the potential to reduce fatigue cracking by incorporating additional asphalt binder and reducing the void content of the mixture. The use of an adjusted binder grade or RAP to maintain the necessary stiffness for high binder contents should provide the necessary stiffness to minimize the susceptibility for rutting during service. Quantification of the economic benefits of using HMHB mixtures is a future goal that can be realized after longer term study of field performance.
KW  - Air voids
KW  - Asphalt content
KW  - Base course (Pavements)
KW  - Binder content
KW  - Bituminous binders
KW  - Dynamic modulus of elasticity
KW  - Field tests
KW  - Hot mix asphalt
KW  - Laboratory tests
KW  - Pavement design
KW  - Perpetual pavements
KW  - Rehabilitation (Maintenance)
KW  - Road construction
KW  - Stiffness
KW  - Test sections
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-r2.pdf
UR  - https://trid.trb.org/view/986723
ER  - 

TY  - RPRT
AN  - 01225588
AU  - Hamidi, Ajmal
AU  - Fontaine, Michael D
AU  - Demetsky, Michael J
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - A Planning-Level Methodology for Identifying High-Crash Sections of Virginia’s Primary System
PY  - 2010/08//Final Report
SP  - 63p
AB  - The Virginia Department of Transportation (VDOT) has been developing safety performance functions (SPFs) as a way to identify sites with a potential for safety improvement more effectively. An SPF estimates the expected safety performance of a roadway as a function of its characteristics. Using SPFs, VDOT can identify which roads have a significantly higher number of crashes than would be expected based on site conditions. Other VDOT studies have developed SPFs with a microscopic perspective that separately examine individual intersections or discrete roadway segments. The purpose of this study was to develop an SPF-based methodology to conduct more intermediate-scale safety analyses. VDOT’s Traffic Engineering Division indicated that such a methodology would be useful for corridor screening and planning-level applications. The scope of the study was limited to the following roadway types in Virginia’s primary system: rural two-lane, rural multilane divided, rural multilane undivided, urban two-lane, urban multilane divided, and urban multilane undivided. For each type, roadway inventory data, traffic volume data, and crash data from 2003 through 2007 were compiled and integrated into a database. This study then took an approach that diverged from that of other SPF research to develop intermediate-scale SPFs. Instead of crashes at intersections and on roadway segments being separated, intersection and segment crashes were combined and mapped onto the appropriate roadway inventory links. In addition, site aggregation was performed to combine similar, adjacent roadway links into longer aggregated sites. SPFs were then generated from these aggregated sites through regression analysis. A site prioritization demonstration was then performed using the aggregate SPFs and aggregate sites to create lists of sites with the highest potential for safety improvement. Finally, a comparison of these lists and those generated by the critical rate method produced quantitative evidence of the advantage of the developed SPF-based methodology over the traditionally used critical rate method. Once implemented, the methodology developed in this study should enable VDOT to conduct corridor screening and planning-level analyses in a more effective and cost-efficient manner.
KW  - Crash data
KW  - Databases
KW  - Divided highways
KW  - High risk locations
KW  - Highway corridors
KW  - Multilane highways
KW  - Regression analysis
KW  - Rural highways
KW  - Safety improvement
KW  - Safety Performance Functions
KW  - Two lane highways
KW  - Urban highways
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-r4.pdf
UR  - https://trid.trb.org/view/986730
ER  - 

TY  - RPRT
AN  - 01221037
AU  - Miller, John S
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Feasibility of Using Jobs/Housing Balance in Virginia Statewide Planning
PY  - 2010/08//Final Report
SP  - 78p
AB  - The Code of Virginia (§ 33.1-23.03) requires that the Statewide Transportation Plan include “quantifiable measures and achievable goals relating to . . . job-to-housing ratios.” Such ratios reflect jobs/housing balance, defined as an equivalence in the numbers of an area’s jobs and area residents seeking those jobs. This report identifies planning policies based on jobs/housing balance, examines the impact of such balance on commuting, and demonstrates how to measure this balance using Virginia data. The research suggests that the Code requirement may be satisfied by using the ratio of jobs to labor force, as this ratio is highly correlated with the job-to-housing ratio (based on examining 1980, 1990, and 2000 data) and is computationally feasible, at the jurisdictional level, on an annual basis. Alternative approaches for satisfying the requirements of the Code are also described in the report; these alternative approaches require additional effort but may be productive in certain circumstances. A simple longitudinal model developed using changes in Virginia jurisdiction commute time from 1990 through 2000 estimates that the average impact of a given urban jurisdiction improving its balance by 20% is a reduction in commute time of about 2 minutes. This effect is evident only if several factors, such as the manner in which the urban region is defined, are carefully controlled. Otherwise, there is no significant impact of a change in jobs/housing balance on a given jurisdiction’s commute time. This finding is within the wide range of impacts of jobs/housing balance noted in the literature.
KW  - Commuting
KW  - Jobs-housing balance
KW  - Land use planning
KW  - Sustainable transportation
KW  - Transportation planning
KW  - Urban areas
KW  - Virginia
KW  - Work trips
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-r1.pdf
UR  - https://trid.trb.org/view/981980
ER  - 

TY  - RPRT
AN  - 01207443
AU  - Hida, Susan
AU  - Ibrahim, Firas I Sheikh
AU  - Capers, Harry A
AU  - Bailey, Gregory L
AU  - Friedland, Ian M
AU  - Kapur, Jugesh
AU  - Martin, Barney T
AU  - Mertz, Dennis R
AU  - Perfetti, Gregory R
AU  - Saad, Thomas
AU  - Sivakumar, Bala
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - National Cooperative Highway Research Program
TI  - Assuring Bridge Safety and Serviceability in Europe
PY  - 2010/08
SP  - 60p
AB  - U.S. engineers need advanced tools and protocols to better assess and assure safety and serviceability of bridges. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of Europe to identify best practices and processes to assure bridge safety and serviceability. The scan team found that the European highway agencies expect their bridge programs to not only ensure user safety, but also to meet serviceability expectations and enhance capital investment decisions. The team gathered information on safety and serviceability practices and technologies related to design, construction, and operations. Team recommendations for U.S. implementation include developing a national strategy to increase use of refined analysis for bridge design and evaluation, encouraging States to use refined analysis combined with reliability analysis to avoid unnecessary rehabilitation or replacement of bridges, and encouraging adoption of the concept of annual probability of failure to quantify safety in probability-based design and rating specifications.
KW  - Best practices
KW  - Bridge design
KW  - Europe
KW  - Failure probability
KW  - Finite element method
KW  - Quality assurance
KW  - Quality control
KW  - Reliability analysis
KW  - Safety
KW  - Serviceability
KW  - Study tours
UR  - http://international.fhwa.dot.gov/pubs/pl10014/pl10014.pdf
UR  - https://trid.trb.org/view/968177
ER  - 

TY  - RPRT
AN  - 01207199
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - National Cooperative Highway Research Program
TI  - Public Policies for Pedestrian and Bicyclist Safety and Mobility: An Implementation Project of the Pedestrian and Bicyclist Safety and Mobility International Scan
PY  - 2010/08
SP  - 68p
AB  - In May 2009, a team of 12 transportation professionals from the United States with expertise in bicycling and walking visited five countries in Europe to identify and assess effective approaches to improve pedestrian and bicyclist safety and mobility. The countries visited—Denmark, Germany, Sweden, Switzerland, and the United Kingdom—were chosen because of their innovative approaches to pedestrian and bicycle transportation, as well as the potential transferability of their policies and practices. Later in 2009, the international scan team developed a summary report that outlined its findings and a list of recommended implementation actions. One of the highest rated implementation actions was the development of a policy review for bicycling and walking safety and mobility. This report is the result of that recommended implementation action. The purpose of this report is to identify and provide examples of effective policies and implementing programs that support pedestrian and bicyclist safety and mobility. The examples are from cities in the United States, as well as from other countries (in particular, the five countries visited in the international scan).
KW  - Bicycle safety
KW  - Bicycling
KW  - Denmark
KW  - Germany
KW  - Livable communities
KW  - Mobility
KW  - Pedestrian safety
KW  - Policy
KW  - Study tours
KW  - Sweden
KW  - Switzerland
KW  - United Kingdom
KW  - United States
KW  - Walking
UR  - http://www.bicyclinginfo.org/library/details.cfm?id=4572
UR  - https://trid.trb.org/view/968124
ER  - 

TY  - RPRT
AN  - 01206821
AU  - Qiao, Pizhong
AU  - Washington State University, Pullman
AU  - TransNow, Transportation Northwest
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Seismic Performance and Smart Health Monitoring of Concrete with Recycled Aggregate: Part I: Smart Health Monitoring of Concrete with Recycled Aggregate
PY  - 2010/08//Final Research Report
SP  - 69p
AB  - Concrete is one of the most widely used artificial materials in construction, and the consumption of cement and concrete is maintained at a rapid rate of increase. According to statistics from the European Cement Society, the world's cement production was about 10 million tons in 1900, but it increased to 6,400 million tons in 1998. Concrete is a composite material, consisting of aggregates and paste. Paste is a continuous phase matrix, in which granular aggregates are embedded. To produce the granular aggregates in concrete, not only a lot of the natural resource of stone materials is needed, but also the ecological environment is adversely impacted. On the other hand, when concrete structures reach the limit of their service life, a large amount of old constructions need to be dismantled in addition to natural disasters’ destructive effects, leading to plenty of waste concrete. As a sort of waste produced by demolishing old buildings, waste concrete will result in serious environmental pollution and vast resource extravagance if it is not reutilized or recycled. To protect the environment and maintain sustainable development in construction, the technology of recycled concrete is becoming one of the demanding research fields. The frame construction using recycled aggregate concrete (RAC) has been commonly considered in engineering practice, and its ability to resist earthquake loading is important. However, little or no research on seismic performance of RAC structures has been explored. The objectives of the proposed study are two-fold: (1) to evaluate the seismic performance of RAC structures, and (2) to assess the condition and detect damage in RAC using embedded smart piezoelectric sensors/actuators. A combined experimental, theoretical and numerical approach will be considered to evaluate the seismic performance of RAC and develop the condition assessment and damage detection strategy using smart materials.
KW  - Earthquake engineering
KW  - Piezoelectric sensors
KW  - Recycled concrete
KW  - Recycled materials
KW  - Smart materials
KW  - Smart structures
KW  - Structural health monitoring
KW  - Sustainable development
UR  - http://ntl.bts.gov/lib/33000/33900/33994/TNW2010-05.pdf
UR  - https://trid.trb.org/view/935542
ER  - 

TY  - RPRT
AN  - 01173911
AU  - van Schalkwyk, Ida
AU  - Oregon State University, Corvallis
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Enhancements to Pavement Marking Testing Procedures
PY  - 2010/08//Final Report
SP  - 136p
AB  - The Oregon Department of Transportation (ODOT) requires performance and durability testing of all pavement marking materials before they can be applied on construction projects on state highways. Manufacturers apply materials on a two-year test deck where the product is evaluated regularly until a determination can be made regarding the suitability of the marking material. If it is determined that the material is suitable, it is included on the Qualified Products List (QPL). The testing and evaluation on ODOT test decks are limited to measuring the thickness of the marking material; assessing dry weather retroreflectivity; and subjective evaluations of appearance and durability. It was determined that a review of pavement marking testing procedures especially those followed in states with climatic conditions similar to Oregon could be useful. The research project includes recommendations to enhance the pavement marking testing and selection process. The recommendations relate to application procedures, monitoring and evaluation, and final selection of products. Proposed minimum retroreflectivity requirements are discussed.
KW  - Durability
KW  - Oregon
KW  - Qualified Products List
KW  - Retroreflectivity
KW  - Road marking materials
KW  - Test procedures
KW  - Thickness
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Pavement_Marking_Testing.pdf
UR  - https://trid.trb.org/view/934644
ER  - 

TY  - RPRT
AN  - 01173907
AU  - Strathman, James G
AU  - Bronfman, Lois Martin
AU  - Dong, Hongwei
AU  - Portland State University
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Improving Commercial Motor Vehicle Safety in Oregon
PY  - 2010/08//Final Report
SP  - 96p
AB  - This study addressed the primary functions of the Oregon Department of Transportation’s(ODOT’s) Motor Carrier Safety Assistance Program (MCSAP), which is administered by the Motor Carrier Transportation Division (MCTD). The study first documented Oregon’s MCSAP enforcement performance in relation to its counterparts in other states. Cluster analysis was then employed to identify Oregon’s peer states with respect to MCSAP enforcement performance and a variety of other factors related to the motor carrier travel and safety environments. Structured interviews of peer state MCSAP personnel were then conducted to identify performance-improving strategies and practices that could potentially be implemented in Oregon. The feasibility of implementing these strategies and practices was then assessed against selected criteria.
KW  - Cluster analysis
KW  - Commercial vehicles
KW  - Highway safety
KW  - Interviewing
KW  - Motor Carrier Safety Assistance Program
KW  - Motor carriers
KW  - Oregon
KW  - States
KW  - Strategic planning
KW  - Traffic law enforcement
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/CommercialVehicleSafety.pdf
UR  - https://trid.trb.org/view/934645
ER  - 

TY  - RPRT
AN  - 01173844
AU  - Liang, Yu-chang
AU  - Zhang, Weiping
AU  - Xi, Yunping
AU  - University of Colorado, Boulder
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Strategic Evaluation of Different Topical Protection Systems for Bridge Decks and the Associated Life-Cycle Cost Analysis
PY  - 2010/08//Final Report
SP  - 73p
AB  - Bridge decks deteriorate faster and require more maintenance and repair than any other structural components on highway bridges. Topical protection systems act as barriers to protect bridge decks from corrosion damage by preventing water, oxygen, and chloride ions from reaching the reinforcement. This study evaluated topical protection systems commonly used on highway bridge decks in Colorado, including low-permeability concrete overlays and waterproof membranes with asphalt overlays. Five bridges were selected for inspection in the project. Concrete cores were taken from the selected bridge decks, and chloride concentration profiles were obtained at various depths. Chloride concentration is an important indicator for the corrosion damage of rebars in concrete deck. The inspection results showed that all five bridge decks are currently in good shape, which means the protection systems used on the selected bridges are effective. In order to predict future performance of the protection systems, a model was developed to predict the corrosion initiation time for rebars based on the current inspection results. The main feature of the prediction model is that the effect of deterioration of the concrete on its chloride permeability can be taken into account by using the current and future inspection results, and the deterioration could be due to environmental and/or traffic loadings. The prediction model for corrosion initiation time will be a useful tool for evaluating the effectiveness of topical protection systems. To better predict the future performance of bridge decks and the effectiveness of the topical protection systems, more inspection data are required for more reliable information on the deterioration rates of the bridges.
KW  - Bridge decks
KW  - Colorado
KW  - Corrosion
KW  - Corrosion protection
KW  - Life cycle costing
KW  - Maintenance practices
KW  - Reinforcing bars
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/topicalprotection.pdf/at_download/file
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/topicalprotection.pdf/view
UR  - https://trid.trb.org/view/934311
ER  - 

TY  - RPRT
AN  - 01172537
AU  - Cherrington, Linda
AU  - Edrington, Suzie
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Transit Administration
AU  - Federal Highway Administration
TI  - Estimated Impacts of the 2010 Census on the Texas Transit Funding Formula: Summary Report on Findings
PY  - 2010/08
SP  - 118p
AB  - The purpose of this report is to document the impact of the projections for the 2010 Census on federal and state funding for rural transit districts and the impact on state funding for eligible urban transit districts for the state of Texas. This report consists of four chapters. The first chapter is an introduction to the report. Chapter 2 documents the change in population and land area by transit district for existing rural and urban transit districts; identifies how new urbanized areas will affect current rural transit districts; and identifies the development of three population scenarios to reflect the possible impacts of new urbanized areas. Chapter 3 applies each of the population scenarios to the current Texas transit funding formula to identify the impacts on funding by transit provider. Chapter 4 provides discussion of the findings and key policy implications based on the information provided in the previous chapters. The Appendices to this report include information to support the research methodology.
KW  - 2010 Census
KW  - Financing
KW  - Impacts
KW  - Population
KW  - Public transit
KW  - Rural transit
KW  - Texas
KW  - Urban transit
UR  - http://tti.tamu.edu/documents/0-6199-P1.pdf
UR  - http://ntl.bts.gov/lib/34000/34600/34600/0-6199-P1.pdf
UR  - http://ntl.bts.gov/lib/34000/34600/34617/0-6199-1.pdf
UR  - https://trid.trb.org/view/933407
ER  - 

TY  - RPRT
AN  - 01172536
AU  - Turner, Shawn
AU  - Carson, Jodi
AU  - Zimmerman, Carol A
AU  - Wilkinson, Joseph M
AU  - Travis, Cathy
AU  - Battelle Memorial Institute
AU  - Texas Transportation Institute
AU  - Federal Highway Administration
TI  - Traffic Monitoring In Recreational Areas
PY  - 2010/08//Final Report
SP  - 48p
AB  - Traffic monitoring in recreational areas is often challenged by distinct traffic and roadway characteristics and the multitude of agencies responsible for the management of Federal lands and/or the collection of supporting traffic data. These challenges are exacerbated by a lack of consistent procedural guidance; existing national traffic monitoring guidelines lack sufficient direction and detail for recreational travel. In an effort to improve/lend consistency to traffic monitoring in recreational areas, the Coordinated Technology Implementation Program tasked the Office of Federal Lands Highway-Federal Highway Administration (FHWA) with conducting an assessment of the nationwide practices for recreational traffic data collection. A review of pertinent literature related to recreational traffic data collection was conducted. A targeted survey of various State and local agencies responsible for traffic monitoring was administered. A workshop focused on traffic monitoring in recreational areas was also conducted. Key findings from these activities are briefly described herein.
KW  - Data collection
KW  - Forests
KW  - Literature reviews
KW  - National parks
KW  - Recreation
KW  - Recreational traffic
KW  - Surveys
KW  - Traffic counting
KW  - Traffic surveillance
KW  - Workshops
UR  - http://tti.tamu.edu/documents/FHWA-WFL-TD-10-003.pdf
UR  - https://trid.trb.org/view/933403
ER  - 

TY  - ABST
AN  - 01463811
TI  - Day-Sim-TRANSIMS Integrated Model Enhancement
AB  - The objective of this task order is to establish methods for integrating advanced disaggregate transportation demand and supply models for the purposes of advancing modeling, community understanding, and to use the existing DaySim-TRANSIMS integrated model system operating in Sacramento.
KW  - Advanced traveler information systems
KW  - Integrated systems
KW  - Public transit
KW  - Sacramento (California)
KW  - Supply
KW  - TRANSIMS (Computer model)
KW  - Travel demand
UR  - https://trid.trb.org/view/1232038
ER  - 

TY  - ABST
AN  - 01576042
TI  - Development of a Field Prototype for the Inspection of Culverts

AB  - The Turner-Fairbank Highway Research Center (TFHRC) J. Sterling Jones Hydraulics Research Laboratory has been working with the Southwest Research Institute (SwRI) to develop a system prototype for inspecting culverts. The prototype system consists of an ultrasonic-based tethered system designed to display the images of culverts, and works both in air and in water. The work has been funded through the Exploratory Advanced Research (EAR) Program. The initial proof-of-concept phase of the project was completed on August 4th, 2011 with the demonstration of technology to a wide audience at the TFHRC J. Sterling Jones Hydraulics Research Laboratory. Phase II development of field prototype unit was completed on April 30, 2013.

KW  - Culverts
KW  - Environmental impacts
KW  - Inspection
KW  - Maintenance
KW  - Prototypes
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-11-0104
UR  - https://trid.trb.org/view/1369987
ER  - 

TY  - ABST
AN  - 01547235
TI  - Development of a Simple Test to Determine the Low Temperature Strength of Asphalt Mixtures
AB  - This project will develop and demonstrate a bending strength test on thin asphalt mixture and binder beams to evaluate the low temperature properties of asphalt mixtures and binders. Work in Stage 1 will focus on developing a bending strength test method. Working with an instrument manufacturer (Cannon Instruments), the current Bending Beam Rheometer (BBR) equipment will be modified with a new proportional valve system and the heavier loading frame, and the software to run the new strength test will be refined. The compliance correction for heavier loads will be determined to refine the calibration verification procedure currently included in the BBR creep compliance procedure. The outcome of this stage will be a method detailing sample preparation and loading protocol. Work in Stage 2 will focus on testing and data analysis of the BBR strength results. First, the experimental data from the BBR strength testing of asphalt mixture and asphalt binders specimens will be analyzed and compared with strength data from direct and indirect tension tests using routine statistical tools to develop correlations and identify factors affecting the comparison. This will be followed by an evaluation of the effect of asphalt mixture specimen size by performing strength tests on three different sizes of beam specimens. Finally, direct tension tests will be performed on a limited number of mixture specimens to investigate any issues related to "tension" vs. "bending" strength results. The outcome of this phase will be a detailed step-by-step method to analyze and interpret data from BBR strength testing of thin beams of asphalt mixtures and binders. The final report will document all data and developments of the low temperature bending strength test along with an assessment of the technology for implementation.
KW  - Asphalt mixtures
KW  - Binders
KW  - Calibration
KW  - Flexural strength
KW  - Low temperature
KW  - Pavement performance
KW  - Tension
KW  - Traffic loads
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3022
UR  - https://trid.trb.org/view/1334216
ER  - 

TY  - ABST
AN  - 01547234
TI  - Bridge Cable Inspection with Long-Range Ultrasound
AB  - This project will develop, and demonstrate the application of, a rapid and reliable non-destructive method based on long-range ultrasound for inspecting bridge cables. Work in Stage 1 will involve baseline data acquisition and developing inspection specifications. A basic inspection specification will be developed and used in the initial testing under controlled laboratory conditions. Baseline data will be acquired on tensioned wire rope with ultrasonic guided waves to investigate the response from suspender rope accessories which may include gatherers, collars, sockets and separators. Using inspection specification guidelines, artificial defects will be inserted into cables sections that may include flaws hidden behind collars, sockets, and inside collars. The collected data will be analyzed using standard ultrasonic waveform features from the time and frequency domains.  Should these features fail to provide the sensitivity level and ability to classify flaws in terms of size, more advanced interpretation techniques including pattern recognition, deconvolution, and wavelet analysis will be employed. Work in Stage 2 will focus on data analysis and field testing. Field testing will be done on one of the cable bridges in the Louisiana Department of Transportation and Development's transportation grid and possibly on a bridge closer to WaveinSolids' Pennsylvania location. The detection and interpretation procedures developed in Stage 1 will be applied on the suspender ropes of the bridge under test.  The ability of the system to detect and classify rope attachments and size flaws will be evaluated. The final report will provide all relevant data on the performance of pattern recognition classifier for reflections from inspected cables along with system specifications and guidelines for implementing the technology by state highway agencies.
KW  - Bridge cables
KW  - Bridge design
KW  - Field tests
KW  - Inspection
KW  - Louisiana
KW  - Nondestructive tests
KW  - Pennsylvania
KW  - Rope, wire and cable
KW  - Ultrasonic waves
KW  - Ultrasound measuring devices
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3023
UR  - https://trid.trb.org/view/1334215
ER  - 

TY  - ABST
AN  - 01464207
TI  - Incorporating Pavement Preservation into the MEPDG
AB  - Pavement preservation provides a means for maintaining and improving the functional condition of an existing highway system and slowing deterioration.  Although pavement preservation is not expected to substantially increase structural capacity, it generally leads to improved pavement performance and longer service life and, therefore, should be considered in the pavement design process. The American Association of State Highway &amp; Transportation Officials (AASHTO) interim edition of the Mechanistic-Empirical Pavement Design Guide Manual of Practice (MEPDG) and related software (see Special Notes A and B) developed under the National Cooperative Highway Research Program (NCHRP) provides methodologies for the analysis and performance prediction of different types of flexible and rigid pavements.  However, these methodologies and related performance prediction models focus on new design and structural rehabilitation and do not explicitly consider the contributions of pavement preservation treatments to the overall pavement performance.  There is a need to identify approaches for considering the effects of preservation on pavement performance and to develop procedures that facilitate consideration of pavement preservation treatments in the MEPDG analysis process.  Such procedures will ensure that the contributions of preservation to performance and service life are appropriately considered in the analysis and design process. The objective of this research is to develop procedures for incorporating pavement preservation treatments into the MEPDG analysis process.  For the purpose of this research, preservation treatments are treatments applied to preserve an existing roadway, slow future deterioration, and maintain and improve its functional condition (without substantially increasing structural capacity).
KW  - Data collection
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement design
KW  - Pavement maintenance
KW  - Preservation
KW  - Rehabilitation (Maintenance)
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2704
UR  - https://trid.trb.org/view/1232435
ER  - 

TY  - ABST
AN  - 01464202
TI  - Performance of WMA Technologies: Stage I--Moisture Susceptibility
AB  - Recently, interest in warm mix asphalt (WMA) has dramatically increased. WMA is now seen as an alternative to hot mix asphalt (HMA) offering the potential to lower energy demand during production and construction, reduce emissions at the plant and the paver, and increase allowable haul distances. However, there are still questions about the long-term performance and durability of WMA pavements. One key issue is the moisture susceptibility of WMA pavements. Concerns about WMA moisture susceptibility include the possibility that aggregates will be inadequately dried at lower production temperatures and the fact that several WMA technologies introduce additional moisture in the production process. The moisture susceptibility of HMA is evaluated by a variety of standard laboratory tests. The results of these tests on WMA indicate that WMA may be more susceptible to moisture damage than HMA. However, more limited data suggest that the resistance of WMA to moisture damage improves with time and may ultimately be equivalent to that of HMA. In some situations, anti-strip agents are added to WMA to address the issue of moisture susceptibility. However, as is the case with HMA, anti-strip agents may not always be compatible or work effectively with WMA. The objectives of this research are to (1) assess whether WMA technologies adversely affect the moisture susceptibility of flexible pavements and (2) develop guidelines for identifying and limiting moisture susceptibility in WMA pavements.
KW  - Asphalt mixtures
KW  - Binders
KW  - Cracking
KW  - Freeze thaw durability
KW  - Georgia
KW  - Hot mix asphalt
KW  - In place density
KW  - Mix design
KW  - Moisture content
KW  - Pavement performance
KW  - Warm mix paving mixtures
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2710
UR  - https://trid.trb.org/view/1232430
ER  - 

TY  - ABST
AN  - 01548806
TI  - Research for the AASHTO Standing Committee on Planning. Task 103. Mining American Recovery and Reinvestment Act Jobs Data for Opportunities to Improve Economic Impact and Performance Analysis of Transportation Investments
AB  - Practitioners and stakeholders often cite favorable economic impacts as an important justification for new transportation investments. But credible information about economic impacts is frequently missing from important transportation decision-making processes, such as state and metropolitan planning organizations (MPO) long-range transportation plans, transportation corridor studies, budget allocation, State Transportation Improvement Program (STIP)/TIP development, and selection of individual projects. This is because policy makers and practitioners do not have access to reliable economic data. Without reliable data they cannot know how to make better investments that get the most public benefit from every dollar spent nor can they communicate vital connections between transportation investments and the economy. What is needed to improve this capability is the design and application of effective analytic methods and tools for estimating impacts, institutionalization of protocols for use of economic data during decision-making, and strategies for effective communication of useful information to stakeholders about economic impacts. Under the federal American Recovery and Reinvestment Act (ARRA), states, MPOs, transit agencies, and other agencies are collecting and reporting a wealth of data on the short-term jobs impacts of ARRA-funded transportation projects.  This creates a unique opportunity to evaluate the strengths and weaknesses of jobs data in describing the economic impacts of transportation investments. This research will assess how jobs data might be used to support long-term improvements in the way that economic impacts of transportation investments are considered, including but not limited to: improvement of analytic methods and tools; incorporation of economic data in decision making; better communication of information to external audiences; and performance reporting. This research will also describe a framework for a future follow-on research project to develop new tools and techniques that improve how economic data and analysis are integrated into transportation planning and investment decisions. The objectives of this research are to (1) examine what conclusion can be drawn from a review of American Recovery and Reinvestment Act (ARRA) data related to all modes of surface transportation about the overall impacts of new transportation investments on the creation of jobs and (3) examine ways in which this information can be applied to develop robust economic analysis tools that transportation agencies can use to forecast and assess economic impacts of planned or delivered transportation investments. Key research tasks included: (1) Preparation of a Synopsis of Reports on ARRA Data including any pre-reporting estimates of the ARRA jobs creation associated with the various types of investments. (2) Analysis of Existing ARRA Data and summarization of pertinent conclusions that can be drawn from the jobs data regarding transportation investment performance and the economy, and considering a wide range of questions that might be addressed via the analysis of ARRA data and identification of questions that cannot be answered by the available data, but would benefit from additional research or follow-up. (3)  Development of a conceptual framework for ways to improve the integration of economic analysis into the transportation decision-making process. The framework should describe ways in which jobs data can be combined with other data to develop robust economic analysis tools that can be applied in the transportation planning, program development, project delivery and project performance post-analysis processes to assess the broader impacts of transportation investment on the economy.  The framework should clearly articulate and address any limitations associated with reliance on ARRA or jobs-related data as the sole measure of economic impact. (4) Identification of additional research needs related to the development of new tools and techniques.
KW  - American Recovery and Reinvestment Act of 2009
KW  - Data mining
KW  - Decision making
KW  - Economic impacts
KW  - Ground transportation
KW  - Investments
KW  - Jobs
KW  - Laws and legislation
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2818
UR  - https://trid.trb.org/view/1336278
ER  - 

TY  - ABST
AN  - 01464182
TI  - Renewable Energy Guide for Highway Maintenance Facilities
AB  - In the face of rising energy costs, state departments of transportation (DOTs) are striving to reduce the energy requirements for heating, cooling, and maintaining their facilities. In addition to the customary options of oil, gas, and electrical energy, alternative sources of energy, including wind power, solar power, and ground-source heating and cooling, are being evaluated for their cost effectiveness and reliability. While none of these alternatives to conventional energy sources may be effective alone in all situations, together they may provide appreciable savings in energy use for some facilities. In the future, energy conservation guidance for state agency facilities may mandate increased efficiencies in facility energy consumption. This research will evaluate active energy options including wind power, solar power and ground-source heating and cooling, as well as passive building and site modifications to reduce energy use. The objectives of this research are to identify and evaluate effective, implementable means of energy conservation for maintenance and other state DOT facilities. The following tasks are anticipated to accomplish these objectives: (1) assess alternative energy options currently employed at DOT-managed facilities; (2) assess potential areas/sites where alternative sources of energy such as wind, solar, and ground-source heating/cooling may be effective; (3) assess maintenance area sites where passive site and building modifications have the most probability of reducing energy use; (4) prioritize a short list of sites where alternative energy sources and passive energy reduction measures would have the most potential for being effectively employed in the near-term (within 10 years); (5) using currently available technology for the three alternative energy options and passive site and building measures, develop preliminary, detailed plans for installation of one option at each of four selected sites reflecting differing climatic and physiographic regions within one or more states; (6) develop cost performance measures for evaluation of reduced energy use and related cost effectiveness for each of the four options employed; and (7) in partnership with a DOT, construct and maintain applicable structures and measures for the four options and monitor effectiveness for two years in accordance with the established performance measures.<div></div>
KW  - Alternate fuels
KW  - Cost effectiveness
KW  - Energy conservation
KW  - Energy consumption
KW  - Fuel costs
KW  - Heating, cooling and ventilation equipment
KW  - Maintenance facilities
KW  - Solar energy
KW  - Solar power generation
KW  - State departments of transportation
KW  - Wind power generation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2731
UR  - https://trid.trb.org/view/1232410
ER  - 

TY  - ABST
AN  - 01547702
TI  - Performance Measurement Tool Box and Reporting System for Research Programs and Projects
AB  - Transportation research programs conducted by state departments of transportation (DOTs) consist mostly of applied research projects. Research program managers need to analyze their programs and individual projects in order to improve these programs and demonstrate value. However, there are no clear, commonly accepted methods for evaluating the performance of applied research programs and projects. Nevertheless, the complexities of research should not lessen the responsibility to report its benefits to the extent possible. Policymakers, funding sources, and the public need to clearly see the return on their investment dollar. Recognizing this need, National Cooperative Highway Research Program (NCHRP) Project 20-63, "Performance Measurement Tool Box and Reporting System for Research Programs and Projects," was initiated.  The objectives of the project were to develop (1) a tool box for measuring the performance of applied transportation research programs and projects and (2) a web-based system for reporting the accomplishments of individual state research activities and, as a secondary purpose, to aggregate their value on a national level. The objective of this research is to evaluate the existing RPM system (including the website and CD-ROM produced under NCHRP Project 20-63) to build a more flexible web application system to help state DOTs evaluate and document the value of their research products, projects, and programs. The system could be a revision of the existing RPM system or a new system. The system should be intuitive to use, scalable, modular, portable, flexible, and should have much of the functionality of the current RPM system in terms of the information it provides and the calculations it performs.
KW  - National Cooperative Highway Research Program
KW  - Performance evaluations
KW  - Reports
KW  - Research management
KW  - Return on investment
KW  - State departments of transportation
UR  - http://144.171.11.40/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2900
UR  - https://trid.trb.org/view/1335334
ER  - 

TY  - ABST
AN  - 01492335
TI  - Spt Multimodal Passenger Travel
AB  - Since the passage of the Intermodal Surface Transportation Efficiency Act in 1991, a significant number of State Highway agencies have started to develop and implement State-wide travel demand models to meet policy and legislative development needs. Current and future multimodal  freight flows are available from the Freight Analysis Framework, developed by the Federal Highway Administration (FHWA) for national freight policy analysis. However, on the passenger travel front, multimodal interregional origin/destination data are still lacking. This multimodal inter-regional passenger travel origin/destination data development project is an attempt to create the needed database for the base year 2008, and to forecast the future year of 2040.
KW  - Forecasting
KW  - Freight traffic
KW  - Mode choice
KW  - Multimodal transportation
KW  - Origin and destination
KW  - Passenger transportation
KW  - Policy analysis
KW  - Travel demand
UR  - https://trid.trb.org/view/1261468
ER  - 

TY  - ABST
AN  - 01465047
TI  - Support Multimodal Passenger Travel
AB  - Since the passage of the Intermodal Surface Transportation Efficiency Act in 1991, a significant number of State Highway agencies have started to develop and implement State-wide travel demand models to meet policy and legislative development needs. Current and future multimodal  freight flows are available from the Freight Analysis Framework, developed by the Federal Highway Administration (FHWA) for national freight policy analysis. However, on the passenger travel front, multimodal interregional origin/destination data are still lacking. This multimodal inter-regional passenger travel origin/destination data development project is an attempt to create the needed database for the base year 2008, and to forecast the future year of 2040.
KW  - Forecasting
KW  - Freight flow
KW  - Freight transportation
KW  - Multimodal transportation
KW  - Passenger transportation
KW  - Policy making
KW  - Travel demand
UR  - https://trid.trb.org/view/1233280
ER  - 

TY  - RPRT
AN  - 01457799
AU  - McCullouch, Bob
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Snow and Ice Removal and Anti-Icing Synthesis Study : Summary Report
PY  - 2010/07/19/Summary Report
SP  - 41p
AB  - This study started in 2000 with the original purpose to assist INDOT Snow and Ice Operations by collecting information on practices, equipment, and materials used for snow and ice removal and anti-icing strategies, materials and costs. Research and studies performed by states and federal groups have been plentiful in this area. SHRP and AASHTO have published reports as well as other states in the Midwest area. Also, associated costs will be collected for these various methods and activities. Indiana has a wide range of snow and ice potential between Laporte, Seymour and Vincennes Districts. Over a period of 10 years the study was extended in scope to include other topics relative to these operations. All these additional activities were directed by the Winter Operations Team (WOT) group at INDOT. This report describes these activities. It discusses District anti-icing comparisons, ice ban testing, caliber analysis, geomelt analysis, weather services analysis, Y-Chute analysis, Indiana Winter Severity index, and the Total Storm Management Manual.
KW  - Anti-icing
KW  - Highway maintenance
KW  - Indiana
KW  - Indiana Department of Transportation
KW  - Snow and ice control
KW  - Snow removal
KW  - Winter maintenance
UR  - http://dx.doi.org/10.5703/1288284314254
UR  - https://trid.trb.org/view/1218720
ER  - 

TY  - ABST
AN  - 01549628
TI  - Research for the AASHTO Standing Committee on Planning. Task 101. Understanding How to Develop and Apply Economic Analyses: Guidance for Transportation Planners
AB  - Transportation facilities and services represent significant public investment and can result in a variety of economic impacts. Economic studies are frequently incorporated in decision making, planning, and programming processes at statewide, MPO (Metropolitan Planning Organization) and local levels. It is therefore critical that the appropriate tools, assumptions and methods are used to produce these economic analyses. Although economics is a well developed field, many terms and concepts are used inconsistently. Economic analysis encompasses many different activities and products. Professional economists sometimes disagree with each other, may differ in their use of terminology, or they may emphasize different aspects in the analysis of an economic problem.  For example, the term "economic development" could mean the development of a specific parcel of land, such as the construction of a new supermarket, or it could mean a sustained increase in Gross State Product for an entire state. The approach to an economic analysis may vary depending on the planning time horizon. Economic analysis can inform decisions related to project scheduling and sequencing in the short term (< 5 years), but it may take 10 or more years for many other economic factors, such as the employment composition of a metropolitan area, to show a change. Planners and other transportation professionals typically have little formal training in economics, and they have few opportunities to develop expertise in economic vocabulary and concepts. This often serves to limit the application of economic analysis in transportation planning and programming and it can make serving as a project manager for an economic study challenging and difficult.  The objective of this research is to provide guidance to the transportation planner that is charged with developing, implementing, evaluating and communicating an economic analysis of a transportation investment. This research focuses on economic analytical techniques applied at both the broader planning level and at the project level. The results of this research are presented in the form of a guidebook that provides planning and other transportation professionals with an economic knowledge base that enables them to serve as a project manager for an economic analysis. The guidebook: (1) Provides a primer on basic economic terminology as it applies to transportation. (2) Explores the linkage between planning activities and economic analysis, and how economic analysis and results can be integrated into planning activities. (3) Provides guidance for developing an economic study.
KW  - Economic analysis
KW  - Handbooks
KW  - Investments
KW  - Metropolitan planning organizations
KW  - Transportation planning
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2816
UR  - https://trid.trb.org/view/1339857
ER  - 

TY  - RPRT
AN  - 01208114
AU  - Wiebelhaus, Mitch J
AU  - Terpsma, Ryan J
AU  - Lechtenberg, Karla A
AU  - Reid, John D
AU  - Faller, Ronald K
AU  - Bielenberg, Robert W
AU  - Rohde, John R
AU  - Sicking, Dean L
AU  - University of Nebraska, Lincoln
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - Development of a Temporary Concrete Barrier to Permanent Concrete Median Barrier Approach Transition
PY  - 2010/07/15/Final Report
SP  - 184p
AB  - The objective of this research was to design a transition from temporary concrete barriers to a permanent concrete barrier for median application. The researchers at Midwest Roadside Safety Facility utilized a combination of free standing and tied down Kansas Temporary Barriers and a dual nested thrie beam for the transition to the single slope permanent barrier as well as a transition cap. Two full-scale vehicle crash tests were performed on the system. The first was with a ½-ton pickup truck which impacted the temporary barriers 56 d in. (1,432 mm) upstream from the permanent barrier, at a speed and angle of 62.4 mph (100.7 km/h) and 24.7 degrees, respectively. The second crash test was performed also using a ½-ton truck which impacted the temporary barriers 54 ft - 6 ¾ in. (16.6 m) upstream from the permanent barrier, at a speed and angle of 62.2 mph (100.1 km/h) and 26.2 degrees, respectively. Both tests were conducted and reported in accordance with requirements specified in the Manual for Assessing Safety Hardware (MASH) and were determined to be acceptable according to the Test Level 3 (TL-3) evaluation criteria.
KW  - Concrete construction
KW  - Highway safety
KW  - Impact tests
KW  - Median barriers
KW  - Temporary barriers
UR  - http://books.google.com/books/about/Development_of_a_Temporary_Concrete_Barr.html?id=W31gYgEACAAJ
UR  - https://trid.trb.org/view/968688
ER  - 

TY  - ABST
AN  - 01463880
TI  - Alternate Bidding of Pipe Materials
AB  - Traditionally, transportation agencies have developed design and materials specifications, design processes, and construction methods that are driven by describing the type of material and the method of placement and procurement. This development should be enhanced by the opportunity to open up alternate materials to be included in the project development and delivery process, including implementation. The proposed research will develop guidance and performance indicators to the states that allows for alternate bidding practices in which different pipe materials can be assessed during the bidding process. The objective of this research is to develop guidance that will allow for multiple pipe materials to be included in the bidding process. The research will account for design, materials and construction specifications, and practices that provide for multiple materials to be included in the bidding process for each project and compare each pipe material against each other through a competitive process. The project will develop model performance specifications that describe performance parameters, measures, and tests or verification strategies, and will provide measures to ensure that performance goals are met. The guidance will work within the framework of various procurement and contracting methods.<p> </p>
KW  - Alternatives analysis
KW  - Competitive bidding
KW  - Contract administration
KW  - Guidelines
KW  - Materials
KW  - Pipe
KW  - Procurement
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2964
UR  - https://trid.trb.org/view/1232108
ER  - 

TY  - ABST
AN  - 01463879
TI  - Improving Access to Transportation Information
AB  - Transportation researchers, practitioners, and policy makers need a reliable information pipeline that captures relevant information in a consistent, comprehensive manner, with planned redundancy. Federal and state transportation agencies invest an enormous amount of time and money in generating information, but researchers and practitioners consistently report difficulties in finding and accessing it. Studies show employees spend 15-35% of their time searching for information. As much as 75% of an organization's information may be unstructured and unmanaged, resulting in wasted funds, lost opportunities, and duplication of effort. The transportation community currently shares information in a variety of ways. The most common method is to create a report or manual that is printed on paper, published on the internet, or both. Some of these reports are also submitted to major collections (such as TRIS or a transportation library) that enter them into bibliographic databases and preserve them. Transportation data is also shared in a variety of ways, and some may be found in central repositories and listings in data clearinghouses. One of the challenges to finding and managing transportation information is the limited use of common metadata and indexing terminology within the transportation community. Indexing and metadata standards do exist and are used but they are limited in scope and application. For example, the Transportation Research Thesaurus (TRT) is used by most transportation libraries, but the terminology does not yet address all of the terms needed and is not used to organize data resources or agency records. Data providers apply metadata standards, but the actual terms used are quite variable. Web pages use tags that are frequently established by the Web master. Record and document management systems use organizing structures based on the needs of current users of the resources, but it can be difficult to find information for another need. Image indexing systems are highly variable, from no system to strategic metadata and file names. There is no enterprise or industry-wide approach that addresses the broad user need for rapid access to relevant information. Within most transportation agencies, management of information resources is usually handled by the office creating the information, with no central point of contact to coordinate resources produced by diverse offices. This results in an inconsistent pattern of information capture and storage. While the practices applied may address the immediate need of the office creating the information, they may not support the broader agency information need (such as performance management resources or policy decisions) or the broader information needs of the transportation community (such as research and consideration of national policy). Common challenges within agencies include reports and data not being distributed beyond the issuing department; lack of attention to final disposition of data collected for projects, so that data remain with the private contractor and are not readily accessible to the agency; and information published only on the internet, where changing URLs may make the material hard or impossible to find and deletions occur because of data storage space limits or policy changes. Looking beyond single agencies, challenges include lack of institutional and financial support for joint-use information repositories; difficult and time-consuming efforts required to develop and reach consensus on terminology, information and data formatting, storage, and maintenance standards across the transportation community; and variations in sophistication and resources available to ensure interoperability for information deposit and access across agencies. The transportation community has made efforts to improve information management, for example producing a business plan for developing Transportation Knowledge Networks (TKN), the TRT, and TransXML. Further research is needed. The objective of this research will be to investigate feasible and effective practices for capturing information resources within transportation agencies, organizing these resources to enhance their availability, and facilitating their use within and among agencies to support decisionmaking, policy development, performance management, research, and other information uses. The research to accomplish this objective might include the following tasks: (1) review current practices and identify best practices for capture, preservation, and retrieval of transportation information; (2) compile a resource base of terminology and categorization schemes for transportation information resources, including thesauri, taxonomies, glossaries, and ontologies, including those drawing on related fields (for example, public safety, engineering, and environment); (3) develop a toolkit of resources and practices for agencies to use in more effectively managing their information resources; and (4) identify strategies for expanding the use of effective information capture, preservation, and retrieval practices within the community of transportation agencies.
KW  - Accessibility
KW  - Best practices
KW  - Data collection
KW  - Information dissemination
KW  - Information systems
KW  - Information technology
KW  - Internet
KW  - Manuals
KW  - Pipelines
KW  - Policy making
KW  - Transportation
KW  - Websites (Information retrieval)
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2981
UR  - https://trid.trb.org/view/1232107
ER  - 

TY  - ABST
AN  - 01463953
TI  - Synthesis of Information Related to Highway Problems. Topic 42-05. Long-term Performance of Mechanically Stabilized Earth (MSE) Walls
AB  - An increasing number of state transportation agencies have developed highway structure inventories of mechanically stabilized earth (MSE) walls. The long-term performance of these walls depends on various factors. This project will study these data to learn how states predict, measure, and track the performance of MSE walls. The results of this study may lead to better design, construction, monitoring, and maintenance of these important structures.
KW  - Bridges
KW  - Earth walls
KW  - Highway structures
KW  - Performance
KW  - Retaining walls
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2941
UR  - https://trid.trb.org/view/1232181
ER  - 

TY  - ABST
AN  - 01464106
TI  - Performance-Related Specifications for Pavement Preservation Treatments
AB  - Quality assurance specifications that specify end product quality have often been used by transportation agencies as a means for assuring construction quality of highway pavements. However, agencies are increasingly incorporating performance-related specifications (PRS) in construction contracts to specify quality in terms of parameters related to desired performance over the long term. These PRS also provide a means for accounting for the value lost or gained by the variances of these parameters from the specified target values. Although such PRS have been used for the construction of pavements, their use for pavement preservation treatments has been limited. There are no widely accepted guidelines for PRS for pavement preservation treatments that correlate fundamental engineering properties to construction quality characteristics. Research is needed to develop guidelines for PRS for pavement preservation treatments that provide a direct relationship between key quality characteristics and performance. These guidelines will help highway agencies specify an optimum level of quality that represents the best balance of costs and performance. The objective of this research is to develop guidelines for use in preparing performance-related specifications (PRS) for pavement preservation treatments. The research shall deal with preservation treatments for all pavement types. For the purpose of this research, preservation treatments are treatments applied to preserve an existing roadway, slow future deterioration, and maintain and improve its functional condition (without substantially increasing structural capacity).
KW  - Pavement performance
KW  - Paving
KW  - Performance related specifications
KW  - Preservation
KW  - Quality assurance
KW  - Road construction
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2713
UR  - https://trid.trb.org/view/1232334
ER  - 

TY  - ABST
AN  - 01463881
TI  - System Performance of Accelerated Bridge Construction (ABC) Connections in Moderate-to-High Seismic Regions
AB  - The Federal Highway Administration (FHWA) and many state Departments of Transportation (DOT) are actively promoting accelerated bridge construction to minimize construction related impacts to the traveling public and to enhance work-zone safety. Many successful applications of ABC techniques have been recently realized, largely in regions of low seismic activity. A number of these ABC applications are documented in the FHWA Connection Details for Prefabricated Elements and Systems Manual published in 2009. However, utilization of ABC techniques has been more limited in seismic regions of the country. A key factor in successful implementation of this initiative lies in the connections between prefabricated elements. Providing reliable connections to ensure ductile performance is essential to developing designs capable of performing to the specifications required in seismic-prone areas. Several prefabricated connection details used for recent ABC projects in seismic regions hold significant promise for more widespread application, but they have not been fully tested for seismic loading. In addition, by testing these details and developing an improved understanding of their ultimate performance, these details could be used for potential ABC application throughout the country for other extreme event hazards. The objective of this research is to synthesize the available information related to connection details recently used or under development for potential use on ABC bridges with promise for more widespread application in seismic regions.
KW  - Accelerated construction
KW  - Base isolation
KW  - Bridge construction
KW  - Earthquake resistant design
KW  - Prefabricated bridges
KW  - Prefabricated structures
KW  - Seismicity
KW  - Structural connection
KW  - Traffic delays
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2966
UR  - https://trid.trb.org/view/1232109
ER  - 

TY  - ABST
AN  - 01463886
TI  - Research for AASHTO Standing Committee on Highways. Task 286. Finalization of a New AASHTO Drainage Manual - Volume 1, Policy; Volume 2, Procedures
AB  - The development of a national guidance for selecting pipe materials that is based on scientific methods is essential for optimizing state department of transportation (DOTs') investments in durable and safe infrastructure. The national standard would be an independent and objective guide for the selection of a better product that is both safe and economical.
KW  - American Association of State Highway and Transportation Officials
KW  - Drainage
KW  - Drainage structures
KW  - Guidelines
KW  - Manuals
KW  - Procedures
KW  - State departments of transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2864
UR  - https://trid.trb.org/view/1232114
ER  - 

TY  - ABST
AN  - 01463884
TI  - Research for AASHTO Standing Committee on Highways. Task 302. Develop Pilot Value Analysis for Lead States Team for Linear Referencing Systems
AB  - The objective of this research project is to develop a Value Analysis Study Report and supporting products to quantify linear referencing system implementation impact on cost savings, time savings, performance/cost value index, and return on investment. Tasks anticipated in this project include the following: (1) Provide a Certified Value Specialist (CVS) team leader to lead a value analysis through the value methodology specified in the SAVE International Body of Knowledge. (2) Provide VA study documentation following the requirements of SAVE International Body of Knowledge. (3) Provide a pre-study meeting and VA Workshop. (4) Develop a Value Analysis Study Summary Report to quantify performance improvements derived from implementation of a linear referencing system in terms of cost and time savings and in terms of cost benefit ratio and return on investment. (5) Provide a Value Video to document the value of linear referencing system technology. This video will be used for marketing purposes and should highlight the advantages of the technology with real case examples.<div align="left"></div><div align="left"><br /><br /></div>
KW  - Cost savings
KW  - Implementation
KW  - Knowledge
KW  - Linear referencing
KW  - Pilot studies
KW  - Referencing
KW  - Technological innovations
KW  - Value engineering
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3008
UR  - https://trid.trb.org/view/1232112
ER  - 

TY  - RPRT
AN  - 01362943
AU  - Ward, Nicholas J
AU  - Linkenbach, Jeff
AU  - Keller, Sarah N
AU  - Otto, Jay
AU  - Western Transportation Institute
AU  - Vanasse Hangen Brustlin, Incorporated
AU  - Federal Highway Administration
TI  - White Papers for: "Toward Zero Deaths: A National Strategy on Highway Safety" - White Paper No. 2 - White Paper on Traffic Safety Culture
PY  - 2010/07/07/Final Report
SP  - 44p
AB  - Traffic safety culture is a powerful concept which helps explain differences in international, regional and demographic crash risk as well as the propensity to commit high risk behaviors. If it were possible to define and apply this concept within a relevant social psychological theory of behavioral choice, it may be possible to develop a new paradigm for traffic safety interventions. This culture-based approach would be fundamentally different, but complementary to traditional strategies for reducing traffic fatalities which focus on education, enforcement, and engineering. This paper describes the potential role of cultural transformations in the United States traffic safety system by treating the origin of risk behaviors. It also identifies potential hazards and recommended strategies for implementation. This paper estimates an annual savings of $28 billion in crash reductions and a $6 billion annual cost for implementation. The resulting cost to benefit ratio of greater than 4:1 is encouraging.
KW  - Behavior
KW  - Culture (Social sciences)
KW  - Highway safety
KW  - Risk taking
KW  - Social change
KW  - Social psychology
KW  - Traffic safety
KW  - United States
UR  - http://www.westerntransportationinstitute.org/documents/reports/4W3048_Final_Report.pdf
UR  - https://trid.trb.org/view/1128223
ER  - 

TY  - ABST
AN  - 01556450
TI  - Legal Problems Arising out of Highway Programs. Topic 17-03. First Responders
AB  - The applicability of various federal requirements, as well as the availability of certain funding streams, hinges on the classification of an individual as a "first responder". In the near future, the development of a "National Broadband Plan" by the Federal Communications Commission (FCC) will provide much-needed direction for a communications band used by those classified as "first responders". The precise manner in which this term is defined will therefore have ramifications for the entire public safety community, including transportation agencies. Preliminary evidence suggests that a number of incompatible definitions may exist. One such conflict has been noted between the definition created in the 1930s for use by the Federal Communications Commission (FCC) and a broader definition more recently articulated by Homeland Security legislation. Traditionally, the FCC has used the term "first responder" to refer only to fire, police, and emergency medical personnel. A shift toward an all hazards approach in emergency preparedness and response, however, has driven an evolution of this definition in the Homeland Security arena, expanding it to also include emergency management, public health, clinical care, public works, and other skilled support personnel. Interpretations of the "first responder" designation must be reconciled in order to ensure a common understanding and a cohesive federal approach in the effort to improve emergency response capabilities. This research project should: (1) identify the legislation, regulations, and executive orders in which the term "first responder" is defined; (2) briefly summarize the legislation/regulation/order to understand their scope and purpose; (3) provide the definition existing in the source documents; and (4) highlight any commonalities or inconsistencies between the definitions.
KW  - Definitions
KW  - Disaster preparedness
KW  - Emergency management
KW  - First responders (Emergencies)
KW  - Legislation
KW  - National security
KW  - Public health
KW  - U.S. Federal Communications Commission
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3767
UR  - https://trid.trb.org/view/1345745
ER  - 

TY  - ABST
AN  - 01532757
TI  - Impact of Course Aggregate Gradation on PCC Performance Properties
AB  - The objective of this project is to investigate how gradation variations outside the specified aggregate gradation bands influence the long term performance of concrete.
KW  - Aggregate gradation
KW  - Coarse aggregates
KW  - Concrete
KW  - Pavement performance
KW  - Portland cement concrete
UR  - http://www.scdot.scltap.org/wp-content/uploads/2015/01/SCDOT-SPR-689-Project-Final-Report1.pdf
UR  - https://trid.trb.org/view/1318360
ER  - 

TY  - ABST
AN  - 01466134
TI  - Laboratory Testing of Innovative Steel Bridge Designs
AB  - Ongoing research at Colorado State University (CSU) has considered innovative approaches to design of steel bridges for the Colorado Department of Transportation. An initial study considered the application of compact rolled steel sections to simple made continuous design. A follow-up study is considering steel plate girders along with innovations such as (1) external post tensioning using either steel or FRP rods; (2) use of hybrid steel girders to enable the use of high performance steel in key regions of the girders; (3) use of double composite steel-concrete bridges (see figure below); and (4) application of a FRP cover plate to the bottom flange using epoxy to optimize the cross section. The study currently underway is purely analytical. In order to put these innovative bridge design and construction techniques to use, the analytical models need to be verified by laboratory experiments.
KW  - Bridge design
KW  - Girder bridges
KW  - High performance steels
KW  - Laboratory tests
KW  - Plates (Engineering)
KW  - Steel bridges
KW  - Technological innovations
UR  - https://trid.trb.org/view/1234369
ER  - 

TY  - ABST
AN  - 01466133
TI  - Assessment of Planning Models for Indian Reservation Roads
AB  - State and metropolitan transportation agencies have planning models to forecast highway condition and investment needs and analyze the benefits and costs of potential improvements. In comparison, tribal planners have few (if any) tools. One option (or remedy) is to transfer the same technologies used by state planners (e.g., the Highway Economic Requirements System (HERS)) to tribal planners. With this in mind, Benson (in an earlier MPC project) translated the Indian Reservation Roads (IRR) database into an HPMS-like format that can be read by HERS-ST. While HERS test runs on the converted database are continuing, the thoroughness of the data poses many challenges. While most state highways are paved, many miles of Indian Reservation Road are unpaved. HERS-ST lacks specific mechanisms for analyzing the deterioration and costs of unpaved roads or low-type surfaces such as bituminous treatments or very thin asphalt layers. Therefore, supplemental methods may be needed to fully analyze the types of roads found on reservations.
KW  - Condition surveys
KW  - Databases
KW  - Evaluation and assessment
KW  - Highway design
KW  - Highway Economic Requirements System
KW  - Indian reservations
KW  - Planning
UR  - https://trid.trb.org/view/1234368
ER  - 

TY  - ABST
AN  - 01466130
TI  - Connecting Supply Chain Interregional Freight Flow
AB  - Freight flow data such as the Freight Analysis Framework (FAF) predict freight flows among regions based on commodity forecasts. The actual truck traffic may actually be the resultant effect of supply chain decision by a large number of business enterprises and who seek to minimize their total logistics cost by making the best supply chain decisions. The supply chain decisions and the domain of freight movement are not restricted within domestic boundaries but with the present trend in globalization there is an ever increasing trend of freight movement between different parts of the world. The supply chain decisions are not only limited by business objectives but there to a large extent affected by administrative rules and public policies. To have a better understanding of regional freight flow it is essential to have better comprehension of the supply chain factors which determine trade and product flows and mapping commodity forecasts to interregional freight flows. In particular, a typology or systematic classification of supply chain and their relationships to product flows could be useful in this regard. Business decisions are a set of complex interactions between shippers, carriers and service providers in Supply Chain. In order to gain insight into the supply chain process adapted by diverse commodities a reasonable step would be subdivide the commodities into subgroups and determine a prototype a supply chain model for each group. For each of these groups of commodities effective of public investments, response of business to regulations in transportation, parameters determining mode choice, trading partners, location of facilities can be determined.
KW  - Best practices
KW  - Commodity flow
KW  - Decision making
KW  - Freight traffic
KW  - Freight transportation
KW  - Supply chain management
KW  - Traffic flow
KW  - Traffic forecasting
UR  - http://www.mountain-plains.org/research/projects/downloads/2010_MPC358.pdf
UR  - https://trid.trb.org/view/1234365
ER  - 

TY  - ABST
AN  - 01466129
TI  - Freight Railway Track Maintenance Cost Model
AB  - Track maintenance is critically important to railway performance and safety. In 2008, Class I railroads spent $7.52 billion on track maintenance. For internal purposes, freight railroads use proprietary models to predict track deterioration and maintenance for specific segments. However, many of the publicly available studies are outdated at a time when increased emphasis is being placed on railway investments from a multimodal perspective. For example, the equated mileage factors published by the American Railway Engineering &amp; Maintenance of Way Association (AREMA, 2008). Although useful the AREMA factors were initially published in 1994. Another publicly-available model is the Speed Factored Gross Tonnage model (SFGT) which has been used in STB cases. However, it was originally developed in 1975. Similarly, the widely used TOPS model was originally developed in 1976. have been an important source of track cost factors. The equated factors allow planners to quickly compare the expected maintenance costs of tracks of different designs (e.g., rail weights), configurations (e.g., number of tracks), and annual densities (e.g., gross tons) under different traffic conditions (e.g., axle loads and unit trains per day). Other studies present the results of track models, but do not show the actual functions or underlying equations, making them unsuitable for publicly-funded projects where the methods must be transparent. The essential purpose of this project is to provide more information about the relative importance of track maintenance cost factors and a publicly available model which would have applicability in sketch planning and in comparing the maintenance costs of various types of track with different traffic conditions.
KW  - Economic development
KW  - Freight traffic
KW  - Freight transportation
KW  - Maintenance of way
KW  - Railroad tracks
KW  - Sketch planning
UR  - http://www.mountain-plains.org/research/projects/downloads/2010_MPC357.pdf
UR  - https://trid.trb.org/view/1234364
ER  - 

TY  - ABST
AN  - 01466125
TI  - What Can We Learn About Making Driving Safer for Teen Drivers from Crashes in Three Rural States?
AB  - Teen drivers have a relatively high risk for injury and death from traffic crashes (CDC 2010). Given their limited driving experience, it is not unexpected for teens to have above average crash rates (Williams 2003). Fatalities data shows, however, that young drivers in North Dakota, South Dakota, and Wyoming have disproportionately large share of teen drivers involved in the states most serious crashes. Among the 48 contiguous states these three are in the highest quartile for share of fatal crashes attributed to teen drivers. Nationwide 4.4% of fatal passenger vehicle crashes involved drivers age 14 to 17 between 2006 and 2008. The teen shares in these crashes are 12.2%, 9.5%, and 6.9% in North Dakota, South Dakota, and Wyoming, respectively, during those three years. Teen licensing can include a range of education/experience requirements, license restrictions, and age stipulations (. The approach in these states is mixed with regard to licensing processes. Wyoming adopted a three-stage licensing process for teens in 2005 which included new restrictions. South Dakota and North Dakota have fewer restrictions, but have also adopted policies aimed at improving teen driver safety. A study of teen driver crashes in the three states may provide some insight for future decisions to lower crash rates and reduce serious injury crashes. The study will consider roadway, driver, vehicle, and environmental crash parameters.
KW  - Adolescents
KW  - Crash data
KW  - Fatalities
KW  - Human factors in crashes
KW  - North Dakota
KW  - South Dakota
KW  - Traffic crashes
KW  - Traffic safety
KW  - Wyoming
UR  - http://www.mountain-plains.org/research/projects/downloads/2010_MPC344.pdf
UR  - https://trid.trb.org/view/1234360
ER  - 

TY  - ABST
AN  - 01466124
TI  - Modeling, Analysis and Evaluation of Urban Arterial Work Zone
AB  - none
KW  - Arterial highways
KW  - Human factors in crashes
KW  - Mobility
KW  - North Dakota
KW  - Vehicle miles of travel
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.mountain-plains.org/research/projects/downloads/2010_MPC349.pdf
UR  - https://trid.trb.org/view/1234359
ER  - 

TY  - ABST
AN  - 01466123
TI  - Modeling and Evaluation of Traffic Signal Preemption near Railroad Crossings in Small Urban Areas
AB  - none
KW  - Grade crossing protection systems
KW  - Manual on Uniform Traffic Control Devices
KW  - Railroad grade crossings
KW  - Railroad safety
KW  - Traffic congestion
KW  - Traffic control devices
KW  - Traffic signal preemption
KW  - Urban areas
UR  - http://www.mountain-plains.org/research/projects/downloads/2010_MPC350.pdf
UR  - https://trid.trb.org/view/1234358
ER  - 

TY  - ABST
AN  - 01466122
TI  - Concrete Structure Design Alternatives for Rural State and Local Roads
AB  - none
KW  - Box culverts
KW  - Bridge design
KW  - Bridge replacement
KW  - Cast in place concrete
KW  - Concrete structures
KW  - Life cycle analysis
KW  - Life cycle costing
KW  - Pavement performance
KW  - Rural highways
KW  - Service life
KW  - South Dakota
UR  - http://www.mountain-plains.org/research/projects/downloads/2010_MPC351.pdf
UR  - https://trid.trb.org/view/1234357
ER  - 

TY  - ABST
AN  - 01466121
TI  - Evaluation of Ice Loads on Bridge Piers in South Dakota
AB  - none
KW  - Bridge abutments
KW  - Bridge piers
KW  - Bridge substructures
KW  - Ice
KW  - Lateral loads
KW  - Live loads
KW  - South Dakota
UR  - http://www.mountain-plains.org/research/projects/downloads/2010_MPC352.pdf
UR  - https://trid.trb.org/view/1234356
ER  - 

TY  - ABST
AN  - 01463956
TI  - Synthesis of Information Related to Highway Problems. Topic 42-03. Practice and Procedures for Site-Specific Evaluation of Earthquake Ground Motions
AB  - AASHTO specifications for seismic design, including both the 2009 Interim AASHTO LRFD Bridge Design Specifications and the 2009 Guide Specifications for LRFD Seismic Bridge Design, mandate site-specific evaluation of the earthquake design ground motion (i.e. the acceleration response spectrum) for ground conditions termed Site Class F. In the AASHTO specifications, Site Class F soils are soft clay sites. These AASHTO specifications also allow discretionary site specific analyses for other ground conditions and a reduction in mapped design ground motions by as much as 33% if justified by a site-specific ground motion analysis. Some State DOTs are taking advantage of this site response reduction provision, particularly in cases where there is the potential for pore pressure generation leading to liquefaction. Furthermore, there is growing evidence that the AASHTO site factors, used to adjust mapped values of design ground motions for local ground conditions, are inappropriate for short period structures (To < 0.5 sec) at shallow bedrock sites, i.e., depth to bedrock less than 100 ft, and for long period structures (To > 1.0 sec) at deep soil basin sites, e.g. depth to bedrock greater than 500 ft For years, the primary method used in engineering practice for evaluating the influence of local ground conditions on earthquake ground motions on a site-specific basis has been the equivalent-linear site response computer program SHAKE. However, SHAKE is known to be unreliable at (1) sites with ground motions in excess of 0.3 g due to non-linear site response effects, (2) at sites where there is a potential for liquefaction because it cannot consider the effects of pore pressure generation, and (3) at deep soil basin sites because of deficiencies in damping and modulus reduction curves. A number of truly non-linear site response analysis methods have recently become available and are now being used in practice, including methods that account for deep soil basin effects (e.g. DEEPSOIL) and pore-water pressure generation (e.g. D-MOD2000, OPENSEES, and DESRAMUSC). Significant expertise is required to conduct and interpret the results from these newer methods, often leading to questions regarding the validity of results. For instance, experience with the newer nonlinear analysis methods show that strains (and hence stiffness reduction) tend to become more localized than in an equivalent linear analysis (e.g. a SHAKE analysis). As a result, details of the soil profile, particularly soft layers and impedance contrasts, can have a larger effect on the results of a nonlinear analysis than they do on the results of an equivalent linear analysis. Furthermore, with all available methods (including SHAKE), significant expertise and numerous discretionary decisions are required in order to conduct a site response analysis, including the selection of an appropriate suite of time histories, whether to measure the small strain modulus and other soil properties in the field and/or laboratory or obtain them using correlations, to what extent sensitivity analyses are required, and what modulus reduction and damping curves to use. The extent of the required expertise and discretionary decisions is greater with the newer methods than with SHAKE and is greatest with the analyses that consider pore pressure generation and dissipation. Commentary within the AASHTO specifications warns of potential issues when conducting site-specific ground motion studies, but the commentary provides no guidance on how or when to consider these potential issues. This lack of guidance raises concerns as to whether appropriate estimates of site-specific ground motions are being made for design, potentially resulting in either excessive project construction costs when ground motion response is overestimated or unacceptable risk to the public when ground motion response is underestimated. A synthesis study will be performed of current practice and available methods for site specific analysis of earthquake ground motions supplemented with a summary of experience gained in developing and employing these methods, including challenges in their application and perceived advantages and disadvantages of the different methods. This study will help establish and improve the state of practice, providing a summary of best design practices, as well as identifying research and development needs on this important topic.
KW  - Bridge design
KW  - Earthquake resistant design
KW  - Earthquake resistant structures
KW  - Liquefaction
KW  - Pore pressure
KW  - Seismicity
KW  - State departments of transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2939
UR  - https://trid.trb.org/view/1232184
ER  - 

TY  - ABST
AN  - 01463955
TI  - Synthesis of Information Related to Highway Problems. Topic 42-04. Recent Geometric Design Research for Improved Safety, Operations, and Maintenance
AB  - There is a significant body of research related to safety and operational impacts of geometric design decisions. Application of this knowledge is sometimes limited because of the sheer volume of information that exists and the rapid pace in which it is produced and published. Geometric design research results are scattered across a variety of different tools and publications that are not easily accessible to highway and street geometric designers and geometric design policy makers. Significant time investments are required to find, critique, and implement the research results into practice. NCHRP Synthesis 299, Recent Geometric Design Research for Improved Safety and Operations was published in 2001 and included a review and summary of selected geometric design research published during the 1990s, particularly research with improved safety and operations implications. The synthesis was organized so that research results were presented with direct correspondence to Green Book chapters (e.g., Design Controls and Criteria, Elements of Design, Cross Section Elements, Intersections, and Interchanges). Since the publication of NCHRP Synthesis 299, a considerable amount of research related to operational and safety effects of highway and street geometrics has been completed. In some cases, the research was executed as part of a strategic research program to develop a specific tool or manual (e.g., 2010 Highway Capacity Manual, Highway Safety Manual, SafetyAnalyst). In other cases, the research was part of individual, unrelated project efforts aimed at addressing an important knowledge gap. Results are published in NCHRP reports and web only documents, FHWA reports, state DOT research reports, and in a number of peer-reviewed transportation journals.
KW  - AASHTO Green Book
KW  - Geometric design
KW  - Highway design
KW  - Highway operations
KW  - Highway safety
KW  - Information systems
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2940
UR  - https://trid.trb.org/view/1232183
ER  - 

TY  - ABST
AN  - 01463954
TI  - Synthesis of Information Related to Highway Problems. Topic 42-02. The Use and Application of the Census Bureau's Public Use Microdata Sample (PUMS) by States and Metropolitan Planning Organizations
AB  - The Public Use Microdata Sample (PUMS) data series produced by the Census Bureau is increasingly becoming a critical source of data for the Metropolitan Planning Organization (MPO) and State transportation planning community. For example, more and more MPOs are experimenting with the PUMS data in developing population synthesizers to support their travel forecasting models while others have used it for policy studies dealing with the transportation needs of special populations like the elderly, those in group quarters and the disabled. There is an abundance of information on what PUMS is and where to get the raw data, yet very little is known about who is using it, and what they are using it for. What is known about its use is hard to find and not well documented, making it difficult to learn from each other or help those responsible for designing usable data products for the transportation community. Compounding this information void, a recent change to the American Community Survey from the Census Long Form Survey has introduced new methodological issues and concerns that are not well understood. The purpose of this synthesis is to discover who are the transportation users of the PUMS data, to document the extent and purposes of their use, and to identify any data issues encountered. Through this effort best practices should be identified and documented along with any common approaches for solving common problems. Closing out the synthesis will be recommendations for research to improve use of the PUMS data by the transportation community. Information for the study will be gathered by literature review, a survey of MPOs and state transportation agencies, and personal follow-up with the agencies. Illustrative case studies will be developed to illustrate how individual agencies are using PUMS data. These may include situations where difficulties were encountered.
KW  - Aged
KW  - Census
KW  - Data collection
KW  - Information systems
KW  - Metropolitan planning organizations
KW  - Persons with disabilities
KW  - Public use microdata samples
KW  - Traffic forecasting
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2938
UR  - https://trid.trb.org/view/1232182
ER  - 

TY  - ABST
AN  - 01463952
TI  - Synthesis of Information Related to Highway Problems. Topic 42-06. Performance-based Highway Maintenance and Operations Management
AB  - There is an increasing focus on performance outcomes and management accountability in highway system management by state transportation agencies. This interest has driven substantial, relatively rapid advances in maintenance and operations (M&amp;O) management practices and systems, characterized by what are commonly referred to as levels of service (LOS). These management advances are not documented in a single, up-to-date source. Documentation is important since practices vary. For example, state DOTs have taken different approaches to defining LOS (e.g., pass-fail scoring vs. A-through-F-type grading); the performance measures and threshold values that underlie LOS definitions vary, notwithstanding national efforts to achieve greater uniformity; and methods to communicate the consequences of different target LOS likewise vary.
KW  - Highway maintenance
KW  - Highway operations
KW  - Level of service
KW  - Maintenance practices
KW  - Management
KW  - State departments of transportation
KW  - Systems management
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2942
UR  - https://trid.trb.org/view/1232180
ER  - 

TY  - ABST
AN  - 01463951
TI  - Synthesis of Information Related to Highway Problems. Topic 42-07. Waterproofing Membranes for Concrete Bridge Decks
AB  - Bridge deck deterioration is one of the most extensive problems for bridge maintenance. Using waterproofing membrane might be a good way to mitigate this problem. A recent International Scan,"Assuring Bridge Safety and Serviceability," in Europe found agencies consistently reported success with the incorporation of waterproofing membranes for new concrete bridge deck construction as a means of both extending service life and circumventing the need to rehabilitate or replace bridge decks. In contrast, their usage in the United States remains, to a large extent, limited. This study will update to NCHRP Synthesis 220 Waterproofing Membranes for Concrete Bridge Decks (1995). It will assemble, organize, evaluate and document information related to advances in materials, design, construction and performance of waterproofing membranes for existing and new bridge decks. In particular, the identification of domestic materials, processes and installation practices which have been successful, as well as why domestic systems have failed, is needed.
KW  - Bridge decks
KW  - Bridge maintenance
KW  - Concrete bridges
KW  - Membranes
KW  - Service life
KW  - Technological innovations
KW  - Waterproofing
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2943
UR  - https://trid.trb.org/view/1232179
ER  - 

TY  - ABST
AN  - 01463950
TI  - Synthesis of Information Related to Highway Problems. Topic 42-08. Significant Findings from Advanced Pavement Testing
AB  - NCHRP Synthesis 325 reported on information pertaining to Accelerated Pavement Testing (APT) projects until early 2000. Since then APT programs in the US and abroad have expanded and research findings have been published on a wide range of topics. More than thirty APT programs are currently active in the US and internationally. There have been two international conferences dedicated solely to APT: one in 2004 in Minneapolis and the other in Madrid in 2008.  Presentations and publications stemming from the annual TRB meetings and other conferences have also added to the increase in APT research findings. From the proceedings of these conferences and meetings and other research reports it is clear that APT research has is generating a vast scope of significant findings, and that the application of these findings has been expanding into the broad field of Pavement Engineering. This update of Synthesis 325 will gather into one report this large source of knowledge to be utilized effectively and efficiently by the pavement engineering community. The study will look at new studies that fit the framework of Synthesis 325 but also identify new areas of research using APT have emerged recently to the benefit to the pavement engineering in the US. In this regard, there is also a strong need to identify what is needed as further research. The primary objective of this study is to develop a framework for capturing, structuring and reporting on assessments of APT findings and applications, and to assemble and summarize the benefits of the APT work conducted in the past eight years.
KW  - Accelerated pavement tests
KW  - Benefits
KW  - Construction engineering
KW  - Engineering
KW  - Pavement design
KW  - Pavement performance
KW  - Pavement testing
KW  - Research
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2944
UR  - https://trid.trb.org/view/1232178
ER  - 

TY  - ABST
AN  - 01463949
TI  - Synthesis of Information Related to Highway Problems. Topic 42-09. Low Cost Solutions for Stabilization and Erosion Control
AB  - According to U.S. government records as of 2009 there are estimated to be 42.8 million miles of roads on the planet. Of these, 32.1 million miles (52 million km) comprise rural low-volume roads. In the U.S. there are approximately 4 million miles in the road system of which there are 3 million miles of rural low-volume roads, maintained by some 35,000 local agencies. Low volume roads are often considered synonymous with low cost roads, especially in developing countries, and road construction practice commonly omits any form of surface slope protection (grass plantings, hydro-mulching, etc.). As a consequence, there are often major erosion problems leading to environmental damage and pollution of waterways. Additionally frequent shallow slope failures add to the erosion problem, increase road maintenance needs, and often create road delays and traffic safety problems. Many solutions being implemented around the world by low volume road engineers and managers are successful and low-cost, but are not well-documented. This study will gather information through a literature review, including international sources (especially Nepal, Bhutan, and Indonesia); a practitioner survey; and selected interviews. Contacts and information may be sought from the state LTPPs, the National Association of County Engineers, the American Public Works Association, the US Forest Service, and the state DOTs.
KW  - Erosion control
KW  - Geotechnical engineering
KW  - Low volume roads
KW  - Pavement maintenance
KW  - Road construction
KW  - Slope stability
KW  - Soil stabilization
KW  - Vegetation control
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2945
UR  - https://trid.trb.org/view/1232177
ER  - 

TY  - ABST
AN  - 01463948
TI  - Synthesis of Information Related to Highway Problems. Topic 42-10. Extent of Highway Capacity Manual Use in Planning
AB  - A primary application of the Highway Capacity Manual (HCM) by transportation agencies is to assess the effect of proposed improvement projects on quality of service. However, the HCM does not address how HCM results should be used in project prioritization and decision making and does not consistently provide measures that are needed by highway agencies for this purpose. For example, transportation agencies might wish to use HCM results to rank proposed projects by delay reduction (expressed in vehicle-hours or person-hours) or by delay reduction per dollar of construction cost. In decision making, transportation agencies might choose to value delay reduction differently within different levels of service. The HCM might include a new section on project prioritization and decision making. All existing and future HCM methodologies could be reviewed and improved to assure that they provide the measures needed by transportation agencies for project prioritization. The objective of this project is to assess the extent to which the HCM is being used by state departments of transportation, metropolitan planning organizations, transit providers and local governments in the prioritization of transportation projects and in the decision-making processes through which projects are selected.
KW  - Decision making
KW  - Highway capacity
KW  - Highway Capacity Manual
KW  - Metropolitan planning organizations
KW  - Planning and design
KW  - Project management
KW  - Quality of service
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2946
UR  - https://trid.trb.org/view/1232176
ER  - 

TY  - ABST
AN  - 01463947
TI  - Synthesis of Information Related to Highway Problems. Topic 42-11. City Ordinances to Support Pedestrian Safety
AB  - Many communities are encouraging pedestrian transportation to improve personal and public health, provide recreation, reduce the public costs of private automobile travel, and create other economic benefits. Communities that have been most successful at promoting pedestrian transportation options recognize that a safe and usable pedestrian environment requires much more than meeting minimum national standards. High-quality pedestrian environments are places where pedestrians are anticipated, encouraged, and will congregate. These communities are developing new ordinances and design guidelines to encourage mixed-use development patterns and streets that serve a variety of transportation modes. There is a need to share information about the tools used by leading communities to develop transportation systems that support pedestrian activity. This synthesis will document the regulatory, financial, and administrative tools used by communities to create vibrant pedestrian networks. The focus will be on places that are pro-active on addressing pedestrian access. Case studies will be collected from local municipalities, counties, and states. These case studies will identify the tools and methods being employed; fully document the approaches used; cite the purpose and justification behind the initiatives; discuss political opposition or support; summarize the final ordinances that were adopted; and provide overall reflections on the process.
KW  - Accessibility
KW  - Activity choices
KW  - Economic benefits
KW  - Local transportation
KW  - Mixed use development
KW  - Mode choice
KW  - Ordinances
KW  - Pedestrian movement
KW  - Pedestrian safety
KW  - Regional planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2947
UR  - https://trid.trb.org/view/1232175
ER  - 

TY  - ABST
AN  - 01463946
TI  - Synthesis of Information Related to Highway Problems. Topic 42-12. Successful Programs to Manage Traffic Sign Retroreflectivity
AB  - On December 21, 2007, the Federal Highway Administration (FHWA) revised the Manual on Uniform Traffic Control Devices (MUTCD) to establish maintenance criteria (minimum retroreflectivity) for traffic sign retroreflectivity. This revision included compliance dates by which agencies must establish a maintenance method and meet traffic sign retroreflectivity criteria. The Final Rule became effective Jan 2008, with an implementation date for a maintenance management method by Jan 2012. There are some state programs that were begun before the new requirement. Other proactive agencies are now gaining experience and expertise maintaining sign retroreflectivity. It is understood that, while there has been limited progress among the states for this topic, it is important to capture what has been done and what is planned, to help all the states grapple with the requirement.
KW  - Compliance
KW  - Maintenance
KW  - Manual on Uniform Traffic Control Devices
KW  - Retroreflectivity
KW  - Traffic control devices
KW  - Traffic signs
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2948
UR  - https://trid.trb.org/view/1232174
ER  - 

TY  - RPRT
AN  - 01477345
AU  - Boisvert, Denis M
AU  - New Hampshire Department of Transportation
AU  - Federal Highway Administration
TI  - Preparation of Rumble Strips Prior to Overlayment
PY  - 2010/07//Final Report
SP  - 19p
AB  - The use of rumble strips in pavement to reduce run-off-road accidents is relatively new. In New Hampshire, these installations began in the mid to  late 1990s. The New Hampshire Department of Transportation (NHDOT) performed its first overlay of rumble strips in Nashua on its Central Turnpike during the 2003 construction season. The rumbles immediately reflected through the one-inch overlay, raising concerns over whether these features should receive special preparation.  A national materials list-serve was used to solicit the practices of other state and provincial agencies. Eighteen respondents indicated a range of  opinion from grinding the strip and shimming before paving, to doing nothing provided the strip is less than a ½-inch deep and the overlay is more than 4 inches. The opinions appeared to be based on general paving experience rather than knowledge about this specific condition. An additional 17 respondents either had no opinion, or did not install rumble strips. The authors concluded that there was no conventional method for overlaying rumble strips.  This research project was launched with the objective of developing appropriate techniques, sequences and/or options to perform the preparation and overlay operation successfully and economically. Rumble strip pavement performance within the study area demonstrated that the simplest  and least costly method produced a durable pavement and replacement rumble strip, but other problems related to thin lift overlays during subsequent paving seasons eventually lead to a specification requiring the preparation treatment needing the greatest effort.  For the 2010 season, NHDOT elected to require that all rumbles be milled and inlayed prior to placement of the overlay. The inlay technique has been successfully used without overlay for removal of rumble strips to create temporary traffic detours.  At the time of this report, contractors have developed the tools and techniques needed to install the 20-inch wide inlay with reasonable efficiency, such that it is not the laborious, hand-work operation that it was during the test site construction in 2005. A new bid item has been added to the construction contracts that provide for an intermediate bid price that is neither full-lane machine method, nor high cost handwork. The item includes  the rumble milling and replacement inlay.
KW  - Bituminous overlays
KW  - Mill-and-inlay treatments
KW  - Milling
KW  - New Hampshire
KW  - Pavement design
KW  - Pavement performance
KW  - Rumble strips
KW  - Surface preparation
UR  - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-13733V.pdf
UR  - https://trid.trb.org/view/1246589
ER  - 

TY  - RPRT
AN  - 01457793
AU  - Corson, Lynn A
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Proposed Implementation of the Indiana Erosion and Sediment Control Field Guide : Technical Report
PY  - 2010/07//Technical Report
SP  - 12p
AB  - Recommendations for the contents of an Indiana Erosion and Sediment Control Field Guide is one of five deliverables stipulated in the Joint Transportation Research Project (JTRP) proposal for SPR-3312, Identification and Implementation of Best Management Practices for Erosion and Sediment Control that Conform to Indiana Stormwater Quality Regulations and Guidance, along with recommendations for updates to the Standard Specifications, revision of the descriptions of Best Management Practices (BMPs) to comport with the Indiana Department of Environmental Management (IDEM) Stormwater Quality Manual, a revised National Pollutant Discharge Elimination System (NPDES) stormwater permit application and recommendations for an Erosion and Sediment Control training curriculum. The Field Guide is intended to be used by contractor personnel in assessing site conditions and to select and install the appropriate erosion and sediment control BMPs and by the Indiana Department Of Transportation (INDOT) field personnel responsible for supervising and inspecting the selection/installation.
KW  - Best practices
KW  - Construction sites
KW  - Drainage
KW  - Environmental policy
KW  - Erosion
KW  - Indiana
KW  - Road construction
KW  - Runoff
KW  - Sediment control
KW  - Stormwater quality
UR  - http://dx.doi.org/10.5703/1288284314257
UR  - https://trid.trb.org/view/1218723
ER  - 

TY  - RPRT
AN  - 01457702
AU  - DeLong, David T
AU  - Bowman, Mark D
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Fatigue Strength of Steel Bridge Members with Intersecting Welds
PY  - 2010/07//Final Report
SP  - 224p
AB  - The brittle fracture of the Hoan Bridge in December 2000 highlighted the fracture susceptibility of details containing intersecting welds in steel bridges. Though it is now known that details with intersecting welds should be avoided, many existing bridges in Indiana contain details with intersecting welds. Little experimental data on the fatigue performance of these details exists. The purpose of this study was to evaluate the fatigue strength of several details commonly found in steel bridges in Indiana that contain intersecting welds. Large-scale experimental fatigue testing were performed using nine steel beams to study the behavior of three basic types of welded details: a vertical stiffener, a horizontal stiffener terminating near a vertical stiffener, and a horizontal gusset plate coped to fit around a vertical stiffener. The welded details in this study were fabricated with varying degrees of web gap, defined as the distance between perpendicular weld toes. The results of the experimental testing were examined and compared to prior testing to determine if the size of the web gap affected the fatigue strength. Furthermore, the performance of drilled hole retrofits used to extend the fatigue life of these details was studied. Within the scope of the fatigue testing program, the presence of intersecting welds was not found to significantly affect the fatigue strength of vertical stiffener and horizontal gusset details. However, the size of the web gap may have had an effect on the fatigue strength of details where a horizontal stiffener terminated near a vertical stiffener. Further experimental testing is needed to more clearly define the relationship between web gap and fatigue strength for this case. Drilled hole retrofits were successful at prolonging the lives of these details to varying degrees, but it should be noted that the stress redistribution resulting from these holes may cause fatigue cracking at nearby weld toes.
KW  - Fatigue strength
KW  - Fracture mechanics
KW  - Indiana
KW  - Steel bridges
KW  - Welds
UR  - http://dx.doi.org/10.5703/1288284314287
UR  - https://trid.trb.org/view/1218753
ER  - 

TY  - RPRT
AN  - 01457699
AU  - Sinfield, Joseph V
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Synthesis Study: Development of an Electronic Detection and Warning System to Prevent Overheight Vehicles from Impacting Overhead Bridges
PY  - 2010/07//Final Report
SP  - 80p
AB  - Overheight vehicle impacts with bridges are surprisingly common. The damage from collisions can range from minor to severe, and there is also evidence that some bridges are impacted multiple times, leading to the potential for cumulative damage effects. Thus there is a clear need to attempt to prevent overheight vehicle collisions with bridges.This Synthesis Study provides a review of solutions that exist to detect and forewarn overheight vehicles and thereby prevent a collision, and specifically examines the breadth of available overheight vehicle detection technologies, the commercial availability of such equipment, and the experience of relevant DOTs with installed and functioning systems.The findings of this study indicate that most states have updated their infrastructure to account for overheight vehicles and permanently avoid collisions. The few states that still actively employ overheight vehicle detection and warning systems (OVD&W) tend to use optoelectronic single- or dual-eye infrared detection systems and report that the devices have decreased the amount of damage occurring to their structures. The initial equipment and installation costs of these systems range from a few thousand to twenty-five thousand dollars based on DOT interviews, and on-going maintenance appears minimal. Overall, considering that the only other completely effective option to avoid overheight vehicle incidents is to raise the height of affected structures, or lower the roadway surface, an (optoelectronic) OVD&W system is a relatively inexpensive and effective method for decreasing overheight vehicle accidents.With this in mind, this study provides a guide to the site characteristics that influence both sensor selection and overall OVD&W system design. A simple Equipment Selection Tool is presented to guide system choice, and is demonstrated through a case example centered on the I-65 – I-70 merger location in Indianapolis, IN.
KW  - Bridges
KW  - Crashes
KW  - Detection and identification systems
KW  - Overheight vehicles
KW  - Sensors
KW  - Warning systems
UR  - http://dx.doi.org/10.5703/1288284314276
UR  - https://trid.trb.org/view/1218742
ER  - 

TY  - SER
AN  - 01445975
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Ouyang, Yanfeng
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - 2009 National Safety Performance Function Summit
PY  - 2010/07
IS  - 10-071
SP  - 169p
AB  - The Illinois Department of Transportation (IDOT) and the Illinois Center for Transportation (ICT) sponsored and hosted the first National Safety Performance Function Summit on July 29 and 30, 2009, in Chicago, Illinois. The goal of this summit was to disseminate information and facilitate discussions on various ongoing and emerging activities related to the development and implementation of Safety Performance Functions (SPFs). This report summarizes the attendee statistics, the conference program, the main activities (including 32 presentations and eight discussion sessions), and the attendees’ feedback. Prospects for follow-up activities are also discussed.
KW  - Conferences
KW  - Crash risk forecasting
KW  - Highway safety
KW  - Implementation
KW  - Safety Performance Functions
KW  - Visual presentations
UR  - http://ntl.bts.gov/lib/45000/45700/45768/FHWA-ICT-10-071.pdf
UR  - https://trid.trb.org/view/1212519
ER  - 

TY  - JOUR
AN  - 01383081
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Kerenyi, K
AU  - Guo, J
TI  - Hazard mitigation R&D series: article 2: scour, flooding, and inundation
PY  - 2010/07
VL  - 74
IS  - 1
SP  - 30-5
KW  - Bridge failure
KW  - Bridge management
KW  - Bridge management systems
KW  - Bridges
KW  - Collapse
KW  - Disaster management
KW  - Disasters
KW  - Erosion
KW  - Erosion
KW  - Flooding
KW  - Floods
KW  - Usa
UR  - http://www.fhwa.dot.gov/publications/publicroads/10julaug/06.cfm
UR  - https://trid.trb.org/view/1151022
ER  - 

TY  - JOUR
AN  - 01383080
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Corrigan, M
AU  - Newcomb, D
AU  - Bennert, T
TI  - From hot to warm [asphalt]
PY  - 2010/07
VL  - 74
IS  - 1
SP  - 23-9
KW  - Air quality management
KW  - Asphalt
KW  - Bituminous binders
KW  - Bituminous pavements
KW  - Emissions control
KW  - Materials technology (asphalt/bitumen/concrete)
KW  - Polymer asphalt
KW  - Polymer modified asphalt
KW  - Polymer modified binder
KW  - Temperature
KW  - Temperature
KW  - Usa
UR  - http://www.fhwa.dot.gov/publications/publicroads/10julaug/05.cfm
UR  - https://trid.trb.org/view/1151021
ER  - 

TY  - JOUR
AN  - 01383079
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Row, S J
TI  - Intellidrive: Smarter, safer, greener
PY  - 2010/07
VL  - 74
IS  - 1
SP  - 18-22
KW  - Collision avoidance system
KW  - Crash avoidance systems
KW  - Highway safety
KW  - Intelligent transport system
KW  - Intelligent transport systems (ITS)
KW  - Intelligent transportation systems
KW  - Road safety
KW  - Usa
UR  - http://www.fhwa.dot.gov/publications/publicroads/10julaug/04.cfm
UR  - https://trid.trb.org/view/1151020
ER  - 

TY  - RPRT
AN  - 01376425
AU  - Hall, J
AU  - Migliaccio, G
AU  - Tarefder, Rafiqul A
AU  - Ghorai, S
AU  - University of New Mexico, Albuquerque
AU  - New Mexico Department of Transportation
AU  - Federal Highway Administration
TI  - Road Lifecycle Innovative Financing (Road LIFE) 2010
PY  - 2010/07//Final Report
SP  - 107p
AB  - This report is organized into five sections and nine chapters, and includes a set of appendices containing supporting information and the results of data collection and analysis. The second section of the report summarizes the state of practice of some disciplines related to the RoadLIFE study: project delivery, project financing, and life cycle cost analysis for highway projects. The third section summarizes the consequences of the US 550 reconstruction, specifically an analysis of the impact of innovative procedures on project performance, an evaluation of the road user benefits of the US 550 improvements in terms of travel time savings, vehicle operating costs, and highway safety, and an assessment of the economic development in the Four Corners area that may be attributable to the reconstructed four-lane highway. The fourth section provides instruction on how to use the research products developed in this project. The supplements to this report include a CD containing the warrant tracking software and a PowerPoint presentation describing the research procedure and findings.
KW  - Economic development
KW  - Economic impacts
KW  - Financing
KW  - Highway projects
KW  - Innovation
KW  - Life cycle costing
KW  - Project management
KW  - Reconstruction
UR  - http://dot.state.nm.us/content/dam/nmdot/Research/NM08ADM-01%20Road%20LIFE%20Innovative%20Financing%202010.pdf
UR  - https://trid.trb.org/view/1144171
ER  - 

TY  - RPRT
AN  - 01376424
AU  - Weldon, Brad  D
AU  - Jauregui, David V
AU  - Newtson, Craig M
AU  - Taylor, Christopher W
AU  - Montoya, Kristin F
AU  - Allena, Srinivas
AU  - New Mexico State University, Las Cruces
AU  - New Mexico Department of Transportation
AU  - Federal Highway Administration
TI  - Feasibility Analysis of Ultra High Performance Concrete for Prestressed Concrete Bridge Applications
PY  - 2010/07//Final Report
SP  - 203p
AB  - UHPC is an emerging material technology in which concrete develops very high compressive strengths and exhibits improved tensile strength and toughness. A comprehensive literature and historical application review was completed to determine the characteristics and properties of UHPC currently being used in design applications. Trial designs and cost analyses on typical prestressed concrete bridges using UHPC were conducted and used to investigate the merits and feasibility of UHPC in prestressed concrete design in New Mexico.
KW  - Bridge design
KW  - Feasibility analysis
KW  - New Mexico
KW  - Prestressed concrete bridges
KW  - Ultra high performance concrete
UR  - http://dot.state.nm.us/content/dam/nmdot/Research/NM09MSC-01FINALREPORT.pdf
UR  - https://trid.trb.org/view/1144167
ER  - 

TY  - RPRT
AN  - 01376113
AU  - Young, Rhonda
AU  - Offei, Edward
AU  - Dai, Quiyue
AU  - University of Wyoming, Laramie
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - High Wind Warning System for Bordeaux, Wyoming
PY  - 2010/07//Final Report
SP  - 187p
AB  - The state of Wyoming has frequent severe wind conditions, particularly in the southeast corner of the state along Interstate 80 and Interstate 25. The high winds are problematic in many ways including, interfering with the performance of the transportation system, blowing vehicles off the road, or even overturning high profile trucks, which can cause economic losses and safety concerns for road users. The primary objectives of this research involve two parts: First, develop a statistical model that reveals the correlation between likelihood of overturning trucks and the weather conditions. Second, use the result of the statistical model to develop a data driven operation plan for Wyoming Department of Transportation to use in the winter season at a hazardous high wind corridor to improve truck safety.
KW  - Crash data
KW  - High winds
KW  - Overturning
KW  - Rollover crashes
KW  - Truck crashes
KW  - Weather conditions
KW  - Wind
KW  - Winter
KW  - Wyoming (Iowa)
UR  - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/BordeauxReport.pdf
UR  - http://ntl.bts.gov/lib/44000/44300/44321/BordeauxReport.pdf
UR  - https://trid.trb.org/view/1143044
ER  - 

TY  - RPRT
AN  - 01342252
AU  - Zhang, Li
AU  - Wen, Yi
AU  - Huang, Zhitong
AU  - Jin, Mingzhou
AU  - Mississippi State University, Mississippi State
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Framework of Calculating the Measures of Resilience (MOR) for Intermodal Transportation Systems
PY  - 2010/07//Final Report
SP  - 65p
AB  - Recent catastrophic events, such as Hurricane Katrina, have accentuated the value of measures of resilience (MOR) for the response and restoration of transportation systems following a disaster and have therefore become a topic of great concern for transportation researchers. However, according to a review of current literature, a widely accepted method for evaluating MOR for transportation systems (especially in an intermodal context) has not been established. The objective of this report is to develop a framework for MOR calculation for intermodal transportation systems in response to disaster and to evaluate effectiveness of strategies for improving the MOR. Freight transportation resilience is the main concern in this report; however, to replicate actual traffic conditions, passenger transportation is also considered as a part of an integrated transportation system. For the MOR calculation procedure, TransCAD was used to model the research area network and generate transportation data. Pre-disaster and post-disaster population and employment data was collected at the county level and disaggregated to each Traffic Analysis Zone (TAZ) using linear equations. Then, based on the study area’s population and employment data, the network Origin-Destination (OD) traffic before and after the disaster was estimated using TransCAD. A series of resilience indicators in terms of mobility, accessibility, and reliability were selected to evaluate the intermodal system performance based on the TransCAD outputs. A Performance Index (PI) is further introduced which aggregates several resilience indicators to measure system performance regarding mobility. The Level of Service (LOS) of highway networks and intermodal terminals before and after a disaster were also determined according to their respective LOS standards. Based on these resilience indicators, MOR in this report is defined the percentages of system performance measures degraded. A formula was developed to produce quantitative values for intermodal system MOR with respect to mobility, accessibility, and reliability. The above process was reviewed in a case study of the Mississippi Gulf Coast region. The analysis demonstrated the effectiveness of the proposed MOR calculation procedure. In addition, strategies for improving MOR were studied, and because the impact of disaster to MOR was not significant, rerouting was proposed as a method for improvement. To evaluate the effectiveness of rerouting, experiments were explored using DynusT simulation. Results of this experimentation show that, in this case, rerouting is a valid method for MOR enhancement and that diversion delay is significant.
KW  - Calculation
KW  - Disasters and emergency operations
KW  - Intermodal transportation
KW  - Level of service
KW  - Mississippi Gulf Coast
KW  - Performance measurement
KW  - Rerouting
KW  - Resilience (Adaptability)
KW  - Strategic planning
KW  - Transportation planning
KW  - Transportation systems
UR  - http://www.gomdot.com/Divisions/Highways/Resources/Research/pdf/Reports/InterimFinal/SS220.pdf
UR  - https://trid.trb.org/view/1104183
ER  - 

TY  - RPRT
AN  - 01340387
AU  - Brown, Rebecca Nelson
AU  - Maynard, Brian
AU  - University of Rhode Island, Kingston
AU  - Rhode Island Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Native Grasses for Highway Slope Stabilization & Salt Tolerance
PY  - 2010/07//Final Report
SP  - 41p
AB  - The objective of this study was to evaluate grass species native to New England for potential use on roadsides. The authors examined salt tolerance, rooting depth, and ability to establish and survive under roadside conditions.  The grasses evaluated for all characteristics were red fescue, smooth brome, tufted hairgrass, prairie junegrass, little bluestem, big bluestem, indiangrass, slender wheatgrass, Canada wildrye, Virginia wildrye, purple lovegrass, autumn bentgrass, Pumpelly's brome, panic grass, alkaligrass, nimblewill, sideoats grama and fringed brome.  Additional species evaluated for some of the characteristics included creeping bentgrass, hard fescue, tall fescue, perennial ryegrass, sand dropseed, silky wildrye and eastern bottlebrush.  Purple lovegrass, panic grass and switchgrass have the best combination of salt tolerance, deep rooting, and ability to survive roadside conditions.  Alkaligrass is extremely salt tolerant and is moderate for both rooting depth and roadside survival.  Red fescue and prairie junegrass are low-growing grasses which showed good salt tolerance and roadside survival but both species are shallow-rooted.  Indiangrass, little bluestem, and big bluestem are deeply rooted and survive well away from the pavement but lack sufficient salt tolerance for use in high salt zones.  The bromegrasses, and wildryes do not survive on the roadside.  Neither do nimblewill, sideoats grama, or autumn bentgrass.  Based on the results of the authors' research they recommend that slopes in danger of slip erosion be seeded with a mixture including both low-growing native grasses such as red fescue, prairie junegrass and little bluestem and deep rooted species such as switchgrass, big bluestem, panic grass and indiangrass.
KW  - Grasses
KW  - Rhode Island
KW  - Roadside
KW  - Roots
KW  - Slope stability
KW  - Sodium chloride
KW  - Tolerance (Physiology)
UR  - https://trid.trb.org/view/1101882
ER  - 

TY  - RPRT
AN  - 01334572
AU  - Bartholomew, Keith
AU  - Ewing, Reid
AU  - Meakins, Gail
AU  - University of Utah, Salt Lake City
AU  - Federal Highway Administration
TI  - Integrated Transportation Scenario Planning
PY  - 2010/07
SP  - 229p
AB  - Regional land use–transportation scenario planning emerged as a planning technique in U.S. metropolitan areas in the 1990s. Building on prior work by this research team, this study continues to track the development and expansion of regional scenario planning, using 28 projects completed between 2003 and 2010. These projects demonstrate the continued popularity of scenario planning techniques when used to articulate and evaluate compact alternatives for future growth. The research team used hierarchical multivariate modeling to evaluate 107 scenarios, demonstrating important associations between land use and transportation variables and vehicle travel demand. Coefficients from this analysis suggest that a shift to compact development—increasing average regional density by 50 percent by 2050, emphasizing infill, mixing land uses, and increasing the price of automobile use—could result in 25% fewer vehicle miles of travel (VMT) compared to amounts projected under trend conditions. The projects also demonstrate important methods for effectively integrating scenario techniques into traditional long-range regional transportation planning processes. These important advances in regional scenario practice are hampered, to some degree, by continued limitations in the ability of travel demand models to evaluate the impacts of land use-based strategies. Another limitation is the failure by project sponsors to incorporate important changes in global economic and environmental conditions, such as climate change and peak oil, both as input variables and as evaluation metrics.
KW  - High density development
KW  - Integrated transportation systems
KW  - Land use planning
KW  - Long range planning
KW  - Metropolitan areas
KW  - Multivariate analysis
KW  - Regional planning
KW  - Scenario planning
KW  - Transportation planning
KW  - Travel demand
KW  - Vehicle miles of travel
UR  - http://faculty.arch.utah.edu/bartholomew/Integrated_Transp_Scenario_Planning.pdf
UR  - https://trid.trb.org/view/1097900
ER  - 

TY  - RPRT
AN  - 01329349
AU  - Tunver, S
AU  - Carson, J
AU  - Wilkinson, L J
AU  - Travis, K
AU  - Zimmerman, C
AU  - Battelle Memorial Institute
AU  - National Park Service
AU  - Federal Highway Administration
TI  - Traffic Monitoring: A Guidebook
PY  - 2010/07//Final Report
SP  - 48p
AB  - Traffic Monitoring: A Guidebook discusses different approaches to traffic monitoring and helping decisions to be made are based on the quality of the traffic data being collected and how well that traffic data reflects the actual events that are occurring. This guidebook should aid the user in developing a basic understanding of traffic data collection principles and procedures. This guidebook will provide an overview of traffic monitoring through simple descriptions which explain the various basic concepts related to a successful traffic monitoring program. Furthermore, this document investigates some of the challenges associated with a traffic monitoring program including variability in traffic, adjustment factors, and strategies for assisting with under-funded programs. This guidebook does not attempt to cover every aspect and detail of traffic monitoring but provides a starting point that leads the user to a successful traffic monitoring program.
KW  - Data collection
KW  - Decision making
KW  - Guidelines
KW  - Traffic data
KW  - Traffic flow
KW  - Traffic surveillance
KW  - Transportation planning
UR  - http://www.ctiponline.org/publications/view_file.ashx?fileID=139
UR  - http://www.wfl.fhwa.dot.gov/programs/td/publications/documents/traffic-monitoring.pdf
UR  - https://trid.trb.org/view/1090664
ER  - 

TY  - RPRT
AN  - 01329344
AU  - Harwood, Douglas W
AU  - Torbic, Darren J
AU  - Richard, Karen R
AU  - Meyer, Melanie M
AU  - Midwest Research Institute
AU  - Federal Highway Administration
TI  - SafetyAnalyst: Software Tools for Safety Management of Specific Highway Sites
PY  - 2010/07//Final Report
SP  - 306p
AB  - SafetyAnalyst provides a set of software tools for use by state and local highway agencies for highway safety management. SafetyAnalyst can be used by highway agencies to improve their programming of site-specific highway safety improvements. SafetyAnalyst incorporates state-of-the-art safety management approaches into computerized analytical tools for supporting the decision-making process to identify safety improvement needs and develop a system-wide program of site-specific improvement projects. SafetyAnalyst includes six safety management tools: a network screening tool that identifies specific highway sites with potential for safety improvement; a diagnosis tool that is used to investigate the nature of accident patterns at individual sites; a countermeasure selection tool that assists users in the selection of countermeasures to reduce accident frequency and severity at specific sites; an economic appraisal tool that performs economic analyses of a countermeasure or several alternative countermeasures for an individual site or multiple sites; a priority ranking tool for ranking of sites and proposed improvement projects; and a countermeasure evaluation tool to conduct before/after evaluations of implemented safety improvements.
KW  - Countermeasures
KW  - Decision making
KW  - High risk locations
KW  - Highway safety
KW  - Safety improvement
KW  - Safety management
KW  - SafetyAnalyst (Software)
KW  - State of the art
KW  - Traffic crashes
UR  - http://www.safetyanalyst.org/FHWA-HRT-10-063.SafetyAnalyst.20101130.pdf
UR  - https://trid.trb.org/view/1090692
ER  - 

TY  - SER
AN  - 01328486
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Chang, George
AU  - Rasmussen, Robert
AU  - Merritt, David
AU  - Garber, Sabrina
AU  - Karamihas, Steve
AU  - Federal Highway Administration
TI  - Impact of Temperature Curling and Moisture Warping on Jointed Concrete Pavement Performance
PY  - 2010/07//Advanced Concrete Pavement Technology
SP  - 6p
AB  - This TechBrief summarizes the results of a study on curling and warping in jointed concrete pavement (JCP). Profile measurements, following quality assurance plans developed under the study, were collected in all U.S. climate zones, diurnal periods, and seasons of the year to obtain sufficient data to fully characterize slab curvatures. Both functional and structural pavement performance were measured to correlate performance to curling and warping. Products of the study include a new technique that quantifies the magnitude of JCP curling and warping and a system to assess the influence of diurnal and seasonal changes on JCP curvature and pavement unevenness
KW  - Curling
KW  - Jointed plain concrete pavements
KW  - Pavement distress
KW  - Pavement joints
KW  - Pavement performance
KW  - Pavement profile
KW  - Warpage
UR  - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif10010/hif10010.pdf
UR  - https://trid.trb.org/view/1089571
ER  - 

TY  - RPRT
AN  - 01226645
AU  - Li, Ming-Han
AU  - Sung, Chan Yong
AU  - Kim, Myung Hee
AU  - Chu, Kung-Hui
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Bioretention for Stormwater Quality Improvement in Texas: Pilot Experiments
PY  - 2010/07//Technical Report
SP  - 56p
AB  - This report summarizes the results of pilot-scale bioretention experiments. Five steel boxes of 6 ft (L) × 6 ft (W) × 4 ft (D) were constructed, each of which has a different type of vegetation: (1) shrubs, (2) grass species in Texas Department of Transportation (TxDOT) Bryan District seed mix, (3) native grasses, (4) Bermudagrass, and (5) no vegetation as the control. Vegetation was given 14 months to establish before testing. Synthetic runoff containing predetermined pollutants with target concentrations was used. The results indicate that pilot bioretentions effectively removed zinc (Zn), lead (Pb), total suspended solids (TSS), and ammonia-nitrogen (NH3-N) from stormwater runoff, but exported copper (Cu), nitrate-nitrogen (NO3-N), total nitrogen (TN), and total phosphorus (TP). Vegetation plays an important role on NO3-N and TN removals due to root uptake and the denitrification processes in root zone. However, vegetation could negatively affect the water quality if the soil infiltration rate is significantly increased by its root system. This effect was specifically obvious on the TSS removal, in which the control box with the longest detention time had much better performance than the vegetated boxes. The results suggest that bioretention is useful to treat stormwater runoff from TxDOT highways, but the design specifications developed in other states should be revised to reflect Texas’ unique climate and environmental conditions. Challenges and learned lessons are described in the report.
KW  - Best practices
KW  - Bioretention
KW  - Highways
KW  - Quality of specific environments
KW  - Roadside
KW  - Runoff
KW  - Texas
KW  - Vegetation
UR  - http://tti.tamu.edu/documents/0-5949-2.pdf
UR  - http://youtube.com/watch?v=n0URAaDVB3Y
UR  - http://ntl.bts.gov/lib/34000/34500/34594/0-5949-2.pdf
UR  - https://trid.trb.org/view/982134
ER  - 

TY  - RPRT
AN  - 01226638
AU  - Estakhri, Cindy
AU  - Button, Joe
AU  - Alvarez, Allex E
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Field and Laboratory Investigation of Warm Mix Asphalt in Texas
PY  - 2010/07//Technical Report
SP  - 144p
AB  - During the first half of this research study, TxDOT had only placed 1000 tons of warm mix asphalt (WMA) as part of a demonstration project. By the end of this three year study, TxDOT had placed more than 1,000,000 tons of WMA and allowed its use in all dense-graded mixtures through the implementation of a special provision 341---020. This research project was focused on evaluating all aspects of WMA and identifying the effects of WMA technologies on mixture design, lab performance characteristics, and field performance. An ongoing implementation study is underway to continue to monitor performance of WMA field sections. Researchers found that WMA technologies improve the compactability of mixtures which can lead to a reduction in design asphalt content if incorporated in the mixture design process. Laboratory tests indicate that warm mix asphalt is initially less stiff than hot mix but stiffens considerably during the first year of service and with increases in laboratory oven curing time/temperature. Field performance of warm mix projects has, thus far, been comparable to hot mix projects. X-ray CT and ground penetrating radar testing indicate the uniformity of WMA construction may be better than that for hot mix construction.
KW  - Asphalt pavements
KW  - Field tests
KW  - Hot mix asphalt
KW  - Laboratory tests
KW  - Mix design
KW  - Pavement performance
KW  - Paving
KW  - Texas
KW  - Warm mix paving mixtures
UR  - http://tti.tamu.edu/documents/0-5597-2.pdf
UR  - http://www.youtube.com/watch?v=z57JPvUwo9k
UR  - https://trid.trb.org/view/987324
ER  - 

TY  - RPRT
AN  - 01226626
AU  - Miles, Jeffrey D
AU  - Carlson, Paul J
AU  - Eurek, Ryan
AU  - Re, Jon
AU  - Park, Eun Sug
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Potential Benefits of Wider and Brighter Edge Line Pavement Markings
PY  - 2010/07//Technical Report
SP  - 136p
AB  - This report documents the findings of a two-year study that investigated the potential benefits of wider edge line pavement markings. There were four general tasks discussed in the report: 1) review of literature, 2) survey of the state of the practice, 3) summary of recent safety analyses, and 4) a human factors nighttime study of the impact of wider and brighter edge line pavement markings. The results show that states are increasing their use of wider edge lines, and safety studies are beginning to show evidence supporting the use of wider edge lines for two-lane highways. The human factors study included surrogate safety measures, such as lateral placement, edge line encroachments, and driver eye glance patterns. The results from these metrics all support positive safety findings. Pavement marking brightness had less of an impact than pavement marking width on these operational metrics. In this study, there was no attempt to relate pavement marking retroreflectivity to safety. The researchers recommend the use of wider pavement markings on two-lane highways with additional experimentation to verify the benefits described in this report.
KW  - Benefits
KW  - Brightness
KW  - Edge lines
KW  - Highway safety
KW  - Human factors
KW  - Lateral placement
KW  - Road markings
KW  - Two lane highways
KW  - Width
UR  - http://tti.tamu.edu/documents/0-5862-1.pdf
UR  - https://trid.trb.org/view/987147
ER  - 

TY  - RPRT
AN  - 01226625
AU  - Cherrington, Linda
AU  - Edrington, Suzie
AU  - Malki, Mostafa
AU  - Beruvides, Mario
AU  - Simonton, James
AU  - Waters, Natalie
AU  - Chaivichitmalakul, Siva
AU  - Palikhe, Himlona
AU  - Walewski, John
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Quantifying the Purchasing Power of Public Transportation in Texas: Technical Report
PY  - 2010/07//Technical Report
SP  - 252p
AB  - Investments in public transportation in Texas contribute to the state and local economy by improving transportation options, which in turn creates benefits for individuals, businesses, and governments. Many different agencies provide public transportation services in Texas. Each of these agencies buys goods and services on an individual basis. The purpose of this research is to quantify the purchasing power of public transportation in Texas and to estimate the economic impact on state and local economies. The research also documents how cooperative purchasing can leverage buying power to reduce the cost of equipment, goods, and services and reduce the time and expense for administration of procurement activities for public transportation providers. Case study examples illustrate opportunities for public transportation providers to leverage buying power through cooperative purchasing.
KW  - Cooperatives
KW  - Economic impacts
KW  - Public transit
KW  - Purchasing
KW  - Texas
KW  - Transit operating agencies
UR  - http://tti.tamu.edu/documents/0-6194-1.pdf
UR  - https://trid.trb.org/view/987326
ER  - 

TY  - RPRT
AN  - 01226607
AU  - Walubita, Lubinda F
AU  - Liu, Wenting
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - The Texas Perpetual Pavements: Experience Overview and the Way Forward
PY  - 2010/07//Technical Report
SP  - 164p
AB  - Since 2001, the State of Texas has been designing and constructing perpetual pavements on some of its heavily trafficked highways where the expected 20-year truck-traffic estimate of 18 kip ESALs is in excess of 30 million. To date, there are 10 in-service perpetual pavement (PP) sections, typically consisting of about 22 inches total thickness of HMA layers and supported on an 8-inch thick treated (lime or cement) base, resting on a well compacted subgrade soil. This report provides an overview of the Texas construction and evaluation experience of PPs including structural design, materials and mix-designs, construction and quality issues, and performance history. The research methodology and scope of work included data collection, extensive laboratory and field testing, computational modeling, and performance evaluations. Based on the research findings, recommendations for the future Texas PP design, construction, and performance monitoring are provided in this report. Overall, performance to date is satisfactory with no major structural distresses. However, construction-related joint and cracking problems were observed on a few projects. Laboratory and field experience has also indicated workability, compactability, and constructability related problems with the Stone Filled (SF) HMA mixes, which serve as the main structural load-carrying layers. Recommendations have accordingly been made to improve or replace the SF mix-designs. Recommendations are also provided for the structural design of future Texas PPs; the current PP designs were found to be conservative with potential for further optimization. The results generated support the transition to higher design moduli values, yielding a 6 or more inch structural thickness reduction in the total HMA thickness.
KW  - Cracking
KW  - Hot mix asphalt
KW  - Pavement design
KW  - Pavement joints
KW  - Pavement performance
KW  - Paving
KW  - Perpetual pavements
KW  - Stone-filled mixes
KW  - Texas
KW  - Thickness
UR  - http://tti.tamu.edu/documents/0-4822-3.pdf
UR  - https://trid.trb.org/view/987138
ER  - 

TY  - RPRT
AN  - 01221036
AU  - Fitzpatrick, Kay
AU  - Park, Eun Sug
AU  - Texas Transportation Institute
AU  - Federal Highway Administration
TI  - Safety Effectiveness of the HAWK Pedestrian Crossing Treatment
PY  - 2010/07//Technical Report
SP  - 80p
AB  - The High intensity Activated crossWalK (HAWK) is a pedestrian-activated beacon located on the roadside and on mast arms over major approaches to an intersection. It was created in Tucson, AZ, and at the time of this study, it was used at more than 60 locations throughout the city. The HAWK head consists of two red lenses over a single yellow lens. It displays a red indication to drivers when activated, which creates a gap for pedestrians to use to cross a major roadway. A before-after study of the safety performance of the HAWK was conducted. The evaluations used an empirical Bayes (EB) method to compare the crash prediction for the after period if the treatment had not been applied to the observed crash frequency for the after period with the treatment installed. To develop the datasets used in this evaluation, crashes were counted if they occurred within the study period, typically 3 years before the HAWK installation and 3 years after the HAWK installation or up to the limit of the available crash data for the after period. Two crash datasets were created. The first dataset included intersecting street name (ISN) crashes, which were all crashes with the same intersecting street names that matched the intersections used in the study. The second dataset included intersection-related (IR) crashes, which were only those ISN crashes that had “yes” for the intersection-related code. The crash types that were examined included total, severe, and pedestrian crashes. From the evaluation that considered data for 21 HAWK sites (treatment sites) and 102 unsignalized intersections (reference group), the following changes in crashes were found after the HAWK was installed: a 29 percent reduction in total crashes (statistically significant), a 15 percent reduction in severe crashes (not statistically significant), and a 69 percent reduction in pedestrian crashes (statistically significant).
KW  - Arterial highways
KW  - Before and after studies
KW  - Crashes
KW  - Crosswalks
KW  - High intensity activated crosswalk (HAWK)
KW  - Pedestrian activated beacons
KW  - Pedestrian-vehicle crashes
KW  - Unsignalized intersections
UR  - http://www.fhwa.dot.gov/publications/research/safety/10042/10042.pdf
UR  - https://trid.trb.org/view/981978
ER  - 

TY  - RPRT
AN  - 01220488
AU  - Hartell, Ann
AU  - Martin, James
AU  - North Carolina State University, Raleigh
AU  - Federal Highway Administration
TI  - Cross‐Cutting Environmental Research Needs Workshop, Conducted in Conjunction with the
2010 Transportation Research Board Environment and Energy Research Conference:
‘Better Delivery of Better Transportation Solutions’
June 6 ‐ 9, 2010, 
Raleigh, North Carolina
PY  - 2010/07//Final Report
SP  - 23p
AB  - The TRB Environment and Energy Research Conference, held June 6‐9, 2010, in Raleigh, North Carolina, and attended by some 500 transportation and environmental professionals from across the country, offered an excellent and timely opportunity to collect research ideas, communicate the status of research underway, and provide outreach on existing findings regarding environmental research needs. The purpose of this report is to compile the research ideas collected from the attendees at the conference and highlight existing and ongoing research related to those topics. The report will provide a timely resource for those developing targeted research problem statements, advocating for investment in particular lines of research, or looking for current research related to the cross‐cutting topics discussed at the workshop.
KW  - Energy
KW  - Environmental impacts
KW  - Environmental protection
KW  - Needs assessment
KW  - Research
UR  - http://cte.ncsu.edu/CTE/EEConference/workshop/TRB-EE-Conference-Research-Workshop-Final-Report.pdf
UR  - https://trid.trb.org/view/980777
ER  - 

TY  - JOUR
AN  - 01219914
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Kerenyi, Kornel
AU  - Guo, Junke
TI  - Hazard Mitigation R&D Series: Article 2. Scouring, Flooding and Inundation
PY  - 2010/07
VL  - 74
IS  - 1
SP  - pp 30-35
AB  - Flooding, coastal inundation and scour of bridge piers and abutments are among the leading causes of bridge failures in the U.S.  Improved engineering analysis and design procedures for bridge foundations is required to mitigate the consequences of natural disasters.  This article highlights the applied and exploratory research that is being conducted by the Federal Highway Administration (FHWA), under the Hydraulics Research program at the J. Sterling Jones Hydraulics Laboratory to improve prediction of flooding-related damages and design guidance for mitigating impacts on bridges and other hydraulic structures. The applied FHWA hydraulics research and development (R&D) program and its state-of-the-art laboratory conducts a variety of experiments pertaining to the characterization and potential impacts that flowing water can have on the performance of the Nation's surface transportation infrastructure. The laboratory works to develop design standards for bridges that might become submerged in high-flood-risk areas, as well as contributing to design standards concerning scouring around bridge foundations and submerged decks. The laboratory also supports practitioners and engineers with design guidance and tools.  In addition, the advanced FHWA hydraulics R&D program will works on promising, high-risk, high-payoff projects in transportation-related hydraulics research, guided by the multiyear strategic plan formulated as the result of the first international hydraulics research forum. The strategic plan proposes to move away gradually from physical experiments and use more computational fluid dynamics modeling to develop design guidance for bridge designers.
KW  - Bridge design
KW  - Bridge engineering
KW  - Bridge foundations
KW  - Coastal inundation
KW  - Design standards
KW  - Flood damage
KW  - Floods
KW  - Hydraulic structures
KW  - Hydraulics
KW  - Laboratories
KW  - Research
KW  - Scour
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/10julaug/06.cfm
UR  - https://trid.trb.org/view/968957
ER  - 

TY  - JOUR
AN  - 01208126
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Row, Shelley J
TI  - IntelliDrive: Safer, Smarter, Greener
PY  - 2010/07
VL  - 74
IS  - 1
SP  - pp 18-22
AB  - On behalf of the U.S. Department of Transportation (USDOT), the Research and Innovative Technology Administration recently released Intelligent Transportation Systems (ITS) Strategic Research Plan, 2010-2014, which outlines a plan for multimodal ITS research that aims to produce safer, interconnected and more convenient travel. The ITS Strategic Research Plan has four main program components: IntelliDrive research, mode-specific research, exploratory research, and crosscutting support.  The core of the ITS Strategic Research Plan is IntelliDrive, an initiative to create interoperable connectivity among vehicles, infrastructure, and passengers' wireless devices to produce safety, mobility, and environmental benefits. The plan focuses on key research questions related to IntelliDrive applications, technology, and policy. Research results will provide the information needed to make key decisions regarding strategies for implementing IntelliDrive.  IntelliDrive is a rebranding of the USDOT Vehicle Infrastructure Integration program.  In addition, two other research initiatives—USDOT's Cooperative Intersection Collision Avoidance Systems and SafeTrip-21—have been incorporated into IntelliDrive. Next steps relate to research on applications of new technologies and validation of the benefits of those technologies, determination of the minimum infrastructure needed to be functional, and research on the degree of market penetration required for the system to have the desired effect. Technical questions concern the stability, reliability, security, and interoperability of the new technologies, and the availability of international standards to ensure interoperability. Policy questions involve the policies, governance, and funding required to ensure sustainability and privacy, while avoiding driver distraction.  Although the strategic plan, which was released in December 2009, establishes an overall vision and broad areas of research, it does not define the details of how the research will be executed. USDOT is developing a more detailed plan in coordination with various internal and external stakeholder groups, and will release that plan in summer 2010.
KW  - Environmental protection
KW  - Highway safety
KW  - Infrastructure
KW  - IntelliDrive (Program)
KW  - Intelligent transportation systems
KW  - Mobility
KW  - Policy
KW  - Research
KW  - Strategic planning
KW  - Technology
KW  - Traffic safety
UR  - http://www.fhwa.dot.gov/publications/publicroads/10julaug/04.cfm
UR  - https://trid.trb.org/view/968739
ER  - 

TY  - JOUR
AN  - 01208125
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Corrigan, Matthew
AU  - Newcomb, Dave
AU  - Bennert, Thomas
TI  - From Hot to Warm
PY  - 2010/07
VL  - 74
IS  - 1
SP  - pp 25-29
AB  - Warm-mix asphalt (WMA) technologies offer the promise of enhancing the performance, construction efficiency, resource conservation, and environmental stewardship of asphalt mixtures.  This article provides an overview of the history, related research activities, and benefits and concerns associated with the use of WMA.  WMA processes and products use various mechanical and chemical means to either reduce binder viscosity at lower temperatures or reduce the shear resistance of the mixture at construction temperatures while maintaining or improving pavement performance. Manufacturers typically produce WMA in the 220-275 °F (104-135 °C) range, which is as much as 100° F (38°C) under hot mix asphalt (HMA) production temperatures.  WMA technologies can improve construction quality, extend the construction season, and minimize negative impacts to the environment through lower energy consumption. Development of WMA technologies began in Europe in the late 1990s, and U.S. government agencies and asphalt-related associations have been conducting research on its potential since 2004. FHWA is working closely with State and industry partners to develop and monitor demonstration projects and research, and to advance the knowledge and state of practice of WMA materials and technologies.  Several issues related to WMA need to resolved.  Reducing the production temperature of HMA without the additional implementation of materials handling and production best practices might lead to incomplete drying of the aggregate, which could have negative implications for pavement performance. For WMA to succeed in the United States, engineers must be satisfied that WMA mixtures will be as strong and durable as current pavements.  In addition, further research is needed to measure the degree of environmental improvement, fundamental mix characteristics, and impact on performance of the new technologies.
KW  - Asphalt pavements
KW  - History
KW  - Pavement performance
KW  - Research
KW  - Technological innovations
KW  - Warm mix paving mixtures
UR  - http://www.fhwa.dot.gov/publications/publicroads/10julaug/05.cfm
UR  - https://trid.trb.org/view/968956
ER  - 

TY  - JOUR
AN  - 01208008
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Smith, Robin
AU  - Reed, Sharlene
AU  - Baker, Shana
TI  - Street Design: Part 1. Complete Streets
PY  - 2010/07
VL  - 74
IS  - 1
SP  - pp 12-17
AB  - Ensuring that roads provide safe mobility for all travelers, not just motor vehicles, is at the heart of a new approach to envisioning and building surface transportation facilities known as "complete streets."  According to the National Complete Streets Coalition, established in 2005, complete streets are those designed and operated to enable safe access and travel for all users. Pedestrians, bicyclists, motorists, transit users, and travelers of all ages and abilities will be able to move along the street network safely. Typical elements that make up a complete street include sidewalks, bicycle lanes (or wide, paved shoulders), shared-use paths, designated bus lanes, safe and accessible transit stops, and frequent and safe crossings for pedestrians. In the first of a two-part series on street design, this article looks at how complete streets policies can help make the transportation system more accessible to all travelers.  The roles of the federal government, state departments of transportation, metropolitan planning organizations, local governments and transit operators in developing and implementing complete streets programs are discussed.  The Safe Routes to School program and context sensitive solutions are highlighted as examples of federally-backed approaches to complete streets programs.  The challenge of meeting the mobility requirements of the 21st century requires a shift in mindset from designing an automobile-focused highway system to operating a transportation network that accommodates all users and modes safely and conveniently. Transportation agencies and their partners have the ability—through legislation, Federal programs, policy statements, design guidelines, and planning—to provide more complete streets to all travelers by taking advantage of the many opportunities to go beyond traditional approaches.
KW  - Accessibility
KW  - Case studies
KW  - Complete streets
KW  - Context sensitive design
KW  - Federal government
KW  - Highway design
KW  - Local government
KW  - Metropolitan planning organizations
KW  - Mobility
KW  - Policy
KW  - Safe Routes to School (Program)
KW  - State departments of transportation
KW  - Streets
KW  - Transit operating agencies
UR  - http://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm
UR  - https://trid.trb.org/view/968592
ER  - 

TY  - JOUR
AN  - 01208007
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Berman, Daniel J
TI  - Transportation Lessons From Central Europe
PY  - 2010/07
VL  - 74
IS  - 1
SP  - pp 2-7
AB  - Innovative new technology was among several practices and policies that a contingent of U.S. transportation officials learned about firsthand during an April 2009 visit to Central Europe.  The U.S. officials made the trip under the auspices of the Federal Highway Administration's (FHWA) Office of International Programs (OIP). The trip was coordinated through OIP's Central European Technology Exchange (CETE) program, which promotes technology exchange, research, and workshops on issues of mutual interest to the United States and its partners in Central Europe. The study team included representatives of Rhode Island Department of Transportation, FHWA's Rhode Island Division and its Resource Center's Safety and Design Technical Service Team, and the Rhode Island Technology Transfer Center located at the University of Rhode Island.  During the April 2009 peer exchange, the U.S. officials traveled to Warsaw, Poland, for meetings; toured laboratories there and in Tišnov, Czech Republic; and met with Czech Ministry of Transport officials in Prague. Topics of discussion included:  developing programs and procedures to strengthen international partnerships and linkages; implementing safety management tools that support national planning and programming decisions; using workforce development programs to support engineering careers; linking countries and cities with high-speed rail; and improving automobile recycling practices to support sustainability goals.  The primary objective of the study team's visit was to work with Poland to help it become part of CETE and learn about technology transfer activities from members in the United States and Central Europe. The second objective was to meet with Czech and Polish officials to discuss potential joint venture partnerships. The third objective was to meet with officials at the Czech Republic's University of Ostrava to finalize arrangements for a 2009 Summer Transportation Institute.  Among the most important findings from the trip, according to the study team, is the importance of working together on crosscutting issues such as safety and operations in order to expedite innovation and development.
KW  - Coordination
KW  - Czech Republic
KW  - High speed rail
KW  - Innovation
KW  - International relations
KW  - Labor force
KW  - Partnerships
KW  - Poland
KW  - Recycling
KW  - Rhode Island
KW  - Safety management
KW  - Study tours
KW  - Technology transfer
UR  - http://www.fhwa.dot.gov/publications/publicroads/10julaug/01.cfm
UR  - https://trid.trb.org/view/968446
ER  - 

TY  - JOUR
AN  - 01208006
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Rondinella, Mary Ann
AU  - Harper-Lore, Bonnie L
TI  - Are We Winning or Losing the War on Weeds?
PY  - 2010/07
VL  - 74
IS  - 1
SP  - pp 8-11
AB  - Invasions of weeds degrade habitat, threaten diversity, replace rare native plants, increase erosion, facilitate wildfires, and usurp water resources. However, weedy grasses and shrubs typically go unnoticed by the traveling public. Even for vegetation managers, weeds often are difficult to differentiate from native or other beneficial plants. Without public awareness and increased training for managers, the ecological and economic losses will continue to escalate. This article discusses strategies that must be employed in order to win the war against weeds, and discusses some current activities that are helping to achieve this goal.  Early detection and rapid response is still the best overall approach to combat invasive species. Unfortunately, lack of funding and limited staffing is hindering efforts by State departments of transportation (DOTs) to eradicate weeds.   Documenting the costs and benefits of controlling invasive species is critical to obtaining personnel and funding resources. State DOTs should inventory invasive plants and other vegetation along roadsides as a basis for communicating and coordinating best management practices to effectively control unwanted species.  Comprehensive vegetation inventories can serve as benchmarks to measure performance of various management methods. What is working and what is not needs to be reevaluated annually. The Federal Highway Administration (FHWA) has provided research funding for affordable global positioning system (GPS) units and weed washers, plus technical support. FHWA also has crafted a National Environmental Policy Act process to assess the potential impacts of any action on invasive species. Agencies at different governmental levels, communities, and conservation groups are creating alliances and developing strategies to increase awareness of the dangers of invasive species. Transportation vegetation managers need to reach out to all land managers and collaboratively adopt a land ethic—a commitment to environmental stewardship—or strengthen the ones they already employ to reduce long-term economic and environmental consequences of roadside weeds.
KW  - Awareness
KW  - Best practices
KW  - Partnerships
KW  - Roadside flora
KW  - Roadside improvement
KW  - Weed control
KW  - Weeds
UR  - http://www.fhwa.dot.gov/publications/publicroads/10julaug/02.cfm
UR  - https://trid.trb.org/view/968543
ER  - 

TY  - RPRT
AN  - 01167048
AU  - Lari, Adeel
AU  - Aultman, Sara
AU  - University of Minnesota, Twin Cities
AU  - Minnesota Department of Transportation
AU  - Federal Highway Administration
TI  - Study of Public Acceptance of Tolling with New Capacity and Credits: Concepts of FAST Miles and FEE Lanes
PY  - 2010/07//Final Report
SP  - 57p
AB  - Conversion of high-occupancy vehicle (HOV) lanes to high-occupancy toll (HOT) lanes has become a relatively common managed lanes technique now employed in cities across the U.S. HOT lanes are created by developing a pricing system for existing HOV lanes that allow single occupancy vehicles to gain access to HOV lanes by paying a fee. Conversion of existing general purpose lanes to toll lanes or HOT lane operations, however, has not yet won public support as the perception persists that these “free” lanes have already been paid for and such conversions are a take-away. Focus groups were held in Minnesota to understand what policies, conditions, designs and operational characteristics could be considered that may satisfy concerns about general purpose lane adaptations to optional toll lanes or Flexible and Efficient Express (FEE) lanes. FEE lanes envision all users, except transit, paying a toll during peak-periods, with the lane reverting back to “free” operation outside of the peaks. Three configurations of FEE lanes were presented and a toll credit system was offered as a means to compensate users who may view the conversion as a take-away. Participants liked what they have already seen work, which is one priced lane on I-394 MnPASS, but were also concerned about user safety and equity. The credit system, which attempts to address user equity, was a source of confusion for many focus group participants. Although some participants seemed to like the idea of getting the credits to use FEE lanes, there were numerous concerns about logistics of credit management and distribution. These findings highlight the need for increased education and marketing about road pricing options which can assist in building support for a variety of pricing options, such as FEE lanes.
KW  - Acceptance
KW  - Education
KW  - Equity (Justice)
KW  - Flexible and efficient express lanes
KW  - Focus groups
KW  - High occupancy toll lanes
KW  - High occupancy vehicle lanes
KW  - Marketing
KW  - Minnesota
KW  - Road pricing
KW  - Toll credit system
KW  - Tolls
UR  - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1398
UR  - http://www.lrrb.org/media/reports/201027.pdf
UR  - https://trid.trb.org/view/927665
ER  - 

TY  - RPRT
AN  - 01164859
AU  - McMullen, B Starr
AU  - Oregon State University, Corvallis
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Multimodal Freight Investment Criteria
PY  - 2010/07//Final Report
SP  - 91p
AB  - Literature was reviewed on multi-modal investment criteria for freight projects, examining measures and techniques for quantifying project benefits and costs, as well as ways to describe the economic importance of freight transportation. A limited assessment of how investment decisions are made in Oregon was conducted by examining projects selected for the ConnectOregon II program (other funding programs exist, which use different approaches in selecting projects – ConnectOregon was selected because it is a multimodal program). To compliment the investigation of investment decisions, stakeholder opinions on multimodal freight needs and issues were also solicited. From the literature review and survey of stakeholders, new and supplemental multimodal freight investment criteria were highlighted.
KW  - ConnectOregon II Program
KW  - Decision making
KW  - Freight transportation
KW  - Investments
KW  - Literature reviews
KW  - Multimodal transportation
KW  - Oregon
KW  - Stakeholders
KW  - Surveys
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Multimodal_Investment_Criteria.pdf
UR  - https://trid.trb.org/view/925824
ER  - 

TY  - SER
AN  - 01164121
JO  - TechBrief
PB  - Federal Highway Administration
TI  - Simultaneous Structural and Environmental Loading of a UHPC Component
PY  - 2010/07
SP  - 4p
AB  - This TechBrief is a technical summary of the unpublished Federal Highway Administration (FHWA) report, "Simultaneous Structural and Environmental Loading of an Ultra-High Performance Concrete Component," available through the National Technical Information Service (NTIS) (PB2010-110331).  This TechBrief highlights the results of a study aimed at evaluating the inelastic tensile response of ultra-high performance concrete (UHPC) subjected to simultaneous structural and environmental loading.  This experimental investigation focused on the response of a UHPC beam subjected to concurrent inelastic flexural loading and 15% NaCl solution application.  The results provide insight into the sustained robustness of UHPC structural members loaded beyond their tensile cracking strength.
KW  - Beams
KW  - Inelastic stress
KW  - Sodium chloride
KW  - Tensile strength
KW  - Ultra high performance concrete
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/10055/10055.pdf
UR  - http://ntl.bts.gov/lib/35000/35500/35546/FHWA-HRT-10-054.pdf
UR  - https://trid.trb.org/view/924748
ER  - 

TY  - RPRT
AN  - 01160546
AU  - Munnich, Lee W
AU  - Buckeye, Kenneth
AU  - University of Minnesota, Twin Cities
AU  - University of Minnesota, Twin Cities
AU  - Minnesota Department of Transportation
AU  - Federal Highway Administration
TI  - I-394 Phase II Planning Study
PY  - 2010/07//Final Report
SP  - 54p
AB  - The I-394 MnPASS Phase II Planning Study was a multi-agency collaboration that evaluated four major study elements and their relationships in a congestion priced urban corridor. These included transit, land use, infrastructure and telecommuting. A foundation for this work was the understanding that high-cost capacity expansions were not likely to occur in the corridor for 25 to 30 years despite forecasts of increasing congestion that may threaten efficiency gains achieved with conversion of the high-occupancy vehicle (HOV) lanes to high-occupancy toll (HOT) lane operation. Recommendations identified in this study are being used to guide investments in corridor facilities and services by transportation authorities and will also be used by communities adjacent to the corridor. Transit supportive land use recommendations, if implemented, can help ensure that a high level of service is maintained in the corridor for all users. While specific funding for implementation of these recommendations was not identified prior to the planning process, several compelling transit, land use and telecommuting recommendations are currently being advanced for programming. This project is a valuable case study and potential model for linking land use, transit, telecommuting and congestion pricing in a high-demand urban corridor.
KW  - Case studies
KW  - Congestion pricing
KW  - High occupancy toll lanes
KW  - High occupancy vehicle lanes
KW  - Infrastructure
KW  - Land use
KW  - Level of service
KW  - MnPASS
KW  - Public transit
KW  - Telecommuting
KW  - Transportation corridors
KW  - Transportation planning
KW  - Twin Cities Metropolitan Area (Minnesota)
UR  - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1380
UR  - https://trid.trb.org/view/921271
ER  - 

TY  - RPRT
AN  - 01470849
AU  - Lee, Ming
AU  - Alaska University Transportation Center
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Performance Analysis of the Dowling Multi-Lane Roundabouts in Anchorage, AK
PY  - 2010/06/30/Final Report
SP  - 113p
AB  - The first multi-lane roundabouts in Alaska were constructed in 2004 at the ramps of the Dowling Road/Seward Highway interchange in Anchorage. These serve as junctions for commuters accessing the Seward Highway. As vehicle traffic in Anchorage continues to grow, however, use of the Dowling roundabouts also increases. The roundabouts are currently operating at or near capacity, with long vehicle queues at their entrances during peak traffic hours. This research project examined the performance of multi-lane roundabouts and how drivers use them. Analysis showed that extended queues were due to unbalanced flow patterns at the roundabouts, causing high circulating flow in front of one roundabout. This high circulating flow resulted in low-capacity, high-delay queue values. Researchers also found that accident rates and danger to pedestrians had increased in the past two years. Modeling traffic flow patterns for several possible alternatives suggested that reducing the eastbound flow rate “upstream” of the roundabout by 70% of the original flow could result in an acceptable level of delay and queue length at the eastbound approach of the west roundabout.
KW  - Anchorage (Alaska)
KW  - Crash rates
KW  - Multilane highways
KW  - Peak hour traffic
KW  - Pedestrian safety
KW  - Performance
KW  - Roundabouts
KW  - Traffic circles
KW  - Traffic congestion
KW  - Traffic flow
KW  - Traffic measurement
KW  - Traffic queuing
KW  - Traffic safety
UR  - http://ine.uaf.edu/autc/files/2012/09/RR08.08.Final-Report-Dowling-Multi-lane-Roundabout-July-11-20101.pdf
UR  - http://ntl.bts.gov/lib/46000/46800/46808/RR08.08.pdf
UR  - https://trid.trb.org/view/1238501
ER  - 

TY  - RPRT
AN  - 01337322
AU  - Rupnow, Tyson D
AU  - Louisiana Transportation Research Center
AU  - Louisiana Department of Transportation and Development
AU  - Federal Highway Administration
TI  - Evaluation of Fly Ash Quality Control Tools
PY  - 2010/06/30/Final Report
SP  - 289p
AB  - Many entities currently use fly ash in portland cement concrete (PCC) pavements and structures. Although the body of knowledge is great concerning the use of fly ash, several projects per year are subject to poor performance where fly ash is named as the culprit. Generally the “bad” projects arise due to one of two common errors: 1. Poor understanding of what fly ash is and how it affects concrete pavement construction and performance or 2. A switch of fly ash sources midstream during the construction project. The objective of this research was to identify tools available for quality control (QC) of as delivered class C fly ash. The main focus of the research was to identify penetration type devices and test procedures including the Iowa Set Time Test, Gillmore needle, and Vicat needle. Another focus of the investigation was the quick heat generation index test. For the first objective, three penetration type test devices were investigated including the Vicat needle, Gillmore needle, and the pocket penetrometer. Class C fly ash samples were obtained from about ten sources available to Louisiana Department of Transportation and Development (LADOTD). The second objective was to identify if the quick heat generation test can identify small changes in class C fly ash whether that be a change in chemistry or a physical change in the fly ash fineness. Statistical modeling was used to determine if a relationship existed between the various initial and final set times and the maximum temperature of the fly ash paste and the fly ash chemistry and fineness.  The Gillmore needle, Vicat needle and the pocket penetrometer yielded similar results when observing the times to initial and final set across the three test methods. Although the test methods pointed out significant differences in set times between buckets within a source, those differences were a non-issue when incorporating portland cement into the sample. The temperature results showed that the test method is unable to be used as either a quality control or quality assurance device in characterizing class C fly ash. The statistical analysis results showed outliers within the sources, but further testing when incorporating portland cement showed these differences to be negligible in effect. A suitable correlation was found to exist between the calcium oxide and sulfur trioxide content and the maximum temperature of the fly ash temperature results.
KW  - Fly ash
KW  - Pavement performance
KW  - Paving
KW  - Portland cement concrete
KW  - Quality assurance
KW  - Quality control
KW  - Test procedures
UR  - http://www.ltrc.lsu.edu/pdf/2011/fr_469_web.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37868/fr_469_web.pdf
UR  - https://trid.trb.org/view/1097883
ER  - 

TY  - RPRT
AN  - 01328119
AU  - Yu, Xiong
AU  - Zhang, Bin
AU  - Cartweight, Donald
AU  - Case Western Reserve University
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Beneficial Utilization of Lime Sludge for Subgrade Stabilization: A Pilot Investigation
PY  - 2010/06/30/Final Report
SP  - 64p
AB  - Water plants annually produce thousands of tons of lime sludge from the water treatment procedures. The lime sludge is then discharged into a retention pond. When the storage limit is reached, lime sludge is usually disposed into landfills, where they are treated as solid wastes. The large amount of lime sludge available (the quantity of lime sludge is estimated to be millions of tons for Ohio alone), the inexpensive (essentially free) material is very attractive if it can be used for soil stabilization in transportation constructions. In order to use efficiently lime sludge as subgrade stabilization, proper design procedures for lime sludge introduction need to be followed to achieve the optimal performance. Besides, the long term performance of lime sludge modified soils needs to be verified. The purpose of this study was to determine the feasibility of using lime sludge as subgrade stabilization. The study focused on the feasibility of using lime sludge as a substitute of regular lime used in road construction, design issues such as, method of lime sludge introduction, the optimum content of lime sludge and the long term performance etc. Experimental study was conducted on five typical types of subgrade soils in Ohio as well as a high plastic clay soil in Cleveland area. Common procedures for determining the optimal lime content for soil stabilization based on pH values are found not applicable for lime sludge. Instead, performance criteria based on unconfined compression tests need to be utilized. Lime sludge was found to increase the soil deformation modulus and reduce the plastic behaviors. Wet mix and dry mix methods do not appear to significantly affect the strength of lime sludge modified soil. Considering of the economic factors associated with drying lime sludge, lime sludge can be introduced in the slurry format via the wet mix procedure. The existing testing data indicated that lime sludge does not significantly improve the unconfined soil strength. Lime sludge however demonstrated the positive effects in reducing the plasticity of soils and improve the freeze/thaw durability. The long term performance evaluation could provide data to quantify the effectiveness of lime sludge as an economic and sustainable material.
KW  - Lime sludge
KW  - Pilot studies
KW  - Soil stabilization
KW  - Subgrade (Pavements)
KW  - Sustainable development
UR  - http://worldcat.org/oclc/665065986/viewonline
UR  - https://trid.trb.org/view/1086568
ER  - 

TY  - RPRT
AN  - 01163733
AU  - Edil, Tuncer B
AU  - Benson, Craig H
AU  - Tastan, Onur
AU  - Li, Lin
AU  - Hatipoglu, Bulent
AU  - Martono, Wilfung
AU  - O'Donnell, Jonathan
AU  - University of Wisconsin, Madison
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Monitoring and Evaluation of Fly Ash Stabilized Subgrade Constructed by the WisDOT
PY  - 2010/06/30/Final Report
SP  - 125p
AB  - This report describes the monitoring and evaluation of a field site where Class C fly ash was used to stabilize the subgrade during construction of a rigid pavement in a portion of USH 12 near Fort Atkinson, Wisconsin. Additionally, information from a second similar project (STH 32 near Port Washington, WI) that was monitored only during construction and a third project (STH 60 near Lodi, WI) that was monitored for 8 years is reported. The following observations are made based on this investigation: 1. All of the tests consistently indicated that the stiffness and strength of the subgrade were improved significantly by fly ash stabilization at all sites. Observation during construction, however, clearly demonstrated the benefit of fly ash stabilized subgrade (FASS) because once the fly ash is mixed and compacted in a window of dry weather the FASS remained stiff in subsequent rain events. 2. It is noted several significantly different soil types were encountered in all sites and the fly ash contents and moisture contents were variable (10% and 12% and 7-14%, respectively). Resulting California bearing ratio and moduli also varied. The gain in stiffness and strength are typically 2-3 times due to fly ash stabilization. In situ stiffness measured with the soil stiffness gage and dynamic cone penetration index also illustrated that the addition of the fly ash and compaction increased the strength and stiffness appreciably. These findings suggest that fly ash stabilization of subgrade should be beneficial in terms of increasing pavement capacity and service life. 3. The data also indicates a complex relationship between base soil type, amount of fly ash, and water content. For instance, in some soils (e.g., clay) the effectiveness of stabilization decreases when the water content of the soil increases whereas in some other soils (e.g., sandy) it increases. Therefore, a careful mix design is needed for fly ash stabilization involving all potential subgrade soils. The results from all sites also confirm that fly ash stabilization results in a relatively stiffer layer irrespective of the type of soil. 4. Resilient Modulus of the field-mixed FASS is close to that of undisturbed samples of FASS obtained by thinwall tube sampler. Thus, the field-mixed FASS can be considered to be an effective method of assessing the in situ soil stiffness. 5. Moduli back-calculated from the falling weight deflectometer (FWD) test data indicated that modulus does not display significant reduction over the years. 6. Pavement distress surveys indicate that fly ash stabilized sections perform comparable to control sections stabilized with breaker run. 7. Percolation from the pavement varies seasonally. Concentration of some elements from the leachate exceeded the Wisconsin preventive action and enforcement limits. However, these concentrations are expected to fall below the limits during transport to the groundwater table.
KW  - Bearing capacity
KW  - Fly ash
KW  - Mix design
KW  - Modulus of resilience
KW  - Moisture content
KW  - Rigid pavements
KW  - Road construction
KW  - Soil stabilization
KW  - Stiffness
KW  - Subgrade (Pavements)
KW  - Wisconsin
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53921/04-10%2520Final%2520Report.pdf?sequence=1
UR  - https://trid.trb.org/view/924322
ER  - 

TY  - ABST
AN  - 01543205
TI  - Long-Range Strategic Issues Affecting Preservation, Maintenance, and Renewal of Highway Infrastructure
AB  - The transportation industry will continually face emerging and new challenges that may influence transportation priorities and needs, particularly with regard to the preservation, maintenance, and renewal of the highway infrastructure. These challenges will result from long-range changes in many areas, including the following: (1) Technology and innovations (e.g., high-performance materials, construction equipment and methods, and information and monitoring systems); (2) Environment (e.g., climate change and sustainability); (3) System performance (e.g., accelerated deterioration and accountability); (4) Safety and security; (5) Natural resource availability;(6) Finance and budget (e.g., global economy, contracting methods, and costs); (7) Human resources (e.g., education and training); (8) Coordination (e.g., among transportation modes and related industries); (9) Regulations and policies (e.g., environmental regulation and changing role of governmental identities); (10) Demographics (e.g., population characteristics, including urban/rural differences); (11) Traffic (e.g., loading and volume). There is a need for a research effort to anticipate future issues; explore the potential role of new materials, tools, approaches, and technologies in developing and preserving highway infrastructure; and develop guidance on how such materials, tools, approaches, and technologies can be used to provide a means for enhancing system preservation, maintenance, and renewal in response to anticipated challenges. This guidance will help highway agencies be better prepared to anticipate and deal with the implications of the future. The objective of this research is to develop guidance for transportation stakeholders on emerging materials, tools, approaches, and technologies that could be used to deal with long-range (30 to 50 years) highway infrastructure maintenance, preservation, and renewal needs and ensure satisfactory system condition and performance.
KW  - High performance materials
KW  - Highway bridges
KW  - Highway maintenance
KW  - Infrastructure
KW  - Natural resources
KW  - Policy making
KW  - Preventive maintenance
KW  - Strategic planning
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2630
UR  - https://trid.trb.org/view/1330439
ER  - 

TY  - ABST
AN  - 01573549
TI  - Mechanical and Structural Nanoscale Modeling

AB  - This project aims to develop multiscale, multiparadigm modeling and simulation methodology in conjunction with experimental characterization to provide an in silico design and development approach for civil infrastructure stone-based materials.

KW  - Infrastructure
KW  - Methodology
KW  - Nanostructured materials
KW  - Simulation
KW  - Stone
KW  - Structural analysis
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0029
UR  - https://trid.trb.org/view/1366741
ER  - 

TY  - ABST
AN  - 01563753
TI  - Deicer Scaling Resistance of Concrete Pavements, Bridge Decks and Other Structures Containing Slag Cement
AB  - The objectives of this project are to: (1) Document the field performance of existing concrete pavements, bridge decks, and other structures made with slag cement that have been exposed to cyclical freeze-thaw cycles in the presence of deicing chemicals. (2) Determine from the field study and construction/design records which mixtures and construction parameters have produced scale-resistant concrete containing slag. (3) Determine the effectiveness of American Society for Testing and Materials (ASTM) C672 in predicting the deicer scaling behavior of field concrete. If discrepancies are noted, an attempt will be made to explain why the lab tests do not adequately mimic field performance and alternative procedures will be recommended to improve the correlation between lab tests and field performance.
KW  - Bridge decks
KW  - Concrete pavements
KW  - Deicing chemicals
KW  - Freeze thaw durability
KW  - Pavement performance
KW  - Scaling (Concrete)
KW  - Slag cement
UR  - http://www.pooledfund.org/Details/Study/333
UR  - https://trid.trb.org/view/1354935
ER  - 

TY  - ABST
AN  - 01549586
TI  - Research Program Design---Administration of Highway and Transportation Agencies. Expediting NEPA Decisions and Other Practitioner Strategies for Addressing High Risk Issues in Project Delivery
AB  - Long timeframes and uncertainties at intermediate stages in the transportation project delivery process account for significant direct costs to transportation agencies and the public.  Long timeframes and uncertainties may be associated with myriad factors, including completeness of documentation, concerns about a project's environmental consequences, design changes, public controversy, changes in political priorities, lack of financial resources, and others.  Cost inflation during an extended processing timeframe can add significantly to these direct administrative costs as well as to the construction and other expenditures that are part of the project's ultimate price tag.  Sometimes, cumulative delays and cost growth may motivate responsible officials to cancel or indefinitely defer the project. In such cases there is little to show for the public's investment and, in hindsight, there may be concern that the agencies should have "pulled the plug" sooner and allocated their efforts elsewhere. Furthermore, the cancellation of a project entailing expenditures of federal funds may necessitate that the state agency reimburse FHWA. (Note: "Project delivery process" here can refer to all stages of project development, from initial planning to final commissioning. The primary focus of this research, however, will be on NEPA processing and other activities occurring prior to construction. Procedures associated with meeting requirements of the National Environmental Policy Act (NEPA) and other environmental regulations are frequently cited as a source of long timeframes in project delivery. For example, the median time for completion of an Environmental Impact Statement (EIS) for transportation projects stood at 60 months in 2000. Confronting this statistic, the Federal Highway Administration (FHWA) has proposed a goal of reducing the number to 36 months. Nevertheless, the median time to complete the NEPA process increased to 80 months in 2002, and stood at 63.5 months as of 2008. These timeframes, not necessarily associated only with environmental concerns, are emblematic of the broad problem. Some state departments of transportation (DOTs) have begun to apply principles and practices of risk management to identify and assess the potential consequences of environmental and other concerns that may slow or disrupt the development process for a particular project. These agencies then use the information to allocate their limited resources to mitigating or avoiding risk and reducing delays and uncertainties, for example by pre-screening project concepts for environmental and community issues prior to programming; engaging key stakeholders earlier in a project's development; and explicitly highlighting the potential timeframes, costs, and outcomes potentially associated with a particular project's processing. These DOTs have found risk management to be an effective tool. Research is needed to develop guidance to assist DOT practitioners to apply risk management practices more widely. The objective of this project is to develop a clear and user-friendly guide for practitioners on the use of risk management to support (1) early identification of key issues that may significantly slow or block successful project delivery, (2) effective application of management action and other resources to avoid or mitigate the delays these issues represent, and (3) better decision making in project planning and programming. Procedures associated with requirements of NEPA and other environmental regulations are a primary focus in this research and are likely to be a principal source of examples and experience to be considered, but the resulting guide should be applicable to the range of risks to timely project delivery.
KW  - Environmental impact statements
KW  - Environmental impacts
KW  - Environmental protection
KW  - Long range planning
KW  - Project costs
KW  - Project delivery
KW  - Project management
KW  - State departments of transportation
KW  - Time periods
KW  - Transportation planning
KW  - U.S. Environmental Protection Agency
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2754
UR  - https://trid.trb.org/view/1339740
ER  - 

TY  - ABST
AN  - 01549579
TI  - Research Program Design---Administration of Highway and Transportation Agencies. Technical Guidance for Deploying National Level Performance Measurements
AB  - NCHRP Project 20-24(37) activities are undertaken generally to support development of a commonly accepted set of measures state departments of transportation (DOTs) would use to assess system and agency performance; a single common data standard for each measure; a simple and reliable data submission process; and a basis for identifying, validating, and share best management practices that support high performance. Transportation leaders expect the upcoming six-year federal transportation bill to set a bold new national transportation agenda for America designed to improve performance from the nation's surface transportation system by holding states accountable for progress on topics of national importance like safety and infrastructure preservation AASHTO's Board of Directors has endorsed the use of national performance measures and given to AASHTO's Standing Committee on Performance Management the task of presenting recommendations on measures that that might be used in program management. <span>The objective of this project will be to provide the technical basis for these recommendations and guidance for state DOTs on development and use of the measures.</span>
KW  - Data collection
KW  - Guidelines
KW  - Infrastructure
KW  - Performance measurement
KW  - State departments of transportation
KW  - System performance
KW  - Technical assistance
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2886
UR  - https://trid.trb.org/view/1339733
ER  - 

TY  - ABST
AN  - 01543207
TI  - Effects of Socio-Demographics on Travel Demand
AB  - For fiscal years 2009 and 2010, the American Association of State Highway and Transportation Officials (AASHTO) allocated $7,000,000 to examine long-range strategic issues, both global and domestic, that will likely affect state departments of transportation (DOTs) and directed $1,000,000 to each of seven projects. These projects were selected based on the 2008 report, Long-Range Strategic Issues Facing the Transportation Industry,funded by the National Cooperative Highway Research Program (NCHRP). This request for proposals is for one of those projects. Major trends affecting the future of our nation and the world will dramatically reshape transportation priorities and needs. The transportation industry must be ready for the challenges or benefits created by these trends and resulting scenarios. AASHTO recognizes that research can help and wants to ensure that transportation practitioners are equipped to deal with possible futures that may emerge 30 to 50 years out. The objective of this series is to provide guidance to state departments of transportation (DOTs) that will prepare them for possible futures so DOTs can act, rather than react. This is in contrast to current research in similar subject areas that focuses primarily on improving and building on existing conditions to make advances. Each project panel will be looking for that long-range vision in evaluating the submitted proposals. In addition, these requests for proposals have been prepared as more outcome-oriented, allowing proposers flexibility in the design of a research plan. Many socio-demographic issues over the next 30 to 50 years will change the population's transportation needs, travel patterns, and expectations regarding mobility. These include changes in demographics (e.g., population size, affluence, birth rates, ethnicity, and age) and technologies that substitute or alter travel behaviors (e.g., telecommuting opportunities or mode shifts). Human factors may play an important role in which of these technologies are accepted and adopted. The interplay between factors is important as well. For example, the effects of some trends, such as population growth, may mitigate or amplify the effects of others, such as the aging population or migration. Some of these trends suggest a dramatic increase in mobility needs -- the addition of over 130 million more Americans in the next 40 years, medical advances that enable older Americans to live longer and have increasingly active lifestyles, and shifts in the growth areas within the U.S. suggest surging travel demands. However, it is plausible that travel demands will not increase substantially due to enhancements in information and communication technologies, changes in land use patterns (e.g., movement to urban, pedestrian-oriented areas that minimize vehicle travel demands), increases in fuel prices, and changes in attitudes toward transit and alternatives to driving. The patterns of travel also could change substantially, with travel increasing for different types of trips, in different locations, and at different times than currently seen. The objective of this research was to determine how socio-demographic factors are likely to affect travel demand over the next 30 to 50 years and to identify strategies and actions that can be used by policymakers in state and local transportation and planning agencies to plan and prepare for alternative future scenarios. The focus of the research was on understanding the fundamental relationships between social and demographic factors and travel demand, and how these relationships might change over time. These factors may include diversity, gender, birth rates, aging population, wealth and income, immigration, regional migration and employment patterns, rural versus urban populations, and the size and structure of households and families. The research also examined the relationships between human factors and other variables affecting travel demand such as new technology, alternative fuels, economics and the economy, climate change, land use, and development patterns. In addition, it should identify opportunities for incorporating the results into the planning and decision-making process.
KW  - Forecasting
KW  - Population growth
KW  - Sociodemographics
KW  - State departments of transportation
KW  - Strategic planning
KW  - Sustainable development
KW  - Traffic forecasting
KW  - Travel demand
KW  - Travel patterns
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2728
UR  - https://trid.trb.org/view/1330441
ER  - 

TY  - ABST
AN  - 01463901
TI  - Intellectual Property Stewardship Guide for Transportation Departments
AB  - The transportation research community is charged with finding solutions to important problems. Those solutions often involve new processes and technology which represent intellectual property with potential economic value. Among countries visited in the recent FHWA/AASHTO International Scan on Transportation Research Program Administration, the transportation research community demonstrated a noticeably greater concern for the value and importance of intellectual property than is sometimes evident in the United States. Safeguarding intellectual property was recognized as a critical component of the entire research process to spur innovation, encourage investment for technology development and refinement, and foster commercialization nationally and internationally. Ultimately, intellectual property was seen as a means to bolster national economies by promoting creation of companies that hire new employees and sell new products. Successful management of intellectual property rights was associated with greater trade and foreign investment opportunities globally. In the United States, transportation agencies have traditionally taken the position that they should retain rights to intellectual property derived from research they sponsor. While the intent of this policy has been to maintain public ownership of intellectual property, a frequent unintended result has been to impede development. Agencies have often lacked the knowledge, resources, and impetus to commercialize technology or license it to others. In the absence of intellectual property protection, private concerns have been reluctant to invest further in its development. In contrast, organizations visited during the scan viewed protection and licensing of intellectual property as an essential enabler of technology deployment. Furthermore, many transportation agencies in the United States lack effective policies regarding employees' rights to intellectual property. For example, some agencies specify that any new product or idea that relates to agency goals and objectives is owned by the agency, and require employees to assign their intellectual property rights to the government. Undefined policies or policies that preclude employees sharing intellectual property rights create little incentive for innovation. A significant barrier to more effective management of intellectual property is the lack of understanding within transportation agencies regarding domestic and intellectual property law and policy. Although the Bayh-Dole Act of 1980 (or University and Small Business Patent Procedures Act) governs intellectual property developed in federally sponsored research, it only establishes a general framework. State laws and policies may impose additional requirements that apply to non-federally sponsored research or research performed by government employees. Federal and state agencies often lack expertise on the fairly complicated and sometimes expensive processes needed to secure and protect intellectual property. This situation has worsened in some agencies due to retirements of experienced staff and changes in agency policy. Without the necessary working knowledge, agencies are unable to develop and execute effective strategies for exploiting their intellectual property investments. An extensive literature addresses issues of intellectual property and technology transfer for federal laboratories and agencies engaged in development of medical, defense, aerospace, and other advanced-technology systems. While a few state transportation agencies have developed intellectual property policies, there is a general lack of knowledge within DOTs regarding identification and management of the resource. Research is needed to develop practical guidance that transportation agencies--in particular, their research and legal offices--can use to effectively manage intellectual property. The objective of this research will be to develop a guide on effective stewardship of intellectual property for public transportation agencies. The research to accomplish this objective might include the following tasks: (1) review of literature, including domestic and key international law, relating to the management of intellectual property in the areas of transportation and transportation research; (2) survey of practices of domestic and international transportation agencies to identify best practices as well as unsatisfied needs regarding management of intellectual property; (3) review of similarities and differences among states' intellectual property policies and identify those that may require legislative or policy enhancements; (4) review of practices for managing intellectual property in other technical and scientific disciplines that could be applicable to transportation and transportation research; (5) development of case studies that illustrate effective processes for managing intellectual property; (6) development of a guidance document on effective management of intellectual property for transportation research professionals in state and federal agencies; and (7) development of training based upon the guidance document on effective management of intellectual property for presentation to transportation research professionals.</font></p>
KW  - Intellectual property
KW  - Knowledge
KW  - National Cooperative Highway Research Program
KW  - Research
KW  - State departments of transportation
KW  - Stewardship
KW  - Technological innovations
KW  - Transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2980
UR  - https://trid.trb.org/view/1232129
ER  - 

TY  - ABST
AN  - 01463900
TI  - Criteria for Restoration of Longitudinal Barriers
AB  - NCHRP Project 22-23, "Criteria for the Restoration of Damaged Guardrails," has effectively been completed by researchers at Virginia Tech. As part of this project, researchers surveyed the states to determine what, if any, formal guidelines they have for the maintenance of guardrails. The study determined that while some states did have guidelines for evaluating existing guardrails and determining whether maintenance was indicated, these guidelines were typically based on judgment and were not supported by underlying research. The objective of Project 22-23 was to develop guidelines to assist maintenance personnel in identifying levels of damage and deterioration to longitudinal barriers that require repairs to restore operational performance. To achieve this objective, the researchers evaluated for eleven damage and deterioration modes commonly associated with the standard strong steel post W-beam (modified G41S) guardrail; they evaluated these modes through a combination of component testing, pendulum testing, finite element simulation, and full-scale crash testing. From this testing, draft maintenance guidelines were developed. Final guidelines for the maintenance of longitudinal barriers will be presented in a final report, due to be completed in May 2010. It is anticipated that maintenance guidelines for cable barriers will be developed under NCHRP Project 22-25. The objective of this problem statement is to continue the work begun under NCHRP Project 22-23. While this initial project did groundbreaking work in evaluating the performance of barriers having damaged components, there were limitations to the work that could be undertaken in one study. Among the additional research needs are: (1) Evaluation of wood post systems - The 22-23 final report will include maintenance guidelines for strong-wood-post W-beam systems. However, as the testing done under 22-23 was limited to steel-post systems, there is a need to conduct similar testing and evaluation of wood posts and wood post guardrail systems to confirm that these guidelines are applicable to wood-post systems as well. (2) Overlapping damage modes - The evaluations under NCHRP 22-23 were limited to one damage mode at a time. Oftentimes, though, more than one mode of damage will be present in a given barrier. An example would be rail flattening in combination with rail deflection. There is a need to better understand the interaction between overlapping damage modes and how these would affect barrier performance. (3) Generic End Treatments - Maintenance guidelines for generic end treatments were presented in 22-23, but these were largely drawn from guidelines developed by state departments of transportation (DOTs). Similar to the issue with wood posts, these guidelines should be quantitatively tested and evaluated. (4) Damage to barriers near end terminals - A previously damaged rail element within the first 50 feet of rail in an energy-absorbing terminal may not properly activate the end terminal in a head-on crash. If these rail units are not straight, the rail element may lose column strength and be unable to resist buckling when impacted end-on. (5) Consideration of damage modes to other similar systems such as the recently developed Midwest Guardrail System, a generic W-beam guardrail system with a 31-inch mounting height. (6) It is anticipated that the research program will involve a combination of component testing, pendulum testing, and computer simulation of crash tests. Full-scale crash testing may be considered if necessary to validate the other methods of analysis, but will not be the focus of research. The following efforts are considered important to the successful completion of this research: (1) Review the experience of field maintenance staff using maintenance guidelines developed in NCHRP Project 22-23. (2) Identify damage assessment needs which will include the needs identified in the NCHRP 22-23 final report and any additional assessment needs chosen in consultation with the project panel. (3) Propose a research program to qualitatively and quantitatively assess the needs identified earlier in this problem statement. (4) Prepare an interim report that outlines the findings of the above efforts for review and comment by the project panel. (5) Upon panel approval, conduct planned analyses and supporting tests to develop the metrics for assessing longitudinal barrier damage, correlating them to safety performance. (6) Prepare a plan of full-scale crash testing necessary to fully validate the guidelines developed under this project. (7) Prepare a final report to document the research effort and recommended guidelines. Maintenance personnel are charged with making decisions as to when damaged guardrails needed to be repaired. Prior to NCHRP 22-23, only limited guidance was available to guide such decisions, and there was no supporting research available on which to make such judgments. NCHRP 22-23 has addressed this need, in part, but additional work remains to be done. This project will result in additional guidelines directed at garage-level maintenance employees who make the day-to-day decisions regarding the need to repair guardrail systems. The payoff of improved decisions by these staff will be the ability to focus their maintenance efforts on those barrier installations that truly need repair to maintain their performance under vehicular impacts.<p> </p>
KW  - Barriers (Roads)
KW  - Damage (Guardrails)
KW  - End treatments
KW  - Guardrail terminals
KW  - Guardrails
KW  - Guidelines
KW  - Highway maintenance
KW  - Maintenance
KW  - National Cooperative Highway Research Program
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2983
UR  - https://trid.trb.org/view/1232128
ER  - 

TY  - ABST
AN  - 01463898
TI  - Quantifying Long-Term Performance of Draped and Flexible Fence Rockfall Protection Systems
AB  - Rockfall protection systems have been in service along roadways in Europe and the United States for more than 40 years. Rockfall protection systems utilizing steel netting to control the rockfall include ring-net barrier fences, cable-net barrier fences, draped cable-net, draped wire-mesh, and attenuators. Many of the systems are proprietary. These systems are intended to control rockfall and/or reduce the potential for rock debris to fall within highway alignments. The protection systems include components such as wire rings, wire rope, wire rope nets, wire mesh, posts, pins, fasteners, and breaking elements. These components are usually designed and rated based on testing in terms of energy capacity or energy reduction of a single rockfall event with some consideration for serviceability after specific impacts. However, the long-term performance and maintenance issues of these systems are a growing concern since many departments of transportation that have installed these systems are faced with significant maintenance, repair and/or replacement costs once a rockfall event occurs. The objective of the research is to provide owners and manufactures of rockfall systems with guidelines to evaluate vulnerability and maintenance issues associated with rockfall protection systems that use steel netting. The report will also provide estimates for design life expectancies of various systems. The design guidelines should also include a method to determine when to replace and upgrade these types of rockfall protection systems. Initiation of this work is urgent. The payoff from this research includes a safer highway system, improved prioritization of funds, reduced maintenance and clean-up costs, and reduced life-cycle costs associated with design, construction, and maintenance of rockfall hazard protection systems. Results of the research will be useful to transportation agencies charged with managing rockfall hazards. In the United States, thousands of rockfalls occur annually along highways; consequently, rockfall protection systems have become an important component of highway safety. Often these protection systems are placed along scenic sections of highways carrying large volumes of traffic, particularly during tourist season and for seasonal recreation destinations. Products from this research, which include a recommended practice for inspection and review of the service life, are needed for better selection of materials and components incorporated into rockfall protection systems. Currently, there are no well-defined provisions or protocols for condition assessment and service life modeling of rockfall protection systems. The recommended practice developed as part of this research would be in a format consistent with AASHTO requirements.<p> </p>
KW  - Debris removal
KW  - Europe
KW  - Fences
KW  - Mitigation measures (Rockfalls)
KW  - National Cooperative Highway Research Program
KW  - Rockfall protection systems
KW  - Rockfalls
KW  - United States
KW  - Wire mesh
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2985
UR  - https://trid.trb.org/view/1232126
ER  - 

TY  - ABST
AN  - 01463897
TI  - Travel Impacts and Greenhouse Gas Benefits of Rural and Smaller Community Land Use Strategies
AB  - Decision-makers need reliable information on the travel, greenhouse gas (GHG), and other benefits of land use policies in order to support effective decisionmaking on what is often a very controversial issue. While there has been considerable research on the travel and other impacts of land use policies, nearly all of this research has focused on metropolitan areas--especially larger metropolitan areas where rail transit systems either exist or are proposed to complement and support more compact development patterns. Recent efforts to estimate the nationwide GHG benefits of land use policies all focus exclusively on benefits within metropolitan areas. While the majority of the U.S. population lives in larger metropolitan areas, about 20 percent of the U.S. population currently lives outside of metropolitan areas, and another 5 percent lives in small metropolitan areas of less than 200,000 population. Particularly with the recent focus on land use as a GHG mitigation strategy, there is a pressing need for an evaluation of potential policies to create more efficient land use patterns in smaller communities and rural areas, and the potential GHG and other benefits and impacts of applying such policies in these areas. The primary objective of this research would be to estimate the potential impacts on vehicle travel and associated fuel consumption and GHG emissions that might be achieved by applying coordinated land use strategies and transportation to reduce vehicle travel in small communities and rural areas. The research would examine the impact of land use and development patterns on key aspects of travel behavior, including trip-making, mode choice, and trip lengths, controlling for potential influencing factors such as income, household composition, attitudes/preferences, etc. This research would be of use to many potential audiences--state DOT planning staff, transportation analysts, federal, state, and local-level decisionmakers (in both the transportation and land use arenas), and other stakeholders involved in transportation and land use planning and decisionmaking in non-metropolitan communities--to better inform transportation and land use policy development. <p> </p>
KW  - Decision making
KW  - Environmental impacts
KW  - Exhaust gases
KW  - Greenhouse gases
KW  - Land use planning
KW  - Metropolitan areas
KW  - National Cooperative Highway Research Program
KW  - Policy making
KW  - Pollutants
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2987
UR  - https://trid.trb.org/view/1232125
ER  - 

TY  - ABST
AN  - 01463896
TI  - Managing Rights-of-Way for Biomass Generation and/or Carbon Sequestration
AB  - Right-of-way vegetation management is a major responsibility of state departments of transportation (DOTs). Traditionally, roadside vegetation has been managed for a variety of purposes important to the public, especially safety, but also roadway integrity, habitat, native plant restoration, invasive plant reduction, aesthetics, water quality, and erosion control. Increasingly however, the DOTs are now being asked to also manage their roadsides to address greenhouse gas (GHG) emissions. Biomass production and carbon sequestration are the two most likely ways that DOTs would approach this issue--through planting and management of potential bio-fuel inputs, on the one hand, or through long-term management of vegetation for maximum carbon storage, on the other (although these two goals are not necessarily mutually exclusive). Biomass production and carbon sequestration, when combined with the traditional right-of-way management objectives, will create a huge challenge for DOT vegetation managers. If the challenge is to be met, vegetation mangers will need improved lists of native and non-invasive plants appropriate for roadside use; the latest physical, chemical, and biological control techniques that are safe and effective; the latest technology and equipment; ways to supplement the maintenance and operations records that are currently kept; and updated training. For example, in some cases, reducing emissions through modified management practices, such as reduced mowing, can contribute more to meeting GHG goals than carbon sequestration. Finally, the study will develop a measurement technique to assess the ability of highway landscape management to sequester carbon and provide strategies for good native roadside biomass production techniques that will maximize the eventual carbon credits. This may be accomplished through the following tasks: (1) Conduct a search of existing programs or specific cases of management for biomass production or carbon sequestration on transportation rights-of-way nationally and internationally. (2) Preliminarily assess the issues relative to biomass production and/or carbon sequestration in the right-of-way. Identify issues to be explored, including calculation of baselines and determination of DOT efforts. (3) Submit an interim report to the panel detailing the results of Phase I research. Submit a Phase II research plan for NCHRP review and approval. Review both documents at an interim meeting. (4) Conduct a search for native and non-invasive species information and identify those that are most appropriate for biomass production and/or carbon sequestration on transportation rights-of-way. (5) Search the literature for information on the carbon sequestration capabilities of those species identified in item #4, including how the carbon capturing capability is measured, and for information on potential for biomass/biofuel production. In the case of carbon sequestration, also look at combinations of species/ecosystem management techniques that are likely to produce the highest carbon sequestration. (6) Assess the capability of the selected species in meeting the traditional functions of roadside vegetation (e.g., safety, esthetics, erosion control, native revegetation, avoiding the spread of invasive species). (7) Assess the pros and cons of biomass production and/or carbon sequestration in the right-of-way relative to other avenues of carbon reduction in maintenance at DOTs, looking at published models and approaches, such as Caltrans. (8) Identify how to supplement the maintenance and operations records that are currently kept. Examples include land ownership records, fuel purchases, electricity usage, and mowing statistics. Land ownership records are important in determining the number of acres under the DOT's control and thus potentially available for carbon sequestration. Data such as fuel purchases and electricity usage are important because evidence of emissions reductions can be used to meet GHG goals outlined in a contract with a carbon market. (9) Determine the availability of information on carbon sequestration offset protocols and guidelines for the land-use types (e.g., grassland, native forest) and management techniques that are likely to apply to rights-of-way, to provide GHG benefits in addition to existing practice, and to qualify for carbon credits, which will speak to the marketability of emission reductions. (10) Develop a final report which recommends ecosystem based plant lists appropriate for biomass production and which include the carbon sequestration capabilities of each species (or combination of species). The report will also contain recommended methods for measuring sequestration and possible scenarios for claiming carbon credits. Such a process would hinge on a systematic approach that establishes a baseline level of carbon currently being sequestered in the soils, grasses, and woody shrubs of the right-of-way. Other physical characteristics of the right-of-way, such as precipitation, soil moisture, and standing crop, can help predict how much carbon can be sequestered. (11) Determining carbon credits will require use of a qualifying accounting methodology by each state DOT project which addresses various established GHG protocol steps and existing guidelines. Offset protocols provide detailed guidance for a project developer on how to: (1) determine if the project meets all eligibility criteria, including regulatory screens, additionally assessments, and other criteria including project duration and location; (2) define the project boundary (e.g., physical location, GHG accounting, and temporal boundaries); (3) select and quantify a baseline, based on existing quantification methodologies and calculation tools; (4) quantify and monitor project GHG emissions and calculate GHG reductions; and (5) meet other protocol requirements such as permanence and leakage measures. Other elements of the protocol may include guidelines for project start dates and duration, and verification and reporting requirements. Establishing acceptable baselines and monitoring procedures for land-use offset projects, especially those involving soils and biomass production, often proves particularly challenging. For example, soil carbon sequestration and emissions are extremely variable and are dependent on rainfall, temperature, crop type, past crop types, soil moisture and organic matter content, soil type, and other factors. Baseline establishment is a difficult and critical step, as is the establishment of rigorous monitoring procedures. Under a national "cap-and-trade" system, which is an emissions reduction policy that would impose a national emissions ceiling (or cap) that is reduced over time, participation (trading) in a carbon market would help reduce compliance costs for those entities with emissions greater than an established threshold. Under cap-and-trade, these entities are required to either reduce emissions or purchase carbon allowances or carbon offsets to meet the threshold. Various state and multi-state initiatives have set targets and established policy commitments to reduce carbon emissions. Ten northeastern and mid-Atlantic states have formed the Regional Greenhouse Gas Initiative (RGGI), and several western states and two provinces of western Canada have formed the Western Climate Initiative (WCI). As state agencies, DOTs are likely to be asked to participate in these efforts and biomass production and carbon sequestration in the right-of-way is one answer, given the large amount of land area DOTs manage. In order to efficiently and effectively ascertain the costs and the benefits, stakeholders including DOT CEOs/CAOs, maintenance managers, project development and construction managers, and front-line staff such as landscape architects require the described research.<p> </p>
KW  - Air quality management
KW  - Biomass
KW  - Carbon
KW  - Carbon sequestration
KW  - Greenhouse gases
KW  - National Cooperative Highway Research Program
KW  - Pollutants
KW  - Right of way (Land)
KW  - Roadside flora
KW  - State departments of transportation
KW  - Vegetation control
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2988
UR  - https://trid.trb.org/view/1232124
ER  - 

TY  - ABST
AN  - 01461317
TI  - 3rd Infantry Division Highway
AB  - The objective for this initiative is to perform the tasks required to produce a report to Congress on the steps and funding necessary to designate and construct a route for the 3rd Infantry Division Highway. Task deliverables include: Inventories of existing information and initial spatial data; Establishment and subsequent maintenance and operation of an expert working group; Provision of website content to the Federal Highway Administration (FHWA); Determination of control points for the segments; Recommendations for public involvement; Determination of study alignments and design levels; Detailed spatial database; Draft estimates of costs and steps to complete construction; and Recommendations for selected sub-studies.
KW  - Data collection
KW  - Highway design
KW  - Highway maintenance
KW  - Highways
KW  - Reports
KW  - Road construction
KW  - United States Congress
KW  - Websites (Information retrieval)
UR  - https://trid.trb.org/view/1229536
ER  - 

TY  - RPRT
AN  - 01165290
AU  - Collura, John
AU  - Heaslip, Kevin
AU  - Knodler, Michael
AU  - Ni, Daiheng
AU  - Louisell, William C
AU  - Berthaume, Andrew
AU  - Khanta, Raju
AU  - Moriarty, Kevin
AU  - Wu, Francis
AU  - University of Massachusetts, Amherst
AU  - New England Transportation Consortium
AU  - Federal Highway Administration
TI  - Evaluation and Implementation of Traffic Simulation Models for Work Zones
PY  - 2010/06/18/Final Report
SP  - 30p
AB  - As the National Highway System reaches the end of its serviceable life, transportation agencies increasingly need to focus on the preservation, rehabilitation, and maintenance of these roads. In light of significant increases in the amount of work zone activity, transportation officials and contractors are challenged with finding ways to reduce the negative impacts on driver mobility. The key to addressing this challenge is to recognize potential impacts well in advance. One major tool used for this purpose is computer simulation. There are many simulation models in existence, some of which are designed specifically for work zone analysis. Examples of these models include QUEWZ, QuickZone, CORSIM, and CA4PRS. The purpose of this paper is to present case studies that illustrate and evaluate these models in terms of their ease of use, data requirements, and ability to simulate and assess work zone strategies, shedding light on the relative reliability and accuracy of these simulation models as well as their user-friendliness and data requirements. This paper compares simulation results to actual work zones conditions in eight locations across New England. The results of this evaluation will be of interest to state and local transportation engineers responsible for planning and designing work zone strategies. This research has shown that some simulation models provide a low-risk, low-cost environment in which to test and analyze a variety of work zone alternatives. For example, QUEWZ and QuickZone were able to provide reasonable order of magnitude queue length estimates on interstate highways comparable to observations made in the field. In addition, such estimates required little data including hourly volume and roadway geometry information.
KW  - CA4PRS (Computer model)
KW  - Case studies
KW  - CORSIM (Traffic simulation model)
KW  - Evaluation
KW  - Implementation
KW  - New England
KW  - QUEWZ (Computer program)
KW  - QuickZone (Computer program)
KW  - Simulation
KW  - Traffic models
KW  - Work zone traffic control
UR  - http://www.netc.umassd.edu/netcr80_05-8.pdf
UR  - http://www.uvm.edu/~transctr/pdf/netc/netcr80_05-8.pdf
UR  - https://trid.trb.org/view/925623
ER  - 

TY  - ABST
AN  - 01549580
TI  - Research Program Design---Administration of Highway and Transportation Agencies. Establishment of Comparative Performance Measures Program Infrastructure to Support National System Performance Data Collection and Analysis
AB  - NCHRP Project 20-24(37) activities are undertaken generally to support development of a commonly accepted set of measures state departments of transportation (DOTs) would use to assess system and agency performance; a single common data standard for each measure; a simple and reliable data submission process; and a basis for identifying, validating, and share best management practices that support high performance. Projects in the series been well received by the transportation but have highlighted a need for a data infrastructure and data management process for collecting, managing, and sharing performance data and best practices. Such a data infrastructure and process would ensure a consistent, reliable source of data for comparative performance measurement, analysis and research.
KW  - Best practices
KW  - Data collection
KW  - Infrastructure
KW  - Performance measurement
KW  - State departments of transportation
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2885
UR  - https://trid.trb.org/view/1339734
ER  - 

TY  - ABST
AN  - 01549582
TI  - Research Program Design---Administration of Highway and Transportation Agencies. Executive Strategies for Risk Management by State Departments of Transportation
AB  - The idea of risk typically entails the combination of uncertain events that may occur and the likely consequences, often undesirable, to be expected when they do occur.  A shortage of construction steel, a series of particularly severe snow falls, or a traffic crash involving a fuel tank truck and a large overpass are examples of events many departments of transportation (DOTs) may experience; their consequences can include not simply the costs of dealing with the immediate problem, but also far-reaching and long-lasting disruptions of DOT programs and operations. The International Organization for Standardization (ISO) has recently defined risk in very general terms as the "effect of uncertainty on objectives" and has undertaken to bring some order and common terminology to the often diverse efforts of private- and public-sector organizations that seek to manage risk on an enterprise-wide basis. Effective strategic risk management involves identifying the various risks to an organization's achievement of its objectives and then devising ways to mitigate, avoid, transfer, or accept and be prepared for these risks.  An organization's senior management will typically seek to manage risk throughout the enterprise, to deal effectively with the most serious threats and take advantage of the greatest opportunities.  Anecdotal evidence shows that some DOT executives have begun to apply risk management in their agencies and that some private-sector practitioners are using strategies that might be adapted to serve the needs of DOTs.  However, no comprehensive compendium of DOT practices has been assembled. Leadership of the American Association of State Highway and Transportation Officials (AASHTO) feel that broader understanding of risk management strategies and greater adoption of enterprise-wide risk management would benefit DOTs and the public they serve. Research is needed to describe the current state of DOT practice and opportunities for enhancing organizational performance by applying risk management strategies. The objectives of this project are to describe how DOT leadership use risk management currently in the conduct of their business and to identify executive strategies that may be useful to DOT leadership for enterprise-wide risk management.
KW  - Benefits
KW  - Best practices
KW  - Highway operations
KW  - Highway safety
KW  - Risk assessment
KW  - Risk management
KW  - State departments of transportation
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2888
UR  - https://trid.trb.org/view/1339736
ER  - 

TY  - ABST
AN  - 01463905
TI  - Safety Evaluation of the 13 Controlling Criteria for Design
AB  - The objectives of the research are to (1) compile what has been learned about the relationship of the 13 controlling criteria to safety; (2) identify key knowledge gaps and conduct research to fill those gaps; (3) based on safety knowledge, recommend whether changes are needed in the list of design elements that are considered as controlling criteria; and (4) recommend whether the list of design elements considered as controlling criteria should vary between roadway types. The tasks that should be undertaken in the research are as follows: (1) Review safety research literature to establish what is known about the relationships of the 13 controlling criteria to safety. This review should include safety research results assembled for the forthcoming AASHTO Highway Safety Manual; (2) with the exception of structural capacity and vertical clearance, determine which of the 13 controlling criteria have safety effects that are well understood; (3) for any of the 13 controlling criteria with safety effects that are not well understood, formulate research plans to determine those safety effects; this could potentially include investigations of bridge width, vertical alignment, cross slope, and/or horizontal clearance; (4) execute the research plans developed above; and (5) based on the safety information in the literature and the research results, recommend whether changes are needed in the list of design elements that are considered as controlling criteria and whether the list of design elements considered as controlling criteria should vary between roadway types.
KW  - Design
KW  - Design criteria
KW  - Highway Safety Manual
KW  - Knowledge
KW  - Literature reviews
KW  - National Cooperative Highway Research Program
KW  - Research
KW  - Safety
KW  - Safety management
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2977
UR  - https://trid.trb.org/view/1232133
ER  - 

TY  - ABST
AN  - 01463904
TI  - Consideration of Roadside Design and Roadside Features in the Highway Safety Manual
AB  - In the project development process, transportation engineers assess the effect of roadside designs and features on crashes. The <em>Highway Safety Manual</em> (HSM) provides scientifically sound information to support this decision making through accident modification factors (AMFs), which analyze the safety effect of specific design elements known to have an influence on the frequency or severity of crashes. Few roadside AMFs exist, and those that do are not typically of the statistical quality deemed appropriate for inclusions in the first edition of the <em>Highway Safety Manual</em>. The <em>Roadside Design Guide</em> (RDG) provides a probability of encroachment model to quantify the safety of a roadside design and compare the design against other designs. Software support for the HSM is provided through the IHSDM CPM and through RSAP for the RDG. This project will review the two methods; document inconsistencies in predicting the frequency and severity of run-off-road crashes; update the models to provide consistency and provide guidance to practitioners on the successful implementation of each method at various planning, highway design, and operations stages; explore the possibility of incorporating RSAP with the IHSDM; and identify a critical set of AMFs that would support the quantification of changes to the roadside and the installation or modification of roadside features at the identified stages of the project development process, eliminating the need for the use of subjective hazard ratings. This project will develop these AMFs for inclusion in a future edition of the <em>Highway Safety Manual</em>. It is expected that the methods used to develop these AMFs will meet the scientific protocol acceptable for inclusion in the <em>Highway Safety Manual</em> and FHWA AMF clearinghouse as an excellent quality AMF. The development of the improved roadside AMFs has data needs met from the NCHRP Project 17-22 and 17-43 databases and other identified databases. An outcome of this project will be improved roadside safety decision-making tools for transportation agencies. PHASE 1, Comparison of RDG and HSM Tasks: (1) Conduct a literature review of the development of the HSM, the RDG, RSAP, and the IHSDM methods for the analysis of roadside crashes used by these two different approaches. (2) Survey practitioners, researchers, design consultants, and transportation agencies to assess the current needs as they relate to roadside safety during the planning stage, the design stage, and the management of assets. The survey shall also ask for input about specific roadside concerns or areas of need regarding more AMFs. (3) Identify a minimum of five example problems for analysis using the two methods. (4) Document inconsistencies between the two methods and opportunities to provide consistency through updating data sources, base models, or modification factors. (5) Assess available data sources from completed and ongoing NCHRP projects, as well as other state and federal research or databases. Possible data sources include NCHRP 17-22 and 17-43. (6) Develop a prioritized list of roadside AMFs which should be evaluated for development and inclusion in future versions of the HSM. (7) Review RSAP and IHSDM methods and coding for the possible inclusion of RSAP as a module in the IHSDM. (8) Recommend if it's appropriate to consider both methods for continued parallel development for the safety assessment of the roadside or if one method should be chosen for future development efforts. (9) Document findings in an interim report. The report shall include guidance based on the findings of this phase, about the appropriate inclusion of each analysis method into the planning and design process as well as the life-cycle management of the highway network. PHASE 2, Development of Roadside AMFs Tasks: (1) Review the protocols for <em>Highway Safety Manual</em> AMF development. (2) Develop AMFs for the base conditions outlined in parts C and D of the <em>Highway Safety Manual</em>. AMFs shall be developed using the data available from the 17-22 and 17-43 projects as well as other identified sources. Additional data gathering is not anticipated. The prioritized list of AMFs developed in phase 1 shall be reviewed in consultation with the panel. A list of AMFs for development under this project will be produced based on the data available. (3) Develop a list of additional data needs for the NCHRP 17-43 "Ongoing Data Collection" panel's or other data collection projects' consideration of inclusion. (4) Depending on the outcome of phase 1, task 8, inclusion of these findings may be necessary in the RSAP encroachment model as well. (5) Document findings in a final report. This research will provide a document which will supplement the soon-to-be-released HSM and the existing RDG as a means to determine under which circumstances the designer should employ which method to predict crashes, evaluate the potential benefit of safety improvements for the roadside, and provide more AMFs to supplement those provided in the first edition of the HSM. The urgency is high since there is potential for introducing considerable confusion to the design profession by having two methods for similar purposes that may yield conflicting results. Furthermore, the First Edition of the HSM does not provide AMFs to address most of the typical changes of roadside designs and features that agencies currently undertake and subsequently does not support the quantification of the effect of the roadside on crashes and crash severity within the project development process.<p> </p>
KW  - Accident modification factors
KW  - Crash severity
KW  - Design
KW  - Highway safety
KW  - Highway Safety Manual
KW  - National Cooperative Highway Research Program
KW  - Roadside
KW  - Roadside improvement
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2979
UR  - https://trid.trb.org/view/1232132
ER  - 

TY  - ABST
AN  - 01463918
TI  - Performance-Based Specification for Binders Used in Chip Seals (and other Surface Treatments)
AB  - Historically, emulsion specifications have been parochial, as the availability (i.e. type of asphalt available and local suppliers capabilities) has generally driven the specifying agencies' decision on which emulsions to specify. As suppliers, sources, etc. change, new emulsion specifications are developed and promulgated. Today's technology has brought more manufacturing choices and capability to agencies whereby a "performance-based" specification is desired. Binder specifications for chip seal applications and other surface treatments include emulsions and hot applied liquids. These specifications do not incorporate standard performance grading for the base asphalt. Most emulsion specifications continue to use viscosity-graded asphalt binders or penetration-based specifications. A specification that incorporates a standard grading system will serve to more uniformly describe asphalts and base asphalt for asphalt emulsions specified by federal, state, and local agencies. Applying a more uniform grading system may reduce testing, increase the collaboration between states, and improve the ability to compare actual field performance to this "performance" graded specification. This new specification needs to address testing at temperatures normally seen by surface treatment applications such as chip retention, fatigue at room temperature, ability to penetrate cracks of varied widths, and adhesion at high and low temperatures, and include climate and traffic in the binder selection process. A chip seal and surface treatment binder specification should be applied to both hot-applied binders and emulsion residues. Asphalt emulsion requirements must include a mechanism for acquiring the emulsion residue such that this residue is representative of the binder on the road.
KW  - Asphalt emulsions
KW  - Asphalt grading
KW  - Binders
KW  - Chip seals
KW  - Cracking
KW  - Cracking of asphalt concrete pavements
KW  - Field tests
KW  - National Cooperative Highway Research Program
KW  - Performance based specifications
KW  - Surface treating
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2962
UR  - https://trid.trb.org/view/1232146
ER  - 

TY  - ABST
AN  - 01463917
TI  - A Guidebook for Construction Manager-at-Risk Contracting for Highway Projects
AB  - State departments of transportation (DOTs) continue to experience pressure to deliver highway projects faster, better, and at less cost. This pressure has been recently exacerbated by the demands of the 2009 "Economic Stimulus Bill" which requires that projects be advertised and awarded in extremely short periods of time. SEP-14 authorized a number of experimental project delivery approaches which have successfully been implemented across the nation. One of those was design-build (DB) contracting. The 2006 Report to Congress on the effectiveness of DB showed that approximately 35 states had authorized their DOTs to try DB under the SEP-14 authorization. Many of them subsequently passed legislation that generally authorized the use of DB based on the pilot project outcomes. However, NCHRP Synthesis 376 found that 63% of the states had only completed one to three projects. Some states, like Ohio, have decided to severely restrict DB usage, and roughly 15 states are not able to utilize it because they do not have the necessary enabling legislation. It can be speculated that those states that are not currently authorized to use DB will probably not be authorized to in the future. Therefore, those DOTs are severely limited in their ability to accelerate their projects and to accrue the other benefits that were found in the SEP-14 Report. The major criticisms of DB cited in NCHRP Synthesis 376 were the DOT's loss of control over the details of design as well as the perception that permitting the construction contractor to have a fiduciary relationship with the designer was inappropriate. The major reasons for using DB contracting found in several recent TRB studies have been the ability to compress the schedule, the early involvement of the contractor in the design process through constructability reviews, and the single point of responsibility for both design and construction achieved in a DB contract. Research has found that traditional project delivery creates additional problems for DOTs when they try to accelerate project delivery. Techniques like the California DOT's design-sequencing method have not proven to be altogether satisfactory. Thus, DOTs that are unable to use DB need a project delivery method that permits them some of the benefits of DB without giving up control over the design. Construction manager-at-risk (CMR), which is also called construction manager as general contractor (CM/GC), appears to provide just that. In a CMR contract, the owner contracts separately with the project's designer and builder. The design contract is modified to create contractual obligations for the designer to proceed with its work in a manner that facilitates the CMR process. The contractor is usually selected on the basis of qualifications and past performance, though some DOTs with CMR experience also include a price function in their selection process. The CMR is awarded a preconstruction services contract which directs it to perform services such as constructability reviews, project estimates and schedules, coordination with third parties, and making input to the design through value engineering and market analysis. At some point the CMR and DOT negotiate a guaranteed maximum price (GMP), and the CMR begins bidding out subcontractor and material supplier work packages. Many agencies allow the CMR to lock in construction prices for features of work with volatile material pricing before the final GMP is established. NCHRP Synthesis 402, Construction Manager-at-Risk Project Delivery for Highway Programs, found that 30% of the state DOTs it surveyed responded that they had either never heard of CMR or did not understand how it worked. Four states with authorization had not tried it because they had no guidance or experience from which to begin. CMR furnishes a much less radical procurement culture shift than DB because the owner still holds the design contract and hence retains control of the design details. However, the contractor is selected based on its qualifications and is able to influence the design through its preconstruction services contract. One DOT project manager interviewed in NCHRP Synthesis 402 stated: "CMR allows us to get all the benefits of DB without giving up control of the design." Therefore, the outcomes from NCHRP Synthesis 402 clearly show the need to develop a set of uniform guidelines that individual agencies can use to either implement CMR project delivery or to revise their current procedures to take advantage of lessons learned by DOTs and other transportation sectors such as transit and airports. The main research objective is to capture the CMR experience available from the eight state DOTs, numerous city and county engineering, and streets departments and public transportation agencies in transit and airport. This study will then assemble a set of best practices and develop a guidebook that can be utilized by agencies wishing to implement CMR contracting in their highway construction programs.
KW  - CM-At-Risk
KW  - Construction management
KW  - Construction manager at risk
KW  - Design build
KW  - Design build contracting
KW  - Handbooks
KW  - Highway projects
KW  - National Cooperative Highway Research Program
KW  - Project delivery
KW  - Project management
KW  - Risk management
KW  - State departments of transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2963
UR  - https://trid.trb.org/view/1232145
ER  - 

TY  - ABST
AN  - 01463916
TI  - Development of System Fracture Analysis Methods for Fracture Critical Steel Bridges
AB  - The development of high performance steel (HPS) has prompted the use of fewer beams in a typical steel bridge superstructure. As the number of beams decreases, the redundancy of the system is reduced, thereby increasing the possibility of system-wide failures. This trend has brought about renewed discussion regarding the traditional definition of fracture critical bridges or members. Designers and owners have differing opinions on the definition of fracture critical bridges, and many owners will not allow new fracture critical bridges in their jurisdictions even though they are allowed by the AASHTO code (with the appropriate design, construction, and inspection procedures). Interestingly, bridges that would be traditionally classified as fracture critical are often some of the most economical structural configurations. The AASHTO code does not give guidance on the appropriate methods for system wide fracture analysis. Individual designers have developed methods for this issue; however there is no consensus on the loadings, the approach, and what constitutes failure. Some of the most common debates about fracture critical redundancy are with respect to continuous-span twin trapezoidal box girder ramp bridges, and continuous span two and three girder bridges. These structure types have been used in the past; however, most owners avoid them due to concerns about redundancy. Questions do arise with respect to redundancy or nonredundancy of existing and even newer bridges which were built using superior steels (especially using any type of HPS), subjected to advanced NDT techniques, and fabricated using higher quality welding procedures than in the past. In addition, those fabricated using the fracture control plan (FCP) are also supposed to be of superior quality than their cousins built prior to the introduction of the FCP. Modern steel bridges are also built with a composite deck slab and are inherently more capable of carrying redistributed loads through alternate paths. Two-girder curved bridges, especially those built since the early 1980s, almost always contain heavy transverse cross-frames capable of carrying significant load from one girder to another. The proposed system analysis methods will provide answers to system redundancy or nonredundancy quantitatively. The proposed research will focus on the development of defined fracture analysis methods for steel bridge systems. The research will involve the following tasks: literature research of past studies on system-wide redundancy and fracture; study of the effects of energy release at the time of fracture, how this is can be accounted for in the analysis, and development of realistic definitions of failure that are tied to the use of the bridge; determination of the appropriate live load models that need to be applied to the bridge at the time of fracture; determination of the appropriate live load models that should be applied to the bridge after the fracture; determination of the appropriate load factors that should be employed; and development of AASHTO specifications for system-wide fracture analysis for new and existing bridges, including an updated fracture critical member (FCM) definition in context to the findings of this study. For new bridges, the efficient use of new high-performance steels is being hampered by the concerns of owners and designers about the fracture critical designs. In many cases, more beams are added to spans to improve the redundancy, which make the bridge less efficient and therefore more costly. In several states, multi-span continuous trapezoidal box girder ramp bridges are avoided due to concerns about fracture redundancy. Existing bridges that are categorized as fracture critical require additional inspections that are costly to owners. Removal of a fracture-critical designation on existing bridges will result in fewer inspections over the lifetime of the bridge. If a system-wide analysis method is developed, many new bridges and many more existing bridges can be classified as non-fracture critical. This will save owners significant monies in design, construction, and inspection.
KW  - Beams
KW  - Bridge inspection
KW  - Bridge members
KW  - Bridge superstructures
KW  - Fracture critical members
KW  - Fracture mechanics
KW  - Girders
KW  - High performance steel
KW  - Inspection
KW  - National Cooperative Highway Research Program
KW  - Steel beams
KW  - Steel bridges
KW  - Structural analysis
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2965
UR  - https://trid.trb.org/view/1232144
ER  - 

TY  - ABST
AN  - 01463915
TI  - Development of New AASHTO LRFD Tunnel Design Specifications
AB  - There is limited experience in the state departments of transportation (DOTs) with new tunnel design. Most agencies rely on consultants who specialize in tunnel work for design and construction assistance. In addition, The Federal Highway Administration (FHWA) has established a goal to have federally funded projects for "structures other than bridges," like tunnels design by load rating factor design (LRFD), by October 1, 2010. The objective of this proposal is to develop specifications, commentary, and guidelines for tunnel design. The proposal focuses on design standards for structural design, geotechnical design, ventilation, fire control and suppression, and public signing. Very little design guidance is provided in the AASHTO LRFD Bridge Design Specifications for Tunnels in Section 12, Buried Structures and Tunnel Liners. The material on tunnels will be removed and included in a new section. Additional specifications and guidance must be developed and included in the new section. It is expected that the contractor will use existing guidelines, especially those developed by FHWA and the National Fire Prevention Association, to prepare the specifications, commentary, and guidelines. This strategic research need is identified in the AASHTO Highway Subcommittee on Bridges and Structures' 2005 Strategic Plan for Bridge Engineering, as part of Grand Challenge 4, Advancing the AASHTO Specifications, Grand Challenge 1, Extending Service Life, and Grand Challenge 2, Optimizing Structural Systems. The objective of the proposed research is to improve the design of highway tunnels by developing specifications and guidelines for road tunnel design. The research will produce a draft design specification and commentary in the format of the AASHTO LRFD Bridge Design Specifications. There is an urgent need to develop and improve the current methods of tunnel design, operation, and rehabilitation. These improved methodologies will increase the reliability and effectiveness of highway tunnel operations, leading to improved tunnel safety and more effective operation and management of tunnels in state and local tunnel inventories. The results of this research will provide guidelines suitable for implementation by state DOTs. It is anticipated that the research results will be presented to the AASHTO Subcommittee on Bridges and Structures, T-20 Technical Committee on Tunnels, for consideration and adoption into the LRFD Specifications. The technical committee will work with FHWA and NHI to develop training as needed based on the new specifications.
KW  - American Association of State Highway and Transportation Officials
KW  - Fires
KW  - Guidelines
KW  - Load and resistance factor design
KW  - National Cooperative Highway Research Program
KW  - Service life
KW  - Specifications
KW  - Tunnel design
KW  - Tunnel fires
KW  - Tunneling
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2967
UR  - https://trid.trb.org/view/1232143
ER  - 

TY  - ABST
AN  - 01463914
TI  - Quantify the Information Necessary to Guide Bridge Preservation Decisions
AB  - Bridge preservation is a systematic proactive effort to significantly extend the service life of a bridge or bridge elements, usually at the least possible cost. Many transportation departments may have a significant amount of largely empirical data on experiences with bridge preservation and have developed conclusions on the effectiveness of bridge preservation based on those experiences. However, few systematic studies have been done to measure, evaluate, and document the short- and long-term results and effects of bridge preservation actions. No attempts have been made to gather and collate high-quality data, properly analyze the data, and draw conclusions about the costs, effectiveness, and longevity of the preservation action. It is difficult to examine such issues as how long the service life of the bridge/bridge element is extended or what the effects of the various, commonly used preservation actions are on the life cycle costs of bridges. Most conclusions reached by bridge practitioners are on the basis of intuition or simple common sense backed up by some experience. It is difficult to translate these conclusions into coherent and convincing arguments that will persuade legislatures and agency upper management to support and adequately fund aggressive and well planned programs of bridge preservation. The collection of the data necessary to support analysis of the effectiveness and economics of bridge preservation activities should be addressed in a logical sequence, starting with short-term studies of existing data and moving to future data collection that is targeted at specific elements of the performance of bridge preservation actions. The material collected will be organized into a handbook for bridge owners to use as a guide to the most efficient and effective decisions for the maintenance and preservation of bridges. Recommendations will be made on how this guidance should be included in existing or new AASTHO specifications or guidance. The objective of the proposed research is to improve the decision process for setting bridge preservation activities and preparation of guidelines. The research will produce recommendations and a handbook for possible adoption by AASHTO.
KW  - Bridge members
KW  - Bridge preservation
KW  - Data collection
KW  - Guidelines
KW  - Life cycle costing
KW  - National Cooperative Highway Research Program
KW  - Preservation
KW  - Service life
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2968
UR  - https://trid.trb.org/view/1232142
ER  - 

TY  - ABST
AN  - 01463913
TI  - Convincing the Stakeholders: Developing a Guide for Communicating Maintenance and Preservation Needs
AB  - As transportation budgets remain stagnant or fall and tax dollars become scarcer, legislatures search for ways to reduce spending while preserving public support for government programs. The trend of funding maintenance and preservation operations last has lead to a nationwide deterioration of our highway system. Maintenance and preservation of bridges, pavements, and other roadway appurtenances have been shown by some agencies to have an enormous effect on the performance and life of the transportation infrastructure, saving millions of dollars in reconstruction and traveler delays. Being able to communicate these effects more effectively to elected officials, decision makers, other stakeholders, and the public would lead to better understanding of these programs. There is an opportunity to communicate more effectively the impacts of maintenance and preservation of the nation's infrastructure to elected officials, decision makers, other stakeholders and the public and thereby build support for funding to maintain the nation's highway infrastructure. Some examples of such communication may be found in the literature (for example, work done at Iowa State University and by the Portland, Oregon, Office of Transportation.) This research to be undertaken would address such issues as improving communications about the technical/economic impacts of maintenance and system preservation between agency staff, elected officials, and the public using simple-to-understand principles which convey the message; developing guides with graphics and photos which display condition data and the consequences of delayed response to maintenance concerns; preserving institutional knowledge within agencies through documentation of treatment types and benefits, training of methods to track and report condition as well as training on methods of treatments and best practices and succession planning; establishing a guide of best practices on how to maintain or improve communication between local, state, and federal government agencies, toll authorities, and other highway owners; identifying industry organizations such as contractors, consultants, and trade associations that can help to communicate the message of maintenance and preservation activities to the public; educating engineering consultants and other designers on the benefits of including maintenance and preservation techniques in design and maintenance of roadway assets; and promoting development of transportation system preservation to the academic community. The objective of this research would be to develop a guide to best practices on how to maintain or improve communication with local, state, and federal government agencies; toll authorities; and other highway owners. The research to accomplish this objective might include the following tasks: (1) identify best practices and successes in communicating the message of maintenance and preservation, studying marketing strategies that exist throughout the United States and around the world as part of asset management, including various infrastructure assets; (2) develop a guide on how to market maintenance and preservation treatments including case studies, pictures, and illustrations of successful marketing campaigns, and recommendations on reaching senior agency executives, legislators, contractors, consultants, trade organizations, academics, and the general public; (3) deliver training workshops on marketing practices, including examples from successful case studies, and develop a mechanism to evaluate workshop effectiveness; (4) develop guidelines on how an agency can create succession planning and preserve institutional knowledge about maintenance and preservation in an agency through documentation of treatment types and benefits, and training of methods to track and report condition; include best practices on training methods for preservation treatments types.
KW  - Bridge maintenance
KW  - Economic impacts
KW  - Financing
KW  - Highway maintenance
KW  - Maintenance practices
KW  - National Cooperative Highway Research Program
KW  - Preservation
KW  - Public transit
KW  - Stakeholders
KW  - Transit operating agencies
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2969
UR  - https://trid.trb.org/view/1232141
ER  - 

TY  - ABST
AN  - 01463912
TI  - Guidelines/Methodology for Developing Cost Effective and Cost Efficient Levels of Service
AB  - State departments of transportation (DOTs) are beginning to evolve to the asset management principles of (1) establishing high-level policy goals and objectives, (2) developing performance measures to accomplish the agencies' goals and objectives, (3) using analysis of options and tradeoffs for investment strategies, (4) using quality information and data to support decisions, and (5) monitoring outcomes to provide accountability and feedback. A key component of this strategy is the development of performance measures and the establishment of level of service for each measure. The setting of level of service(s) by DOTs has for the most part, relied on expert opinion of the highway owner and infrastructure manager. The purpose of this research is to develop a methodology that can be used by highway owners and agencies to determine the appropriate LOS(s) for the assets under their authority, based on factors such as customer input, economics, cost effectiveness, user cost, and/or other pertinent factors to augment "expert opinion." The anticipated outcome of this research is the development of a guide and methodology that state DOTs can use to determine the LOS that is appropriate for their agency based on factors like customer input, safety, economics, cost effectiveness, user cost, and expert opinion, among other things. It is anticipated that the research will include contacting state DOTs that have established LOSs, conducting interviews with those agencies to understand the process they used, and investigating other non-DOT agencies and/or industries to solicit best practices. Based on that research, a guide and methodology a DOT can use to establish LOS will be prepared.
KW  - Asset management
KW  - Cost effectiveness
KW  - Customer satisfaction
KW  - Decision support systems
KW  - Economics
KW  - Expert opinion
KW  - Level of service
KW  - National Cooperative Highway Research Program
KW  - Performance measurement
KW  - State departments of transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2970
UR  - https://trid.trb.org/view/1232140
ER  - 

TY  - ABST
AN  - 01463911
TI  - Update of the TRB Access Management Manual
AB  - In 2003, the Transportation Research Board (TRB) published the first national Access Management Manual. Since that time, the Manual has remained the most accepted and comprehensive national resource on the state of the practice in access management. It has been widely cited by state, regional, and local government transportation agencies updating their access management practices and is increasingly a resource to other nations as well. For example, it was recently translated and published in Chinese under a copyright agreement with TRB. Since it was published, approximately 3,000 copies of the Manual have been sold, and a second reprint of 2,000 copies is underway. The editorial staff of TRB has indicated that based on the current rate of sales, the new stock will be exhausted by 2012. At that time, it is essential that a second edition be ready for publication. A second edition needs to be produced because the state of the practice has advanced significantly in the years since the production of the first edition of the Manual, several major research projects have been completed and will represent an important upgrade of the current Manual, the Manual is the text for the revised National Highway Institute (NHI) Access Management Course and should contain current and up-to-date information regarding research and access management practices, and the TRB Committee on Access Management (AHB70) has identified gaps in the material covered in the Manual. The objective of this research activity is to develop a revised and updated Access Management Manual. This objective will be accomplished by assembling research reports and papers published since preparation of the first edition, obtaining additional examples relative to access management programs and practices of state DOTs and local governments, proposing a revised structure and contents for the new manual, and preparing and submitting a draft of a revised and updated Access Management Manual for TRB's consideration, approval, and publication. Studies done over the last 30 years show access management is one of the most compelling strategies to improve safety on our roadways. Access management is also a cost-effective way to extend the useful life of the existing system of roads and highways. As such, access management practices are essential to a sustainable and energy-efficient transportation system. With reduced funding of transportation and an increased emphasis on highway reconstruction to address growing transportation needs, advancing access management practices is a critical step. The Access Management Manual provides the most comprehensive resource to enable transportation agencies to achieve a sustainable, energy efficient, and safe transportation system, at every level of government. The Access Management Manual advances innovation through technical support, training, and education. Technical support is provided to transportation professionals at the state, regional, and local governments as well as to consultants in the development of access management plans, regulations, design standards, and access management practices and procedures. It helps guide access-related decisions during the development and redevelopment of property abutting the nation's major roadways. Education and training functions are addressed through use of the Manual as the text for NHI Course No. 133078. (The course is typically taught eight to ten times per year, with up to 30 participants per course offering.)
KW  - Access control (Transportation)
KW  - Development
KW  - Highway design
KW  - Interchanges
KW  - Long range planning
KW  - Methodology
KW  - National Cooperative Highway Research Program
KW  - Policy
KW  - Policy making
KW  - State departments of transportation
KW  - Traffic impact analysis
KW  - Transportation planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2971
UR  - https://trid.trb.org/view/1232139
ER  - 

TY  - ABST
AN  - 01463910
TI  - Mobile LiDAR Standards for Transportation Agencies
AB  - Mobile LiDAR (light detection and ranging) technology has many promising benefits to transportation agencies as a tool for project planning, development, and construction. Several states, including Washington, Oregon, and California, have independently explored using mobile LiDAR on limited applications in order to understand the technology. Currently there are no standards available for states to use in evaluating this technology. This has the potential of creating duplication of effort as well as inconsistent methods in testing, evaluation, and applying the data produced. This research would provide guidance to DOT's program managers, project engineers, and other professional staff on how the technology could be utilized in a range of business practices. The objective of this research is to create data collection and storage standards as well as hardware and software evaluation standards for states to use in testing, evaluating, and applying mobile LiDAR technology. Having national standards will ensure that the states have guidelines to follow for evaluating this technology for specific applications, resulting in more consistent data for use in national research efforts.
KW  - Construction
KW  - Development
KW  - Evaluation and assessment
KW  - Laser radar
KW  - National Cooperative Highway Research Program
KW  - Standards
KW  - State departments of transportation
KW  - Technological innovations
KW  - Transportation planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2972
UR  - https://trid.trb.org/view/1232138
ER  - 

TY  - ABST
AN  - 01463909
TI  - Noteworthy Practices in Crash Reporting and Safety Programs on Indian Tribal Reservations
AB  - Safety is a major concern for roadway practitioners across the United States. In many states, Native American population is disproportionately represented in fatalities and crash statistics. Statistics show that in South Dakota for 2005 only 52 crashes out of 737 crashes were reported to the state. The largest number of crashes reported included fatalities. Because less than 15% of identified crashes were reported to the state in 2005, the tribes in South Dakota did not receive adequate attention from state and federal programs that identify and target transportation safety issues. This lack of attention to tribal transportation safety problems will continue until tribal transportation crashes are adequately reported to the state(s). It is suspected that this issue is not confined to reservations and tribes located in South Dakota but is the norm for tribes in most states. It is therefore imperative to identify tribal crash reporting systems that do report a high percentage of the total crashes on their reservations to their respective state(s). The methods, equipment, and software used and the training provided to those responsible for writing, filing, and reporting the tribal crash reports to the state(s) need to be identified. There exist a number of noteworthy tribal crash reporting programs being used by various tribal governments across the nation. These programs need to be identified to be used as model programs for the rest of the tribes in the nation. None of these programs have been showcased at tribal meetings or through the media. A documentation compiling these programs as case studies with facts, stories, and lessons learned would serve as a valuable tool to assist tribal entities in addressing the tribal crash reporting issues on tribal lands. Native Americans particularly have the highest risk of motor-vehicle related death of all ethnic groups; for this group with ages between 4 and 44, motor-vehicle related injuries are the leading cause of death. During the time period between 1982 and 2002, according to a study conducted by the National Highway Traffic Safety Administration (NHTSA), 65 percent of Native American fatal crashes involved alcohol, as opposed to 47 percent nationwide during this same time period. In addition, it was found that from 1999 to 2004, 50 percent of Native American drivers in fatal crashes were over the legal blood alcohol content (BAC) limit. There exist a number of noteworthy DUI prevention programs being implemented by various tribal governments across the nation. These programs have targeted different tribal age groups, presented under a variety of formats, and implemented in conjunction with different events or independently. Many of these programs have been showcased at tribal meetings, through the media, and casual conversations. A documentation compiling these programs as case studies with facts, stories, and lessons learned would serve as a valuable tool to assist tribal entities in addressing the DUI issues, a major cause of fatalities on tribal lands. This document will also be useful to non-tribal local entities, where applicable, that also have been stricken by the DUI problem. The objective of this research is to develop a document that compiles various effective tribal crash reporting programs and DUI prevention programs that have been implemented successfully on Indian reservations. These programs should be diverse in terms of what they entailed, how they were implemented, who were involved, and where they were implemented geographically and culturally. The project should include the following tasks: (1) Review implemented programs, (2) develop selection criteria, (3) compile a list of programs that meet or exceed the criteria, and (4) coordinate with the programs' authors/champions to obtain permission to use programs as case studies and to obtain further information for report.
KW  - Crash injuries
KW  - Crash reports
KW  - Crashes
KW  - Fatalities
KW  - Indian reservations
KW  - National Cooperative Highway Research Program
KW  - Native Americans
KW  - South Dakota
KW  - Statistics
KW  - Tribal government
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2973
UR  - https://trid.trb.org/view/1232137
ER  - 

TY  - ABST
AN  - 01463908
TI  - Lead States Initiative for Implementing the Highway Safety Manual
AB  - After a substantial development effort, funded largely from NCHRP research, the American Association of State Highway Transportation Officials (AASHTO) expects to publish the Highway Safety Manual (HSM) in the spring of 2010. The HSM will provide new concepts for application by state highway agencies throughout the safety management process and particularly in the estimation of the safety benefits of proposed highway improvement projects. HSM Part B will provide new approaches to each step of the safety management process, including: network screening to identify potential safety improvement project locations, diagnosis of existing crash patterns, selecting of appropriate countermeasures, performing economic analyses, establishing project priorities, and evaluating the effectiveness of completed projects. HSM Part C will provide predictive methods that can be used to estimate the safety benefits of proposed highway improvement projects. Estimating the effect of proposed projects or of several project design alternatives on crash frequencies and severities can now become a routine part of the project development process and will allow safety to be considered on a quantitative basis in project development as other factors such as traffic operations, air quality, noise, and cost are considered. The predictive methods make extensive use of safety performance functions (SPFs) and accident modification factors (AMFs). HSM Part D provides quantitative values for AMFs that represent the expected crash reduction effectiveness for a broad range of countermeasures with the potential to improve safety. These AMFs are intended for use in the procedures of HSM Parts B and C and may also be useful to highway agencies in many other ways. The HSM has the potential to bring about major changes in the accuracy and completeness of safety analyses conducted by highway agencies. However, like any new analysis tool, the HSM will only be effective if it is implemented by highway agencies. Recent experience has shown that one of the best ways to encourage highway agencies to implement new approaches is to show examples of other agencies that are taking a lead role in implementation. A lead states initiative was used successfully as part of NCHRP Project 17-18 in implementation of the AASHTO Strategic Highway Safety Plan, and peer exchanges are becoming an increasingly common approach to disseminating new information that is ready for implementation by highway agencies. This research problem statement recommends the organization of a lead states initiative for implementing the HSM. This initiative will bring together representatives of 10 to 12 states that are taking the lead in implementing the HSM in two peer-exchange meetings. These states will benefit directly from the peer exchange and, to provide information and examples to other highway agencies, a user guide for the HSM will be developed based on the experiences of the lead states. The recommended lead states initiative will help to ensure that highway agencies reap the benefits available from NCHRP's investment in the HSM, most recently in NCHRP Project 17-36, "Production of the First Edition of the Highway Safety Manual." NCHRP Project 17-38, "Highway Safety Manual Implementation and Training Materials," has developed briefing materials and a training course to assist highway agencies in understanding the HSM. This new project will help ensure that highway agencies are implementing the HSM effectively and benefiting from the experiences of other highway agencies.
KW  - Accident modification factors
KW  - American Association of State Highway and Transportation Officials
KW  - Countermeasures
KW  - Crash records
KW  - Crash severity
KW  - Highway improvement projects
KW  - Highway safety
KW  - Highway Safety Manual
KW  - Improvements
KW  - Injury severity
KW  - National Cooperative Highway Research Program
KW  - Safety performance functions
KW  - Traffic crashes
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2974
UR  - https://trid.trb.org/view/1232136
ER  - 

TY  - ABST
AN  - 01463907
TI  - National Strategic Highway Safety Plan Support- Toward Zero Deaths: A National Strategy and Vision
AB  - The American Association of State Highway Transportation Officials (AASHTO), with the help of many highway safety stakeholders, developed and adopted a Strategic Highway Safety Plan (SHSP) in 1997, and updated this plan in 2005. Each state has its own strategic highway safety plan, as do many safety stakeholder organizations. However, there does not exist one plan that unites all of these common efforts. The U.S. Department of Transportation (specifically through the Federal Highway Administration) and AASHTO have initiated an effort to develop a National Strategic Highway Safety Plan. The national SHSP will be data-driven and will incorporate education, enforcement, engineering, and emergency medical services. Unlike this earlier AASHTO plan, this national SHSP will not be "owned" by any one organization. The national SHSP can be utilized as a guide and framework by safety stakeholder organizations to enhance current state and local safety planning and implementation efforts. AASHTO and the other national organizations representing state safety agencies have adopted a goal of reducing highway fatalities by half within 20 years. The Standing Committee on Highway Traffic Safety (SCOHTS) Subcommittee on Safety Management has reorganized to focus on this goal, and on development and implementation of a national SHSP. With the Safety Management Subcommittee and all of its task groups focused on AASHTO's national safety goal, the development of a comprehensive and complete national SHSP is crucial to achieving the national vision toward zero highway deaths. This will involve a wide range of safety stakeholders and significant effort on the part of the volunteers on the subcommittee. The existing funding for this effort will allow for development of an outline for the national SHSP and a work plan for the development, adoption, and implementation of the national SHSP, but will not provide for additional development and support of the national SHSP.
KW  - AASHTO Strategic Highway Safety Plan
KW  - Emergency medical services
KW  - Fatalities
KW  - Highway safety
KW  - Implementation
KW  - National Cooperative Highway Research Program
KW  - Stakeholders
KW  - Strategic planning
KW  - Traffic crashes
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2975
UR  - https://trid.trb.org/view/1232135
ER  - 

TY  - ABST
AN  - 01463906
TI  - Research to Improve the Structure, Process, and Outcomes of the Strategic Highway Safety Plans through Well Designed and Documented Peer Exchanges
AB  - SAFETEA-LU required all states to develop and implement a Strategic Highway Safety Plan (SHSP), and all states and the District of Columbia accomplished this by October of 2007. The American Association of State Highway Transportation Officials (AASHTO) reauthorization proposal suggests that all states should engage in a peer exchange during the reauthorization period to invite advice and guidance on improving and implementing their plans. However, a template or model for developing, implementing, and evaluating an SHSP does not currently exist. The Federal Highway Administration (FHWA) has developed the Implementation Process Model (IPM), but it is only now being pilot tested, and an evaluation design has yet to be developed. Because large investments are supporting SHSP implementation, it is timely to identify an explicit process to guide the peer exchanges to ensure they are consistent, science-based, and effective. Several peer exchanges have been held over the past few years. These events have been large scale, involving all states and focused broadly on SHSP development and implementation strategies. The SHSP peer exchange envisioned in this research would be requested by an individual state; invited peers would constitute a panel that provides consultation and assists the host state in moving forward with SHSP updates, implementation, and evaluation. In this case, the invited "peers" would be identified and recognized for their depth of experience and expertise to ensure the exchange is based on best practice, is fruitful, and is provided onsite to SHSP champions and stakeholders. Guidance documents would include the Federal Highway Administration's IPM, A Champion's Guide to Saving Lives, and other reports and guidelines. Research is necessary to develop templates for quickly and efficiently conducting peer exchanges that are in-depth, high quality, and user friendly. This project will identify likely peer exchange panel candidates, necessary state participants, documents needed for preparation, templates for questioning witnesses and reporting, and other supporting materials. The National Highway Traffic Safety Administration has deep experience in conducting these peer exchanges or assessments. However, the agency also experiences frustration because the reports often sit on the proverbial shelf and lack implementation plans. Thus, the SHSP peer exchanges must build in implementation planning, follow-up monitoring, evaluation of the process itself, and a feedback mechanism for improving the process and products. This research will develop and pilot test a model template for conducting an SHSP peer exchange. The template will include the type of expertise required of participants, criteria for selecting expert panel participants or invited peers, documentation that is necessary to prepare participants for the peer exchange, an outline to use to document the process, implementation recommendations, and follow-up requirements. Many states began implementing their SHSPs in 2007 or earlier and, in some cases, the motivation and effectiveness of their implementation efforts have begun to wane. Peer exchanges provide new and more effective ideas and methods for overcoming barriers. They are designed to identify continuing opportunities for improvement. Providing a methodology for conducting effective, productive peer exchanges is timely and needed. The primary users of the research results are the Federal Highway Administration, the National Highway Safety Administration, the Federal Motor Carrier Safety Administration, the state DOTs, SHSOs, MCSAPs, elected officials, the MPOs and regional planning organizations, and local transportation and land use planners and engineers. The SHSP peer exchange methodology once developed and pilot tested can be used by all state and local transportation safety coalitions to improve their SHSPs and other regional safety planning processes. Improving the effectiveness of SHSP investments and procedures could have a substantial impact on driving down motor vehicle related fatalities and serious injuries.
KW  - AASHTO Strategic Highway Safety Plan
KW  - Documentation
KW  - Guidelines
KW  - Highway design
KW  - Highway safety
KW  - National Cooperative Highway Research Program
KW  - Peer exchange
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - Stakeholders
KW  - State departments of transportation
KW  - Traffic safety
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2976
UR  - https://trid.trb.org/view/1232134
ER  - 

TY  - RPRT
AN  - 01353555
AU  - ICF International
AU  - Federal Highway Administration
TI  - Educating the Public on Climate Change Issues: DOT and MPO Best Practices
PY  - 2010/06/15
SP  - 17p
AB  - This document summarizes outreach activities and public education initiatives used around the country by State Departments of Transportation (DOTs) and Metropolitan Planning Organizations (MPOs) to educate the public on transportation-related climate change issues. Best practices were gathered from a review of online documents, outreach materials, and telephone interviews. The purpose of this document is to highlight outreach approaches that Federal Highway Administration (FHWA) Division staff can use to engage the public and other stakeholders such as elected officials on climate change issues.
KW  - Best practices
KW  - Climate change
KW  - Metropolitan planning organizations
KW  - Outreach
KW  - Public education
KW  - State departments of transportation
UR  - http://www.fhwa.dot.gov/environment/climate_change/adaptation/resources_and_publications/educating_the_public/educate.pdf
UR  - https://trid.trb.org/view/1118325
ER  - 

TY  - ABST
AN  - 01466166
TI  - Collecting Accurate Motorcycle Travel Data to Reduce Rising Fatalities on the Nation's Highways
AB  - Motorcycle fatalities and the related fatality rates have been significantly increasing over the last 10 years based on total registrations as a proxy for volumes and usage/exposure. This has become a serious safety issue for the National Highway Traffic Safety Administration (NHTSA) and the Federal Highway Administration (FHWA). According to available proxy data, between 1996 and 2005, motorcyclist fatalities increased more than 110 percent and currently account for more than 10 percent of all motor vehicle traffic crash fatalities. The best measure of exposure risk for motor vehicle crashes is fatality rate based on actual vehicle volumes and vehicle-miles traveled (VMT), therefore it is critical that timely, complete, and accurate volume and VMT data are collected and reported in order to determine accurate incident and fatality rates and to monitor trends. VMT data (and particularly motorcycle VMT) have been the focus of discussions at recent Highway Performance Monitoring System (HPMS) reassessment workshops documented in the HPMS Reassessment Safety Issue Paper indicating the importance of research on accurately determining VMTs at the national level. To date, there has not been significant research into the accurate detection of motorcycles. Most current detection systems primarily focus on the collection and classification of trucks and automobiles. These systems frequently misclassify motorcycles or miss them altogether, making the data unacceptable for mandated reporting purposes. Research is needed to identify and analyze detection methodologies that are currently and may potentially be used to obtain accurate motorcycle volume and VMT-related data, with special attention given to accuracy, installation, and operation of available equipment. It should also contain an analysis of the methodologies available to assist transportation professionals in calculating incident and fatality rates when less than comprehensive motorcycle volume and VMT data is available and should potentially focus on the adjustment factors available for use in related calculations. The document should also contain analyses of ongoing detection efforts; both those that have been or continue to be successful and those that have not. The results of the proposed research would be used by transportation agencies at all levels to assist them in determining the policies and decisions necessary to improve the safety of the transportation system for all, thereby saving lives and reducing incident-related delay and improving mobility. </font></p>
KW  - Fatalities
KW  - Highway Performance Monitoring System
KW  - Highway safety
KW  - Motorcycle crashes
KW  - Motorcycling
KW  - National Cooperative Highway Research Program
KW  - Traffic crashes
KW  - Traffic data
KW  - Vehicle miles of travel
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2956
UR  - https://trid.trb.org/view/1234401
ER  - 

TY  - ABST
AN  - 01463931
TI  - Effect of Geosynthetics on Structural Pavement Design
AB  - Properly installed geosynthetics have been proven to generate cost savings and improved performance of aggregate base courses used in highway pavement construction. Other advantages include the ability to extend pavement service life without increasing pavement thickness and without sacrificing performance. While many agencies are currently using geosynthetics, there is a significant lack of understanding of the fundamental properties of these materials; thus, designers are often forced to rely on conservative estimates when considering the contribution of geosynthetics in the performance of the pavement structure. A deeper understanding of the interactions between geosynthetics and aggregate base courses is needed, as well as a more fundamental method for incorporating the properties of geosynthetics into existing pavement design practices. To this end, the effects of geosynthetics should be quantified with respect to (1) the improvement of subgrade and/or base stiffness (i.e., resilient modulus) and (2) the improvement in tensile capacity of unbound materials. Several ongoing studies are currently in progress to establish the material properties of geosynthetic materials. A number of readily available test methods exist for the purpose of characterizing geosynthetics and their interactions with aggregate base materials. Geosynthetic-aggregate interface properties are most often measured using pullout methods or direct shear tests, which focus on the conditions at failure. However, such properties have not been adequately characterized for typical service conditions, resulting in relatively conservative empirical relationships. While a national guide of practice has not yet been established for geosynthetics, a number of AASHTO and ASTM methods exist and are generally used for this purpose, although the current AASHTO guidelines acknowledge that insufficient information is available at this time for a complete characterization. A 2007 FHWA publication includes guidance for the use of geosynthetics in roadways and pavements, and includes recommended minimum standards for the properties of ultimate multi-rib tensile strength and ultraviolet (UV) stability. While junction strength is also acknowledged as an important property, sufficient data was not available to recommend firm specifications. Additionally, minimum tensile modulus values were not included. The objective of this research is to develop a design methodology and guidelines on when, where, and how to use geosynthetic materials within a pavement structure. The guidelines will target design engineers and practitioners in the pavements and materials engineering community, with a focus on the most basic engineering properties of geosynthetics as they relate to structural pavement design. It is anticipated that the design principles contained in the guidelines could be readily incorporated into the Mechanistic-Empirical Pavement Design Guide (MEPDG). The initial task of this research effort will include a thorough review of available literature regarding geosynthetics, their laboratory-measured properties, and documented field performance. Because many "best practices" for the use of geosynthetics have been documented in previous research, the lessons learned from these efforts should be considered prior to developing the detailed laboratory work plan for characterizing geosynthetics. Additionally, a number of studies have demonstrated the field performance of geosynthetics; these findings should be incorporated into the scope of the work as appropriate, with additional field trials performed to validate the initial conclusions developed. A large portion of the work will revolve around the development of specific techniques for considering the effects of geosynthetics on the pavement performance prediction models contained in the MEPDG. The results of this research will provide a solid engineering basis for estimating the structural effects (benefits) of geosynthetics when properly placed within a pavement structure, effectively replacing the "rule of thumb" design procedures currently used. By more accurately characterizing the effects of geosynthetics, pavement structures may be constructed more efficiently while also providing a greater degree of design reliability. </font>
KW  - Base course (Pavements)
KW  - Geosynthetics
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - National Cooperative Highway Research Program
KW  - Pavement design
KW  - Pavement performance
KW  - Service life
KW  - Structural analysis
KW  - Thickness
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2949
UR  - https://trid.trb.org/view/1232159
ER  - 

TY  - ABST
AN  - 01463929
TI  - Support for the AASHTO IntellDrive Strategic Plan
AB  - The U.S. Department of Transportation's (DOT's) IntelliDrive program is focused on advancing connectivity among vehicles and roadway infrastructure in order to significantly improve the safety and mobility of the U.S. transportation system. The program is working toward a future vision where vehicles and infrastructure are connected to enable crashless vehicles, and where access to real-time data on the status of both vehicles and the roadway transforms transportation system management and operations to dramatically improve performance. IntelliDrive is being developed through coordinated research, testing, demonstration, and deployment. The federal research investment is targeted to areas that are unlikely to be accomplished through private investment because they are too risky or complex. Other stakeholders, including the states, the automotive industry and its suppliers, and consumer electronics companies, also are researching and testing IntelliDrive technologies and applications so that the transportation community can realize the full potential and vision of IntelliDrive. The IntelliDrive program is a major initiative of the Intelligent Transportation Systems (ITS) Joint Programs Office (JPO) at DOT's Research and Innovative Technology Administration (RITA). The ITS JPO's goal is to advance the program to a deployment readiness state by 2014. In order for state transportation departments to fully benefit from this effort, AASHTO has formed an IntelliDrive technical working group that developed a strategic plan and action plan for the development and deployment of IntelliDrive. A pooled fund project has been established to begin work on the plan. The objective of this project is to support the AASHTO IntelliDrive Technical Working Group in developing and deploying the IntelliDrive system and augment the funds in the IntelliDrive pooled fund project. </font></p>
KW  - Connectivity
KW  - Highway operations
KW  - Highway traffic control
KW  - IntelliDrive (Program)
KW  - Intelligent transportation systems
KW  - Mobility
KW  - National Cooperative Highway Research Program
KW  - Real time information
KW  - State departments of transportation
KW  - Strategic planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2951
UR  - https://trid.trb.org/view/1232157
ER  - 

TY  - ABST
AN  - 01463928
TI  - Auxiliary Turn Lane Design Guidance and Policy Upgrades
AB  - There are approximately 6 million traffic crashes annually (2006). Fifty-three percent of these occur at intersections (3.1 million crashes). Auxiliary turn lanes have been clearly identified as a significant countermeasure to address these crashes. The draft Highway Safety Manual (HSM) suggests that 64.6 percent of rural intersection crashes are susceptible to remedy by auxiliary lane. i.e. those crashes that involve another vehicle in a maneuver other than a rear-end crash. Additionally, the HSM suggests that 66 percent of urban multilane stop control and 55 percent of fatal and injury intersection crashes are susceptible to remedy by auxiliary lane. Auxiliary turn lanes at intersections generally have a traditional or offset design. The design components of a traditional turn lane consist of the length needed to store an appropriate number of waiting vehicles, a vehicle deceleration area, and the taper needed to develop the full lane width. Offset turn lanes have similar components but they are developed in a manner different from traditional designs. The guidance and practice used throughout United States for traditional and offset turn lane designs and application also vary by intersection location (e.g., rural or urban), traffic control (e.g., stop-control or signal-control), and/or turn lane type (e.g., right- or left-turn). The AASHTO<em> Policy on Geometric</em> <em>Design of Highways and Streets</em> (<em>Green Book)</em> contains criteria for geometric design of auxiliary turn lanes. While acceptable for current practice, the basis for the design and policy elements of these features is recognized as needing more support. There is, therefore, a general need to confirm, update, and/or expand upon the operational and safety assumptions and basis for the design of traditional turn lanes that are in the AASHTO <em>Green Book</em>. The soon-to-be-published HSM includes the overall safety basis for left and right turning lanes at intersections but does not identify crucial aspects of positive offset, angled vs. parallel auxiliary lane design, etc. In addition, it may also be appropriate to propose or update guidance for when and where left- or right-turn lanes are justified from both an operational as well as a safety basis. Finally, similar guidance or policies and detail are needed for offset right- and left-turn lane design. There is a high level of variability in the application of offset turn lanes in the United States. An investigation and proposal of acceleration and deceleration speed change lane design guidance may also be appropriate. It is expected that the results of this research will be used directly in an update to the AASHTO <em>Green Book</em> and therefore be made directly available to practitioners across the country. The objective of the research is to confirm, strengthen, and/or update the current design guidance for turn lanes at both unsignalized and signalized intersections in urban and rural areas.
KW  - Auxiliary lanes
KW  - Geometric design
KW  - Guidelines
KW  - Highway design
KW  - Highway safety
KW  - Highway Safety Manual
KW  - Intersections
KW  - Multilane highways
KW  - National Cooperative Highway Research Program
KW  - Traffic control
KW  - Traffic crashes
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2952
UR  - https://trid.trb.org/view/1232156
ER  - 

TY  - ABST
AN  - 01463927
TI  - Update of the Traffic Signal Timing Manual
AB  - Based on the acknowledged need for consistent national guidance on developing and maintaining effective signal timing, the 2008 <em>Traffic</em> <em>Signal Timing Manual</em> (<em>STM</em>) provided a basic synthesis of signal timing practices in the U.S. The manual covers fundamental signal timing as related to intersection design, vehicle detection, and coordination of signalized intersections. The <em>STM</em> is an important first step, but there are many advanced concepts that need to be addressed in greater detail that are not well documented. These require some research and evaluation to provide substantive direction that will take practice to the next level. The current manual acknowledges some of these in its last chapter, 'Advanced Signal Timing Concepts", discussing traffic signal priority, traffic responsive control, and weather considerations, among others. Improvements due to signal timing are not always quantified because the applications are not always fully documented by before-and-after studies. This is true for topics such as traffic signal priority, emergency vehicle preemption, and special controller functions such as conditional service and simultaneous gap out logic. Despite better detection equipment, microscopic traffic simulation, and signal control logic, associated benefits have not been adequately captured in the literature. The proposed research would incorporate advanced applications and their quantified performance into the <em>STM</em>, moving the industry from current application to state-of-the-art practice. The objective of the research is to develop a guide for advanced signal timing concepts that will expand the scope and depth of the <em>STM</em>. Research and evaluation will be conducted to address the following topics relating to operating traffic signals: detector design, pedestrian treatment, improved coordinated operation, oversaturated conditions, overlaps, and diamond interchanges, plus advanced applications including traffic signal priority, weather impacts, adaptive signal control, and performance monitoring and management. Material developed will be applicable to automobile, truck, bus, bicycle, and pedestrian operations in a signalized arterial environment. The revised guide should consider the pedestrian walking speed requirements of the new Manual on Uniform Traffic Control Devices and present new strategies for accommodating pedestrians at traffic signals. The revised guide should be suitable for publication as an AASHTO guide. Several key issues that need to be considered by the research are: (1) Assessment of non-motorized user needs (pedestrians and bicyclists); (2) Detection designs that maximize versatility in operation, monitoring, and maintenance of the signalized intersections; (3) Effective use of overlaps to facilitate the movement of compatible approaches and movements; (4) Timing diamond interchanges and alternative intersection designs to improve efficiency and safety; (5) Monitoring the performance of signalized intersections; (6) Discussion of new pedestrian/vehicle detection and tracking technologies and their impact on signal timing plans; (7) Use of the controller as a data collection device; (8) Emission-focused policy for signal operations; (9) Surrogates of safety in designing timing plans; (10) Discussion of advanced timing topics: transit focused timing plans, traffic responsive control, adaptive control, and dealing with weather impacts; (11) Railway-highway traffic signal interconnection and design of preemption (physical layout, time/phase plans to assure clear crossing at train arrival); (12) Signal preemption for emergency vehicles (time/phase plans avoiding yellow traps in preemption transition).
KW  - Arterial highways
KW  - Highway traffic control
KW  - Intersections
KW  - Manual on Uniform Traffic Control Devices. Millennium Edition
KW  - National Cooperative Highway Research Program
KW  - Signalized intersections
KW  - Traffic control devices
KW  - Traffic signal preemption
KW  - Traffic signal timing
KW  - Traffic signals
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2953
UR  - https://trid.trb.org/view/1232155
ER  - 

TY  - ABST
AN  - 01463926
TI  - Guidelines for Guide Sign Visibility
AB  - A frequent dilemma facing highway agencies is deciding how to most effectively provide visible overhead guide signs. There are no guidelines that agencies can reference to help decide how to provide sufficient visibility of overhead guide signs. For instance, it seems that there is a general belief that it is adequate to turn off guide sign lighting in rural areas with flat terrain if highly retroreflective sheeting materials are used. However, there is little consensus in other areas such as suburban and urban areas where the visual background and roadway geometries are more complex. The only official national guidance in the Manual on Uniform Traffic Control Devices (MUTCD), which states <span>"All overhead sign installations should be illuminated unless an engineering study shows that retroreflection will perform effectively without illumination. There are many factors that must be considered such as: (1) capital and maintenance costs of fixed sign lighting; (2) lighting technologies, lighting levels, lighting characteristics (e.g., SPDs); (3) retroreflective sign sheeting materials and colors; (4) visual complexity of the surrounding roadside environment; (5) presence and amount of roadway lighting; (6) traffic volumes; (7) sign position with respect to the approaching traffic; (8) roadway geometry; (9) minimizing unused uplighting; and (10) sign detection and sign legibility. Other influences that need to be considered include vehicle headlamp aim as newer headlamps provide less illumination to overhead guide signs, an increasingly older driver population, mixed vehicle types, sign spacing less than desirable (800') due to closely spaced interchanges, weather such as snow, dew, and fog, etc. Currently, agencies rely on unsubstantiated information or conduct non-scientific nighttime demonstrations with agency personnel. Because of the lack of guidelines, many agencies repeat these efforts in order to make decisions. There is typically little documentation provided and little control over the efforts. Research is needed to develop a set of guidelines that can be used by agencies trying to determine the most effective way to provide visible overhead guide signs (and overhead street name signs). The guidelines should be a comprehensive stand-alone document that agencies can use to assess the visibility of guide signs (and overhead street name signs) with currently available options and future technologies. The guidelines should be independent of material properties and related to luminance or some other measure of visual performance. To the extent possible, the guidelines should be supported with relevant crash data and life cycle costs. To accomplish this objective, the following tasks are recommended: (1) conduct a literature review to document any state or other national guidelines and research regarding guidelines, legislation, policies, and practices regarding efforts to establish guidelines for visible overhead guide signs (including overhead street name signs); (2) assess the available measures of visual performance; (3) draft a summary report of the results of the literature reviews, providing an objective overview of the status of overhead guide sign visibility concerns and considerations, to include a recommended research plan for the second phase of the research that outlines the preliminary guidelines and identified research needs to complete the guidelines; (4) conduct the approved research plan to support the completion of the guidelines, including field testing with full scale signs with and without lighting, sign visibility, sheeting type and the interaction of sheeting type and lighting; (5) develop a metric for assessment of the sign performance; (6) develop recommended guidelines for visible overhead guide signs; and (7) develop a final report with revised guidelines and suggested updates to AASHTO's lighting policies.
KW  - Guide signs
KW  - Guidelines
KW  - Lighting
KW  - National Cooperative Highway Research Program
KW  - Overhead traffic signs
KW  - Policy making
KW  - Retroreflectivity
KW  - Visibility
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2954
UR  - https://trid.trb.org/view/1232154
ER  - 

TY  - ABST
AN  - 01463925
TI  - Methods to Improve Physical Conditions for Pedestrians and Bicyclists Along Existing Roads
AB  - Conditions for pedestrians along existing roads have wide-ranging impacts on whether public transportation services are used, whether students walk to school, whether people walk to local services; and, perhaps most importantly, whether people walk for general health. In addition, walking is frequently not a choice, i.e. a person does not have any option that does not include being a pedestrian along (or on) a roadway. With the almost exclusive reliance on the automobile for decades, pedestrian accommodations were not given a high priority. During this time period, sidewalks were not included on many arterial, collector, or even local roads. These and other factors resulted in lack of pedestrian accommodations on a large portion of the road network in the United States. In addition, sidewalk segments along roadways are often not connected; i.e., the sidewalk network is fragmented. The absence of sidewalks along existing roads is the most obvious missing accommodation. Further examples are missing accommodations for safe crossings, for those waiting for transit services, for students walking to school, etc. When needs are addressed with limited resources, the basic steps to fulfilling these needs include identifying the problem, quantifying the problem, identifying cost-effective solutions, prioritizing needs, securing funding, and ensuring implementation. These steps are well established for highway improvements on the federal, state, and local levels, where well-developed methodologies, processes, and dedicated funding sources exist to address problems with the highway network to serve vehicular traffic. Such processes and funding are rarely in place for improving conditions for pedestrians. In addition, walking and biking needs are often considered together and frequently the same group or professional deals with both modes within an organization. Therefore, there is a need to establish formal processes for planning and programming pedestrian improvements along existing roadways. The objective of this research is to identify and analyze institutional barriers to improving physical conditions for pedestrians along roadways. In the first phase of the research, the most critical institutional arrangements relating to improving pedestrian accommodations will be identified and described. Key topics include: (1) ownership of pedestrian issues at the federal, state, and local levels, (2) methods to identify problems with pedestrian accommodations, (3) methods to prioritize needs, and (4) frameworks for funding and implementation. The second phase of the research will evaluate how effective current practices are in addressing conditions for pedestrians. In this phase, the magnitude of the problems will be quantified. In addition, best practices will be identified and documented. Finally, recommendations for improving institutional environments to support improved accommodations for pedestrians will be developed.<p> </p>
KW  - Bicycle travel
KW  - Improvements
KW  - National Cooperative Highway Research Program
KW  - Pedestrian movement
KW  - Pedestrian safety
KW  - Pedestrian traffic
KW  - Sidewalks
KW  - Walking
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2955
UR  - https://trid.trb.org/view/1232153
ER  - 

TY  - ABST
AN  - 01463924
TI  - Real-Time Information: Quantifying Traveler Benefits and Effects on Transportation Demand
AB  - One approach to mitigating traffic and the resulting strains on the transportation system is to shift focus from supply to demand. When provided with good information and sufficient motivation, users of a transportation system can make decisions that will result in reduced demand on the system, decreased gridlock, increased transit ridership, and reduced need for additional lanes. A range of information systems provide travelers with the real-time data to influence travel demand. Information on traffic and weather conditions is accessible pre-trip via phone, Internet and other sources. Data provided to travelers while en route via 511, roadside message signs, and onboard information systems can have an even more immediate impact on travel behavior. Consensus among transportation agencies is that these and other real-time traveler information systems can be an effective tool to reduce transportation demand and provide direct benefits to transportation users. Still lacking, though, are the quantified benefits of such systems. Several research questions remain to be addressed. The proposed research will evaluate the value of traveler information services and address if the value can be quantified. The research will also evaluate the benefit of collecting, processing, and sharing real-time data given limited transportation agency budgets. The results of this research are expected to be immediately implementable, providing transportation agencies with the critical information needed to perform benefit-to-cost analysis, to analyze expected impacts on demand, and ultimately to justify investment in new or continued deployment of real-time traveler data systems. Transportation agencies will have assurance that they are targeting their limited funds toward technologies that are most likely to improve the nation's highway system and deliver maximum benefit to travelers. </font></p>
KW  - Highway safety
KW  - National Cooperative Highway Research Program
KW  - Real time information
KW  - Traffic congestion
KW  - Traffic lanes
KW  - Travel demand
KW  - Traveler information and communication systems
KW  - Variable message signs
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2957
UR  - https://trid.trb.org/view/1232152
ER  - 

TY  - ABST
AN  - 01463923
TI  - Analytical Travel Forecasting Approaches for Project Level Planning and Design
AB  - As transportation professionals seek to address future transportation needs, they are often faced with complex issues that necessitate a rich understanding of those factors likely to impact travel choices--often with limited insights available from observed data. Analytical tools must then be developed and applied at a suitable level of spatial and temporal detail to help inform investment decisions. Areas that lack demand-based models are faced with a different set of challenges, where observed counts are often used as the primary basis for generating facility-specific forecasts in the future. The emergence of post-processing techniques during the 1970s and 1980s adequately supported planning and project development needs for mobility-enhancing projects, where the most pressing analytical questions centered on facility usage levels. But with the saturation levels of congestion on existing roadway systems, the focus especially in urban areas seem to be more on managing travel demand and operational efficiency. The temporal aspect of the extent of congestion is difficult to capture with existing techniques. For heavily congested urban study areas and corridors, it is important to capture the effects of peak spreading at a project level. There also seems to be a need to develop post-processing tools to evaluate residual demand and peak spreading. Study of unconstrained demand and effect of capacity constraints on travel demand is another added layer of information that needs to be analyzed to develop purpose and need justifications for transportation projects as well as land use density changes. More recently, increasingly restrictive funding environments for transportation projects coupled with an emerging interest in the contribution of transportation to climate change have resulted in a heightened consideration of transportation alternatives that better manage travel demand and contribute to operational efficiency. Corresponding improvements in transportation methods are needed that are capable of providing plausible, defensible forecasts to support planning and project development for transportation projects while providing a sound analytical basis for describing transportation impacts that may not be adequately addressed with current post-processing methods. The specific objectives of the project are: (a) conduct a national review of project traffic forecasting guidelines established at the federal, state, and local level and identify the strengths, limitations, and examples of their application, and update current methodology guidelines, such as NCHRP 255, based on findings; (b) expand the project traffic forecasting methodology guidelines to incorporate appropriate new data sources and system level methods such as geographic information system (GIS), Origin-Destination (OD) matrix estimation, dynamic traffic assignment, and network simulation, etc. for the purposes of addressing common project development purposes, needs, and impacts with particular attention to land development and congestion; and (c) develop guidelines to factor peak-spreading, diurnal distribution of travel, and capacity constraints for project level planning.<p> </p>
KW  - Dynamic traffic assignment
KW  - Geographic information systems
KW  - Mode choice
KW  - National Cooperative Highway Research Program
KW  - Origin and destination
KW  - Planning and design
KW  - Project management
KW  - Traffic forecasting
KW  - Transportation planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2958
UR  - https://trid.trb.org/view/1232151
ER  - 

TY  - ABST
AN  - 01463922
TI  - The Comprehensive Economic Effects of Highway-Rail At-Grade Crossing Crashes
AB  - Most analysis of the need to invest federal-aid safety funds into safety improvements at highway-rail at-grade crossings has focused on preventing fatalities, injuries, and property damage at specific priority locations. Little information has been developed about the quantifiable overall financial and social impacts of a crash involving a train and one or more motor vehicles at an at-grade crossing. Lacking such information, highway and rail system decision-makers cannot effectively consider the economic benefits of public investments to improve or eliminate at-grade crossings. While the number of at-grade crossings crashes and fatalities is a small fraction of the number of crashes and fatalities on the roadway system overall, the literature shows that a fatality is at least 20 (often more than 40) times more likely than in other crashes, and costs directly associated with the motor vehicle occupants are substantial. Other costs also accrue, such as damage to rail equipment and infrastructure and injuries to rail employees and passengers; damage to goods, especially intermodal and containerized shipments; investigative costs borne by public agencies and railroad operators; delays to transport on both affected railroads and roadways resulting from temporary, accident-caused closures, including damaged right-of-way; and clean-up of hazardous materials spills. The magnitudes of these additional costs are not well known. The 20<sup>th</sup> century highway system was laid mostly at grade on top of a 19<sup>th</sup> century rail system which has been adapted to the 21<sup>st</sup> century, leaving thousands of modal intersections that would be unjustifiable and inconceivable were the systems built in the 21<sup>st</sup> century. Recent reductions in rail track mileage, increases in rail traffic volumes, and changes in the operating strategies of freight railroads have resulted in more and longer trains concentrated on fewer route miles, slowed rail freight movement, obstacles to highway movement, increased safety risks, and bifurcation of communities, all exacerbating urban traffic circulation problems and leading to increased motorist non-compliance with warning devices and harmful outcomes. Because the entire transport system is now highly interdependent, maintaining its fluidity is a local, regional, state, and national goal. In addition to direct costs, there can be substantial indirect costs resulting from necessitated, unplanned changes in transport systems and rerouting of goods. Shipments can be transferred via trucks to highways or passengers to private automobiles and buses as an alternative when the transport system has been compromised. The National Highway Safety Administration and Federal Railroad Administration regularly provide reports which contain estimated (perhaps underestimated) costs resulting from crashes. Additional economic literature examines the potential savings from intermodal rail shipments and just-in-time deliveries. However, the lack of comprehensive understanding of the costs arising from vehicle-train collision impedes estimation of cost-effectiveness of grade-crossing changes such as elimination of a crossing, installation of active warning systems, and grade separation. Research is needed to provide a broader examination of costs associated with continued grade-crossing crashes and develop a cost model that takes into account direct costs from multiple perspectives that accrue as the result of a vehicle-train collision. The objective of this research will be to conduct such an examination and develop a usable model for evaluating the benefits of crossing changes intended to reduce crash costs. These costs must include those stemming directly from delays to rail and highway shipments along with societal costs resulting from these delays. Additionally, attention needs to be given to the role of hazardous materials incidents along with increased pollution resulting from delays and rerouting. The cost model will be helpful in making decisions regarding upgrading or eliminating at-grade crossings. The research to accomplish this objective might include the following tasks: (1) review of pertinent literature on costs of crashes and economic effects of interruptions in shipments of goods; (2) identification of the components of a crash that produce costs including (a) direct costs of damages and injuries to vehicles, trains, and goods carried, (b) costs of investigations to rail carriers and the public sector, (c) indirect costs resulting from injuries, and (d) time and costs resulting from delays; (3) development of a model that recognizes these costs and provides a simplified method of incorporating them into cost-benefit analyses of highway-rail grade crossing upgrades; (4) determination of how the model can be used specifically to enhance the Federal Highway Administration crossing-improvement resource allocations; (5) application of the model to a set of specific but typical incidents to show how the model can be used by decision makers; and (6) preparation of a summary report documenting the research findings.<p> </p>
KW  - At grade intersections
KW  - Crash injuries
KW  - Economics
KW  - Fatalities
KW  - Freight traffic
KW  - Indirect costs
KW  - National Cooperative Highway Research Program
KW  - Railroad grade crossings
KW  - Railroad transportation
KW  - Traffic crashes
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2959
UR  - https://trid.trb.org/view/1232150
ER  - 

TY  - ABST
AN  - 01463921
TI  - Long Distance and Rural Travel Transferable Parameters for Statewide Travel Forecasting Models
AB  - In the last 15 to 20 years, many state departments of transportation have undertaken the development of statewide transportation planning demand models. To date, over 30 states have developed or are developing such models. These models are often used to help formulate policies, to prioritize projects, and to identify the potential revenue streams from toll road, intercity rail, and other major transportation investments. Some of these models can provide input to urban models due to their ability to capture market segments not well represented in urban area forecasting tools. Because these models play such a significant role in the planning process, careful and thoughtful evaluation of how well statewide models reproduce existing travel markets as well as their sensitivity to major market segments and behavioral responses is an increasingly important consideration for state and federal DOTs. Most of these statewide models are built upon practices originally developed for urbanized area forecasting. In the context of statewide forecasting, rural trip making and long-distance intercity travel constitute important market segments; much more so than in urban models. Information describing these markets, and how they vary from state to state, are sparse, and many states do not have the resources to initiate original data collection to develop a set of model parameters. Yet these same states have a pressing need to have confidence in reasonable data for rural and long-distance travel. Furthermore, for the states where local data collection has occurred, they have little basis to assess how reasonable their findings are compared with findings from other states. A research project is necessary to develop and document transferable parameters for long-distance and rural trip making for statewide models. It is envisioned that this document would act as a supplement to the NCHRP "quick response" guidance on model parameters and highlight reasonable sets of parameter ranges for rural and long-distance trip making. It will be widely used by state departments of transportation and consultants developing statewide travel forecasting models. This research project shall complete the following tasks. (1) Identify several roadside origin-destination surveys conducted by state DOTs, obtain survey data and/or study reports, and analyze long-distance trip patterns. (2) Explore 2008 NHTS data once available to see how differences in rural and long-distance trip making occur in various states and identify any explanatory variables that could be used to adjust average values and reflect conditions in a particular state. (3) Obtain access to all ATS data sets and identify trip purposes, average trip lengths, vehicle occupancies, and other statistics typified by long-distance travelers. (4) Explore existing statewide model data sources and likely ranges of rural/intercity travel market parameter values. (5) Identify and summarize non-traditional data sources for rural/intercity travel markets. (6) Document findings.
KW  - Long distance travel
KW  - National Cooperative Highway Research Program
KW  - Origin and destination
KW  - Rural areas
KW  - State departments of transportation
KW  - Traffic forecasting
KW  - Travel demand
KW  - Travel surveys
KW  - Trip purpose
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2960
UR  - https://trid.trb.org/view/1232149
ER  - 

TY  - ABST
AN  - 01463920
TI  - Capacity Modeling Guidebook for Shared-Use Passenger and Freight Rail Operations
AB  - In February 2009, at the urging of President Barack Obama, Congress passed the American Recovery and Reinvestment Act (ARRA), which provides $8 billion in all-federal funding to states, groups of states, compacts, and public agencies for intercity and high-speed rail development. High-speed rail development has become a signature element of Obama's transportation vision. In April, President Obama released the U.S. Department of Transportation's (USDOT) high-speed rail strategic plan, "Vision for High-Speed Rail in America", which outlines the administration's strategy for ARRA passenger rail funding. This document defines four categories of high speed rail service, and shared-use, passenger, and freight corridor operations predominate in three of the four categories. The ARRA high-speed rail funding flows through the program structure established in the Passenger Rail Investment and Improvement Act (PRIIA) enacted in October 2008. The PRIIA legislation reauthorizes Amtrak and puts states in a key implementation role for the first time by providing significant grant funding with an authorized level of $3.4 billion in state grant funds over 5 years. States have responded to the new ARRA high-speed rail program by submitting over $57 billion in applications for the $8 billion in funding currently available. The great majority of these funding proposals involve the introduction and expansion of passenger rail service on shared-use corridors. The PRIIA legislation and ARRA high-speed rail funding guidelines call for states and underlying freight railroads on shared-use corridors to reach "arms length" agreements regarding access, the proper level of infrastructure improvements, and other issues before federal project funding is provided. The aim is to attempt to ensure that adequate infrastructure for passenger trains is in place at or near the time when passenger service begins in order to maximize track capacity to accommodate the passenger trains and to provide consistent on-time performance. Capacity models are often used by freight railroads and passenger operators to identify capacity issues in a given shared-use corridor and to determine the level of track, signal, and structure improvements that are required to add additional passenger service in a manner that does not degrade freight operations. These models have the potential to simplify time-consuming negotiations between states operating intercity passenger rail systems, commuter agencies, and freight railroads. Capacity models are designed to mimic passenger and freight and passenger movements in a given corridor. They are complex in their application, require large amounts of data, require great cooperation on behalf of the host freight railroad, and demand a great deal of experience and understanding to properly interpret outputs derived from them. While there has been experience on the freight rail industry side, states in most cases have not had the time to develop the expertise to fully understand the proper application of these models, even with the assistance of consultants. The methodolgy and ground rules for using these models can vary greatly depending on the consultant, the railroad, and the specifics of the corridor and proposed project. At this point in time, there is not a good understanding of the methodology for calibrating and applying these models to equitably address capacity and related infrastructure issues in a manner that protects the public interest while at the same time providing private freight railroads a reasonable incentive for entering into an agreement with a state or commuter agency as required by law. The objective of this research is to develop a detailed guidebook on capacity modeling techniques for state transportation agency staff and other public entities. This research will require a multi-disciplinary team with extensive and hands-on experience in capacity modeling applications for shared-use passenger and freight corridors. The team should have backgrounds in freight and passenger operations, engineering, and finance, as well as capacity modeling techniques. The study will need to have the active involvement of the major stakeholders, including the states, freight railroads, Amtrak, and commuter operators. To support and illustrate capacity modeling applications in the guidebook, case studies will be desirable to demonstrate their application. The case studies should be designed to cover the spectrum of geographic areas, freight densities, passenger service operating speeds, infrastructure improvement programs, and ownership-configurations. This work is continuing effort and outgrowth of work begun under <em>NCHRP Report 657: Guidebook for Implementing Passenger Rail Service on Shared Passenger and Freight Corridors</em>. This report addresses the need for capacity modeling but it does not go into detail on capacity modeling methodologies. In developing the capacity modeling guidebook, there are a number of issues that should be addressed: (1) How should the capacity modeling effort be structured to provide the most information to states on the proper level of infrastructure to be provided on shared-use corridors?(2) What is the public policy and economic rationale and basis for application of capacity models in shared-use corridors? (3) How can the model be best used to determine what amount of infrastructure will be required for a proposed passenger service? This includes: track and tie improvements, new shared-use or dedicated track in freight-owned rights-of-way, passing sidings, crossovers, signals, highway grade crossing improvements and warning devices, culverts, bridges, and drainage improvements. (4) What types of infrastructure improvements generate the greatest capacity improvement per dollar spent? (5) Should these improvements be designed for current capacity needs, future capacity needs, or both? How should costs be allocated if future capacity benefits both freight and passenger rail operations? (6) How can the federal statutory requirements for Amtrak-operated services regarding new services, adding frequencies, and increasing speeds be incorporated and properly modeled? (7) What level of freight growth should be incorporated? How can this best be done? (8) If an incremental improvement for passenger rail service, such as a new parallel track, provides significant capacity benefits for freight rail, should freight rail cost sharing be expected or otherwise accounted for? (9) How can the modeling process be used to best allocate infrastructure costs between the passenger and freight operations? (10) How will operational benefits to the freight railroad be accounted for? How should freight railroad operating rules that affect capacity, especially if there is no easily discernible benefit to passenger rail from those rules, affect cost allocation? (11) What benefits should flow to freight railroads as an incentive to participate in public-private partnerships to provide passenger or commuter rail service? (12) What are the data requirements for such models and how can data best be obtained from the freight railroad or other sources? (13) How should the freight railroad be involved in the modeling process? Is it possible to arrive at a "best practice" in terms of designing a process for modeling? (14) What should be the expectation regarding the cost of such a modeling exercise? How can the modeling effort be structured to minimize these costs? (15) How should the base case be structured? What is the proper test(s) to determine whether the base case has been fully calibrated? (16) What are the limitations of capacity models? Are there capacity models in use now that have been found not to work and that should no longer be used? (17) How can considerations not included in a formal model-based analysis be properly addressed? Is it conceivable to someday arrive at a consistent analysis that would be uniform for all freight railroads hosting
KW  - American Recovery and Reinvestment Act of 2009
KW  - Capacity models
KW  - Freight traffic
KW  - Freight transportation
KW  - Guidelines
KW  - High speed rail
KW  - National Cooperative Highway Research Program
KW  - Passenger transportation
KW  - Railroad tracks
KW  - Railroad transportation
KW  - Shared tracks
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2961
UR  - https://trid.trb.org/view/1232148
ER  - 

TY  - ABST
AN  - 01461309
TI  - Strategies for Livable Communities
AB  - The objective of this task order is to hold workshops and develop tools for use by practioners and the general public such as brochures, training materials, a research paper and any other materials to support and develop strategies to incorporate and promote the Department of Transportation (DOT) Livable Communities Initiative and the Housing &amp; Urban Development (HUD)/DOT/Environmental Protection Agency (EPA) Interagency Partnership for Sustainable Communities.
KW  - Livable communities
KW  - Metropolitan planning organizations
KW  - Planning and design
KW  - Strategic planning
KW  - Sustainable development
KW  - Training programs
KW  - Workshops
UR  - https://trid.trb.org/view/1229528
ER  - 

TY  - ABST
AN  - 01463975
TI  - Scan to Identify Scientific or Technological Advances Having Implications for State DOTs 30 to 50 Years in the Future
AB  - In 2008, the National Cooperative Highway Research Program (NCHRP) initiated Project 20-83, "Long-Term Strategic Issues Facing the Transportation Industry," and subsequently selected seven projects that are examining the affects of relevant domestic and global megatrends on state departments of transportation (DOTs) in the future. Collectively, this research will look forward 3 to 5 decades and develop plausible scenarios that describe the factors that may drive or influence state transportation agencies' delivery of transportation services. The research will identify opportunities for agencies to be proactive in how they monitor and respond to pending social, economic, environmental, and technological factors affecting these scenarios. Research conducted in this series of projects considers the following two goals: (1) anticipating the future issues that may be approaching so that transportation agencies are better prepared to respond to new and emerging challenges and (2) exploring visions of what the future should look like, so that transportation agencies can help shape the future through their decisionmaking. The seven active projects include: (01) Potential Changes in Goods Movement and Freight in Changing Economic Systems and Demand; (02) Framework for Advance Adoption of New Technologies to Improve System Performance; (03) Approaches to Enhance Preservation, Maintenance, and Renewal of Highway Infrastructure; (04) Effects of Changing Transportation Energy Supplies and Alternative Fuel Sources on Transportation; (05) Potential Impacts of Climate Change on Transportation Infrastructure and Operations, and Adaptation Approaches; (06) Effects of Socio-Demographics on Travel Demand; and (07) Sustainable Transportation Systems and Sustainability as an Organizing Principle for Transportation Agencies. These projects represent a significant effort to understand a number of issues and opportunities that DOTs may face, but they may not capture all important possibilities. NCHRP is considering whether to initiate additional projects in this series and is interested in conducting outreach in scientific and technological arenas that are not being addressed directly by the ongoing research. The objective of this research is to conduct a scan to identify scientific or technological advances occurring in non-transportation fields that may have implications for state DOTs 30 to 50 years in the future. The scan should also identify the factor(s) that might influence the pace and degree of relevant scientific and technological innovation and change, and the nature and strength of their impact on state DOTs. The research agency will present the results of this scan at a 1½-day interactive seminar on December 8-9, 2010, for American Association of State Highway and Transportation Officials' Standing Committee on Research members, NCHRP Project 20-83 principal investigators, and invited others. The seminar will provide a forum to discuss whether there is a need to create new NCHRP 20-83 projects, and it will facilitate coordination between the active NCHRP 20-83 projects. Working with the project advisory panel and NCHRP staff, the research agency will also assist in designing the seminar and will facilitate the seminar.
KW  - Economic and social factors
KW  - Environmental impacts
KW  - Freight traffic
KW  - Freight transportation
KW  - Maintenance
KW  - Strategic planning
KW  - Technological innovations
KW  - Transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2934
UR  - https://trid.trb.org/view/1232203
ER  - 

TY  - RPRT
AN  - 01173906
AU  - Bennion, Michael Dean
AU  - University of Washington, Seattle
AU  - Federal Highway Administration
TI  - A Comparison of Operational Performance: Washington State Ferries to Ferry Operators Worldwide
PY  - 2010/06/10
SP  - 72p
AB  - This project compares eight measures of performance related to transit service quality (e.g. trip reliability, on-time departures) and cost-efficiency (e.g. farebox recovery, subsidy per passenger) between Washington State Ferries (WSF) and 23 ferry operators worldwide. The project will discuss how setting targets and/or benchmarks for performance can progress government accountability for public services provided. The purpose was to use operational characteristics such as asset and traffic data to demonstrate where WSF ranks amongst peers in the ferry industry and to provide a reproducible basis for future comparisons. Contact information and data was inputted into spreadsheets using e-mail questionnaires, phone interviews and extensive data mining. A profile will detail WSF and include a background of ferry transportation on the Puget Sound and the policy environment surrounding its current operations. Several peers in the industry, including British Columbia Ferries and the Alaska Marine Highway System, will be identified further with their respective policy and operational strategies discussed and 2009 performance analyzed. The project will find top ten annual rankings that include vessels and terminals operated and passengers and vehicles transported, and will analyze the results of the performance measures chosen.
KW  - Benchmarks
KW  - Ferries
KW  - Operations
KW  - Performance
KW  - Public transit
KW  - Washington State Ferries
KW  - Water transportation
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/750.1.pdf
UR  - https://trid.trb.org/view/928586
ER  - 

TY  - ABST
AN  - 01548172
TI  - Research for the AASHTO Standing Committee on Public Transportation. Task 35. Development of Appropriate Tools to Evaluate the Efficiency and Effectiveness of Selected Specialized Public Transportation Programs
AB  - This report documents and presents the results of a study to develop a framework for evaluating the efficiency and effectiveness of selected specialized transportation programs.  The research focuses on developing potential performance measures that evaluate services resulting from these programs based on available data and opportunities for additional data to be reported or collected.  Often the traditional transit service standards and performance measures cannot be applied directly to the specialized transportation programs because these programs cater to the mobility needs of transit-dependent groups (elderly, low-income, and people with disabilities) and sometimes operate in large areas with low population densities, in the reverse peak direction, and during off-peak hours.  To meet these objectives, study tasks included a literature review, case study interviews, and data collection and wrap-up interview analysis.  This Final Report presents the findings of these tasks in order to assist states and grantees in identifying appropriate measures to evaluate the efficiency and effectiveness of specialized transportation programs.
KW  - Aged
KW  - Data collection
KW  - Low income groups
KW  - Mobility
KW  - Off peak periods
KW  - Performance measurement
KW  - Persons with disabilities
KW  - Public transit
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2845
UR  - https://trid.trb.org/view/1335809
ER  - 

TY  - ABST
AN  - 01547670
TI  - Research for the AASHTO Standing Committee on Public Transportation. Task 31. Transporting Oversize Wheelchairs
AB  - The Americans with Disabilities Act (ADA) requires public and specialized transportation systems to have rolling stock that will accommodate the loading, unloading and "in-vehicle securement" of a "common wheelchair" and its occupant.  The development in recent years of more sophisticated and heavier motorized wheelchairs and scooters, passengers with more advanced disabilities (including obesity) are now more mobile and requesting rides on public and specialized transportation systems.  Since the vehicles are not designed to meet these increased size and weight requirements (but still in compliance with ADA), many of these providers are finding themselves denying more and more service requests.  In addition, many of the new mobility aid devices are not designed to be safely "tied down" in a vehicle causing "risk management" issues for the passenger and service provider. The report addressed the combined weight of the wheelchair and passenger, the size of the wheelchair, and the ease of securement of the wheelchair and passenger.  The first two (weight and size) are covered by regulations and changes are being considered, as described below.  Securement of the wheelchair and passenger may be difficult for devices that meet the size and weight limits, but is often more difficult for wheelchair/passenger combinations that exceed the limit.  Weight of the wheelchair and passenger combination is not an eligibility issue, as a passenger may use many different mobility devices, but may be a consideration in deciding to transport a passenger.  Difficulty of securement is also not an eligibility issue and passengers are not required to allow securement, but safety of the operator and all passengers including the implications of lack of securement may be a consideration in deciding to transport a passenger.
KW  - Americans with Disabilities Act
KW  - Compliance
KW  - Persons with disabilities
KW  - Public transit
KW  - Regulation
KW  - Risk management
KW  - Safety
KW  - Securing and joining equipment
KW  - Size
KW  - Weight
KW  - Wheelchairs
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2841
UR  - https://trid.trb.org/view/1335302
ER  - 

TY  - ABST
AN  - 01464196
TI  - Consequences of Delayed Maintenance
AB  - Various maintenance treatments are employed by highway agencies to slow deterioration and restore condition of highway pavements, bridges, and other physical assets. However, budget constraints and other factors have often led to delaying or eliminating the application of these treatments. Such actions are expected to adversely influence the condition and performance and lead to a reduced level of service, to early deterioration, and eventually to the need for costly rehabilitation or replacement. Analytical tools are currently available to quantify the consequences of delayed application of maintenance treatments for highway pavements, bridges, and other assets. However, processes for using these tools to demonstrate the potential savings and performance enhancement resulting from applying maintenance treatments at the right time are not readily available. Research is needed to develop such processes. This information will help highway agencies better assess the economic benefits of maintenance actions and their role in enhancing the level of service of the highway system. In addition, incorporating these processes in asset management systems would provide a means for optimizing the allocation of resources. The objective of this research is to develop a process for quantifying the consequences of delayed application of maintenance treatments. The process shall be applicable to highway pavements, bridges, and other physical assets. Consequences shall be expressed in terms of performance indicators (e.g., distress and level of service), costs to owners and road users, and other relevant factors. Delayed maintenance applications may be defined by (1) the inability to meet the agency-defined application schedule or (2) the available budget relative to an unconstrained budget (i.e., availability of the funds required to perform all needed maintenance).
KW  - Bridge maintenance
KW  - Delay costs
KW  - Delayed
KW  - Highway maintenance
KW  - Maintenance
KW  - Maintenance practices
KW  - Preservation
KW  - Risk analysis
KW  - Schedule maintenance
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2717
UR  - https://trid.trb.org/view/1232424
ER  - 

TY  - RPRT
AN  - 01322739
AU  - Miccio, Claire Elisabeth
AU  - University of Washington, Seattle
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Barriers to Implementing Low Impact Development Approaches in Washington State Roadways and Highways
PY  - 2010/06/04/Research Report
SP  - 38p
AB  - Low impact development (LID) is an approach to stormwater management that seeks to mimic the natural hydrologic functions of stormwater runoff prior to development. In general, LID techniques emphasize infiltration and evapotranspiration to remove pollutants and attenuate flows from urban runoff. As the largest land developer in Washington State, the Washington State Department of Transportation (WSDOT) is interested in better understanding the challenges of applying LID techniques to a highway setting and learning ways to address those challenges. This report identifies barriers to implementing LID approaches in a state roadway setting and provides recommendations on how WSDOT can overcome those barriers. This research question stems from a National Pollutant Discharge Elimination System municipal stormwater permit issued by the Washington State Department of Ecology (Ecology) to WSDOT in February 2009. Barriers were identified through a literature review, Ecology LID advisory committee meeting discussions, and interviews with people who are involved in stormwater management in a variety of capacities throughout Washington State.
KW  - Drainage
KW  - Highway design
KW  - Hydraulics
KW  - Infiltration
KW  - Low impact development
KW  - Pollutants
KW  - Runoff
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/756.1.pdf
UR  - http://ntl.bts.gov/lib/34000/34600/34622/756.1.pdf
UR  - https://trid.trb.org/view/1084074
ER  - 

TY  - ABST
AN  - 01464198
TI  - Highway Bridge Fire Hazard Assessment
AB  - Fires can cause major disruption to highway operations. Major bridge fires resulting in serious structural damage or collapse are infrequent but are often highlighted in special reports and news articles. There is also an undocumented number of smaller bridge fires occurring throughout the United States each year that cause varying degrees of disruption, repair actions, and maintenance cost. These incidents appear to stem primarily from vehicle (often truck) fires, but bridges have also been damaged by fires in adjacent facilities and from other causes. The recent bridge fires in California, Michigan, and New York have highlighted the need to understand the frequency and severity of these incidents as well as to review available information on mitigation strategies, damage assessments, and repair techniques. Research is needed to provide highway bridge owners with mitigation strategies, post event assessments, and repair techniques associated with bridge fires. Such research could lead to American Association of State Highway &amp; Transportation Officials (AASHTO) guidelines for planning, designing, constructing, maintaining, and inspecting highway bridges; guidelines for emergency management; and guidelines for a risk-based management approach for bridge safety inspection and maintenance. The objectives of this research are to (1) investigate the susceptibility of highway bridges to fire damage (e.g., by material and design types, geometry, and fire load); (2) develop guidance for damage assessment and repair techniques; and (3) develop guidance for reducing the risk of fire damage. The research should include a comprehensive literature survey and the critical review of standards, technology, and other information. No physical testing is anticipated.
KW  - Bridge management systems
KW  - Bridge structures
KW  - Fires
KW  - Hazard analysis
KW  - Highway bridges
KW  - Service life
KW  - Traffic incidents
KW  - Vehicle fires
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2715
UR  - https://trid.trb.org/view/1232426
ER  - 

TY  - ABST
AN  - 01466230
TI  - Mitigation of Corrosion in CRC Pavement
AB  - none
KW  - Condition surveys
KW  - Continuously reinforced concrete pavements
KW  - Pavement cracking
KW  - Pavement design
KW  - Pavement distress
KW  - Pavement performance
KW  - Reinforced concrete
KW  - Research projects
KW  - South Dakota
UR  - https://trid.trb.org/view/1234465
ER  - 

TY  - ABST
AN  - 01464079
TI  - Research for the AASHTO Standing Committee on the Environment. Task 64. Feasibility Study of Using Solar or Wind Power for Transportation Infrastructure
AB  - The purpose of this research is to provide departments of transportation (DOTs) with technical and case study data on the use of solar or wind power as an alternative power source for across a wide variety of transportation infrastructure settings. The research will consider what technologies exist or are about to become commercially viable that have not been applied to transportation settings but with some thought/creativity could have a transportation application.<div></div>
KW  - Alternate fuels
KW  - Case studies
KW  - Environmental impacts
KW  - Solar power generation
KW  - State departments of transportation
KW  - Wind power generation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2846
UR  - https://trid.trb.org/view/1232307
ER  - 

TY  - ABST
AN  - 01464078
TI  - Research for the AASHTO Standing Committee on the Environment. Task 69. Identification of Tools and Techniques to Define Community Context as Part of the Transportation Project Planning and Development Process
AB  - This project seeks to inventory and evaluate the effectiveness of community context tools and techniques that are being used as part of the project planning and development processes. These tools should assist with understanding community interests and needs (i.e. visions and goals for improved quality of life) for the benefit of effective and efficient decision-making that leads to community-valued transportation projects. In addition, these tools should not only be useful to practitioners that specialize in socio-economic and cultural resource assessments, but also for those that are non-specialists such as project managers, designers, executive leadership and others that need to understand community context. The focus of this research is to glean effective practices from the inventory to help transportation professionals develop and deploy community context tools for different types and scales of transportation projects and understand which tools are most effective for different circumstances. The research will also identify future needs in the area of context tool development. <div></div>
KW  - Environmental impacts
KW  - Planning and design
KW  - Project management
KW  - Quality of life
KW  - Sustainable development
KW  - Transportation planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2847
UR  - https://trid.trb.org/view/1232306
ER  - 

TY  - ABST
AN  - 01462139
TI  - Climate Change Impact on Coastal River Estuaries in Oregon
AB  - The Oregon Department of Transportation (ODOT) will monitor the physical processes and the roadway features of the Salmon River Estuary to better understand the effects of changes to ODOT's facilities and various restoration efforts as well as sea level rise and climate change. The proposed data will targeted to form the foundation for ODOT's efforts to maintain the function of the coastal roadway system and to fulfill our obligation as environmental stewards. The Salmon River Estuary has been selected from the many estuaries crossed by ODOT highways because of the existence of past monitoring and changes that are already planned for the highway.
KW  - Climate
KW  - Coast and river protective works
KW  - Environmental impacts
KW  - Estuaries
KW  - Monitoring
KW  - Research projects
KW  - Sea level
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ActiveProjectsIV.shtml#SPR_719
UR  - https://trid.trb.org/view/1230360
ER  - 

TY  - RPRT
AN  - 01560867
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Concept of Operations – Dallas Integrated Corridor Management (ICM) Demonstration Project
PY  - 2010/06//Final Report
SP  - 143p
AB  - This concept of operations (Con Ops) for the US-75 Integrated Corridor Management (ICM) Program has been developed as part of the US Department of Transportation Integrated Corridor Management Initiative, which is an innovative research initiative that is based on the idea 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 provides a high-level Con Ops for the US-75 Corridor in Dallas consisting of freeway, arterial, bus and rail networks, and serving a central business district. The purpose of this Con Ops is to answer the questions of who, what, when, where, why and how for the application of an Integrated Corridor Management System (ICM) within this corridor. Given that an ICM is a “system of systems” involving multiple agencies and stakeholders, this document also defines the roles and responsibilities of the participating agencies and other involved entities.
KW  - Arterial highways
KW  - Bus transit
KW  - Dallas (Texas)
KW  - Freeways
KW  - Integrated corridor management
KW  - Stakeholders
KW  - Transportation corridors
KW  - Transportation operations
UR  - http://ntl.bts.gov/lib/54000/54100/54130/US-75_ICMS_Concept_of_Operations_-_Demo_Phase_FINAL_Formatted.pdf
UR  - https://trid.trb.org/view/1339961
ER  - 

TY  - RPRT
AN  - 01554396
AU  - Zutz, Aaron C
AU  - Jahren, Charles T
AU  - Iowa State University, Ames
AU  - Iowa Department of Transportation
AU  - Federal Highway Administration
TI  - Electronic Construction Collaboration System – Phase II
PY  - 2010/06//Final Report
SP  - 76p
AB  - During the first year of research, work was completed to identify Iowa Department of Transportation (DOT) needs for web-based project management system (WPMS) and evaluate how commercially available solutions could meet these needs. Researchers also worked to pilot test custom developed WPMS solutions on Iowa DOT bridge projects. At the end of the first year of research, a Request for Proposals (RFP) was developed and issued by the Iowa DOT for the selection of a commercial WPMS to pilot test on multiple bridge projects. During the second year of research, the responses to the RFP issued during the first year of research were evaluated and a solution was selected. The selected solution, Attolist, was customized, tested, and implemented during the fall of 2009. Beginning in the winter of 2010, the solution was implemented on Iowa DOT projects. Researchers worked to assist in the training, implementation, and performance evaluation of the solution. Work will continue beyond the second year of research to implement Attolist on an additional pilot project. During this time, work will be completed to evaluate the impact of WPMS on Iowa DOT bridge projects.
KW  - Bridges
KW  - Construction projects
KW  - Cooperation
KW  - Implementation
KW  - Iowa Department of Transportation
KW  - Performance measurement
KW  - Pilot studies
KW  - Project management
KW  - Software
KW  - Websites (Information retrieval)
UR  - http://publications.iowa.gov/18675/1/IADOT_InTrans_Zutz_Electronic_Construction_Collaboration_System_phase_II_2010.pdf
UR  - https://trid.trb.org/view/1342436
ER  - 

TY  - RPRT
AN  - 01544563
AU  - Fournier, B
AU  - Thomas, M D A
AU  - Folliard, K J
AU  - Transtec Group, Incorporated
AU  - Federal Highway Administration
TI  - Evaluation of Bibb Graves Bridge Arch in Wetumpka, Alabama: Petrographic Evaluation and
Recommendations
PY  - 2010/06
SP  - 30p
AB  - This report presents the findings of the petrographic examination of concrete cores extracted from two arches of the Bibb Graves Bridge in Wetumpka, Alabama. The evaluation mainly consisted of the Damage Rating Index (DRI), a method that provides a semiquantitative assessment of the damage in concrete based on a count of petrographic features of deterioration generally associated with alkali-silica reaction  (ASR).
KW  - Alkali silica reactions
KW  - Arch bridges
KW  - Bibb Graves Bridge
KW  - Cores (Specimens)
KW  - Evaluation
KW  - Petrography
KW  - Recommendations
KW  - Wetumpka (Alabama)
UR  - https://www.fhwa.dot.gov/pavement/concrete/asr/petrographic/alabama.pdf
UR  - https://trid.trb.org/view/1330357
ER  - 

TY  - RPRT
AN  - 01512558
AU  - United States Federal Highway Administration
TI  - Widen Interstate 5 in the cities of San Diego, Solana Beach, Encinitas, Carlsbad and Oceanside from La Jolla Village Drive overcrossing to 1.6 kilometer (1 mile) north of the Harbor Drive Undercrossing, San Diego County : environmental impact statement
PY  - 2010/06//Volumes held: Draft(folio), Dsup
KW  - California
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1296882
ER  - 

TY  - RPRT
AN  - 01510951
AU  - United States Federal Highway Administration
TI  - Wisconsin state Highway 23 Fond du Lac to Plymouth, Fond du Lac and Sheboygan counties : environmental impact statement
PY  - 2010/06//Volumes held: Draft, Supplement to the draft(2v), Final(2v)
KW  - Environmental impact statements
KW  - Wisconsin
UR  - https://trid.trb.org/view/1295275
ER  - 

TY  - RPRT
AN  - 01478106
AU  - Mallela, Jagannath
AU  - Littleton, Paul
AU  - Hoffman, Gary
AU  - Applied Research Associates, Incorporated
AU  - Federal Highway Administration
TI  - Minnesota Demonstration Project: Reconstruction of Trunk Highway 36 in North St. Paul
PY  - 2010/06//Draft Final Report
SP  - 43p
AB  - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the Minnesota Department of Transportation (Mn/DOT) was awarded a $1 million grant to demonstrate the use of proven, innovative technologies to deliver a $30.7 million project in less time than conventional construction. This report documents the use of full closure to reconstruct a four-lane, 2-mile (approximate) section of Trunk Highway 36 in North St. Paul. The finished project has enhanced transportation safety and reduced travel times by eliminating six at-grade intersections. Local transportation has been improved with newly constructed crossover bridges and a pedestrian bridge. This report discusses the use of full closure on a major highway reconstruction project, which until now has not been used on a main thoroughfare in Minnesota. The project incorporated A+B contract bidding, a locked incentive date specification, and lane rental as an innovative approach to minimize traffic disruption by getting the highway rebuilt and open to traffic as early as possible. The result was that the newly reconstructed roadway was completely open to traffic in 145 days, 65 percent sooner than if traditional staged construction had been used. During full closure, traffic was diverted to detour routes, which presented the opportunity to use an intelligent transportation system, integrated with the existing Mn/DOT traffic monitoring system, to route motorists around the construction. Mn/DOT also explored the use of intelligent compaction equipment to expedite site work and lightweight deflectometers for acceptance testing, a first for Minnesota. While not a recent innovation, machine control using Global Positioning System technology was used extensively on this project and was a key component in streamlining grading operations. Completely closing the highway to traffic, even for a short time, increased costs associated with diverting motorists, but it reduced overall costs that would have been incurred with traffic impacts over a longer period. The alternate staging plan to get the project built was cost prohibitive and would have been unacceptable to roadway users. The high level of user satisfaction with the speed of project delivery attests to the project's success. The successes and knowledge gained on this project will encourage Mn/DOT to consider full closure as a viable alternative to traditional staged construction on future projects.
KW  - Deflectometers
KW  - Detours
KW  - Highways for LIFE
KW  - Intelligent transportation systems
KW  - Lane closure
KW  - Lane rental
KW  - Road construction
KW  - Saint Paul (Minnesota)
KW  - Traffic diversion
KW  - Traffic surveillance
UR  - http://www.fhwa.dot.gov/hfl/summary/pdfs/mn_060110.pdf
UR  - https://trid.trb.org/view/1247040
ER  - 

TY  - RPRT
AN  - 01477338
AU  - Boisvert, Denis M
AU  - New Hampshire Department of Transportation
AU  - Federal Highway Administration
TI  - Alternative Approach Slab Reinforcement
PY  - 2010/06//Evaluation Report
SP  - 28p
AB  - The upper mat of reinforcing steel, in exposed concrete bridge approach slabs, is prone to corrosion damage. Chlorides applied to the highways for winter maintenance can penetrate this concrete layer. Eventually chlorides reach the steel and begin the corrosion process. The objective of this research project was to investigate the performance of approach slabs constructed with structural fibers to replace the top  mat of reinforcing steel. The research studied whether the performance of approach slabs reinforced with structural fibers would be equivalent to traditionally reinforced approach slabs. The New Hampshire Department of Transportation (NHDOT) Materials & Research Bureau technicians performed standard quality acceptance tests on the fresh concrete at the time of placement.  Technicians also fabricated three freeze/thaw prisms for each mix. The specimens survived freeze/thaw testing with only minor physical  deterioration, consisting of slight scaling and pitting. The Civil Engineering Department of the University of New Hampshire (UNH) was contracted to perform laboratory testing. The beam samples were tested for First Crack Strength and Average Residual Strength in accordance with ASTM C 1018 and C 1399, respectively. An independent testing laboratory extracted two cores from each approach slab to evaluate the air matrix within the concrete. Comparisons of the laboratory test results show that compressive and flexural strengths are similar for both mixes. The plots resulting from the residual strength testing show that the fiber-mix had greater strength after cracking than the normal mix.  Periodic visual observations of the approach slabs were made to evaluate field performance by comparing crack size, frequency and scaling.  After more than three and half years in service, the two approach slabs have performed similarly and well. The expected advantages of a thicker concrete cover over steel reinforcement will not be seen for many years. The epoxy-coated steel in the conventional slab construction should  also delay damage from corrosion. Based on the performance observations to date, fiber-reinforced concrete is recommended for use in this and other applications where delaying  the effects of steel corrosion is of interest. The NHDOT has implemented the use of fiber-reinforced concrete for all approach slabs as a result of this study.
KW  - Bridge approaches
KW  - Bridge decks
KW  - Compressive strength
KW  - Corrosion
KW  - Fiber reinforced concrete
KW  - Flexural strength
KW  - Freeze thaw tests
KW  - Reinforcing steel
KW  - Residual strength
KW  - Slabs
UR  - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-13733H.pdf
UR  - https://trid.trb.org/view/1246588
ER  - 

TY  - RPRT
AN  - 01472159
AU  - Chen, Mei
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Travel Time Based Congestion Measures for Freeway Corridors
PY  - 2010/06//Final Report
SP  - 40p
AB  - Travel time based mobility measures have been increasingly used in highway performance analyses. Among them, Travel Time Index (TTI), Planning Time Index (PTI), percentage of travel under congestion (PTC), and buffer index (BI) have been identified as measures of particular interests in Kentucky. The objectives of this study are: (1) Calculate TTI, PTI, PTC, and BI for freeways within the TRIMARC coverage; and (2) Explore potential correlation between the reliability measures and incident characteristics (e.g., number of incidents, duration, severity, etc.). These analyses were performed for the years 2006-8 for each monitored segment and freeway corridor as well as for the entire freeway system.
KW  - Freeways
KW  - Highway corridors
KW  - Incident management
KW  - Reliability (Statistics)
KW  - Traffic congestion
KW  - Travel time
UR  - http://www.ktc.uky.edu/files/2013/01/KTC_10_08_PL_18_09_1F-Travel-Time-Based-Congestion-Measures-for-Freeway-Corridors.pdf
UR  - https://trid.trb.org/view/1243474
ER  - 

TY  - RPRT
AN  - 01456680
AU  - Vachal, Kimberly
AU  - Malchose, Donald
AU  - Upper Great Plains Transportation Institute
AU  - North Dakota Department of Transportation
AU  - Federal Highway Administration
TI  - What Can Crash Data Tell Us About Older Drivers in North Dakota?
PY  - 2010/06
SP  - 42p
AB  - Older drivers are a growing segment in North Dakota’s driver population. The natural aging process brings about diminished visual, cognitive, and physical skills needed for driving tasks. Crash record analysis was conducted to highlight elements that may be used to reduce risk for older drivers. Results show that older drivers are at relatively high risk for crash involvement and injury considering incidence ratios and travel exposure. Crash propensity, based on quasi-induced exposure measures, shows older drivers are also more likely to be at fault in these crashes. Among drivers 70 years and older, a significant increasing trend is found for driver error along with a confounding declining trend in driver evasive maneuver in crashes. The risk to other drivers is also a concern, since older driver crashes are nearly twice as likely to involve multiple vehicles. The ability to navigate these more complex driving scenarios, such as intersections and left turns, becomes increasingly problematic moving across older driver age groups. Older drivers require special consideration given their growing presence and crash injury propensity. Findings here may used in vetting a combination of education, engineering, policy, and enforcement measures that can be used to reduce older driver risk for crash injury and death both in terms of crash involvement and injury severity.
KW  - Aged drivers
KW  - Crash data
KW  - Crash injuries
KW  - Crash rates
KW  - High risk drivers
KW  - Human factors in crashes
KW  - North Dakota
UR  - http://www.ugpti.org/pubs/pdf/DP227.pdf
UR  - https://trid.trb.org/view/1224404
ER  - 

TY  - RPRT
AN  - 01454883
AU  - Georgia Department of Transportation
AU  - Kimley-Horn & Associates, Inc.
AU  - Federal Highway Administration
TI  - Georgia Forest Highway Long Range Transportation Plan, 2010-2030: A Transportation Policy Plan to Articulate a Vision, to Guide Investments and to Enhance Georgia Forest Highways
PY  - 2010/06//Technical Report
SP  - 60p
AB  - The Georgia Forest Highway (FH) program was created to provide safe and adequate transportation access to, within, or adjacent to National Forests or Grasslands as well as to help promote tourism, travel, and economic growth in rural communities. It is administered jointly by the Tri-Agency of the Georgia Department of Transportation (GDOT), the US Department of Agriculture Forest Service (USFS), and the US Department of Transportation Federal Highway Administration (FHWA) Eastern Federal Lands Highway Division (EFLHD). To be considered for inclusion in the Forest Highway system, a roadway must lie wholly or partially within or adjacent to National Forest System (NFS) lands and provide access to the NFS and its resources.
KW  - Economic growth
KW  - Georgia
KW  - Grasslands
KW  - Highways
KW  - Long range planning
KW  - National Forest System
KW  - Rural areas
KW  - Tourism
KW  - Transportation planning
UR  - https://trid.trb.org/view/1223330
ER  - 

TY  - RPRT
AN  - 01454087
AU  - Baus, R L
AU  - Stires, N R
AU  - University of South Carolina, Columbia
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Mechanistic-Empirical Pavement Design Guide 
Implementation
PY  - 2010/06
SP  - 108p
AB  - The recently introduced Mechanistic-Empirical Pavement Design Guide (MEPDG) and associated computer software provides a state-of-practice mechanistic-empirical highway pavement design methodology.  The MEPDG methodology is based on pavement responses computed using detailed traffic loading, material properties, and environmental data. The responses are used to predict incremental damage over time. Design is an iterative process using analysis results based on trial designs postulated by the designer. A trial design is analyzed for adequacy against user input performance criteria. These criteria are established by policy decisions and represent the amount of distress or roughness that would trigger some major rehabilitation or reconstruction activity.  The  output of the computer software is a prediction of distresses and smoothness against set reliability values. If the predictions do not meet the desired performance criteria at the given reliability, the trial design is revised and the evaluation is repeated. The MEPDG method provides for three hierarchical levels of design inputs to allow the designer to match the quality and level of detail of the design inputs to the level of importance of the project (or to best utilize available input data). In addition to inputs required to quantify a trial pavement structure, the MEPDG requires over 100 inputs to characterize traffic loading, material properties, and environmental factors. Currently, the South Carolina Department of Transportation (SCDOT) designs flexible and rigid pavement structures using AASHTO regression equation methodology (1972 and later with some modifications). Implementation of the MEPDG will require a substantial effort. This report summarizes an initial study undertaken to: 1) gain an understanding of the new methodology, required inputs, and limitations; 2) conduct preliminary input sensitivity studies and review sensitivity studies performed by others; and 3) summarize implementation strategies undertaken or planned at other state highway agencies. Based on this investigation, general recommendations for SCDOT MEPDG implementation are proposed.
KW  - Implementation
KW  - Mechanistic design
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement design
KW  - Pavement performance
KW  - Recommendations
KW  - Software
KW  - South Carolina
KW  - South Carolina Department of Transportation
UR  - http://ntl.bts.gov/lib/46000/46200/46242/SPR_671.pdf
UR  - https://trid.trb.org/view/1220259
ER  - 

TY  - RPRT
AN  - 01444838
AU  - Cambridge Systematics, Inc.
AU  - Federal Highway Administration
TI  - SHSP Implementation Process Model – Supplement
Number 1: Case Studies
PY  - 2010/06//Final Report
SP  - 62p
AB  - This document supports the Strategic Highway Safety Plan Implementation Process Model (IPM). It features case studies derived from the experiences of states that were used as models during the development of the IPM. Each case study describes a noteworthy practice actually used by the state, the results achieved, and key accomplishments. Users can obtain additional information by calling or e-mailing the contact person identified within each case study.
KW  - Best practices
KW  - Case studies
KW  - Highway safety
KW  - Implementation
KW  - Safety management
KW  - State departments of transportation
KW  - Strategic Highway Safety Plan
KW  - Transportation planning
KW  - Transportation safety
UR  - http://rspcb.safety.fhwa.dot.gov/noteworthy/pdf/FHWASA10025_ipm_casestudies.pdf
UR  - https://trid.trb.org/view/1212435
ER  - 

TY  - RPRT
AN  - 01354329
AU  - Mazur, George D
AU  - Cambridge Systematics, Incorporated
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - Local Transportation and Land Use Coordination: Tools and Gaps
PY  - 2010/06//Final Report
SP  - 150p
AB  - The effective coordination of transportation and land use planning decisions is vital to Montana's long-term economic growth and fiscal well being. Toward this end, this research project entailed a best practices study of land use and transportation planning across the United States, with a particular focus on issues and strategies relevant to Montana. The resulting Montana Transportation and Land Use Resources for Growing Communities is drawn from the information developed through the study as well as surveys and discussions with land use planners and transportation professionals across the State. The intent of this online resource is to provide information about off-the-shelf policies, practices, analytic methods, data sources, and software that can help officials in Montana's growing communities coordinate transportation and land use decisions. Development of the online resource centered around four research objectives to facilitate coordinated transportation and land use planning in growing Montana communities: development and extension of local street networks; local transportation system financing; assessment of development impacts on local and state roads; and directions for multimodal and transit development. Finally, the research identified promising but underdeveloped planning approaches worthy of further research and/or development in subsequent efforts.
KW  - Best practices
KW  - Communities
KW  - Coordination
KW  - Development
KW  - Financing
KW  - Land use planning
KW  - Local transportation
KW  - Montana
KW  - Multimodal transportation
KW  - Smart growth
KW  - Streets
KW  - Transportation planning
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/smart_trans/final_report.pdf
UR  - http://www.mdt.mt.gov/research/projects/planning/smart_trans.shtml
UR  - http://ntl.bts.gov/lib/45000/45800/45856/final_report78.pdf
UR  - https://trid.trb.org/view/1119069
ER  - 

TY  - RPRT
AN  - 01353619
AU  - Cotter, Alisa
AU  - Muench, Stephen T
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Studded Tire Wear on Portland Cement Concrete Pavement in the Washington State Department of Transportation Route Network
PY  - 2010/06//Research Report
SP  - 77p
AB  - Studded tires are legal in Washington State and are typically allowed to be used each winter between  the months of November and April. They are known to cause accelerated wheelpath wear resulting in  additional pavement preservation costs. While studded tire use rates are hard to quantify, the volume  of studded tire equipped vehicles is rather consistent across Washington State. This report uses  Washington State Pavement Management System (WSPMS) data to explore studded tire wear on  Washington State Department of Transportation (WSDOT) roads. The average Portland Cement  Concrete (PCC) pavement wears at about 0.01 in. per 1 million studded tire vehicle passes. The  highest wear rates are near 0.5 mm/yr on I-90 in the Spokane area, while the lowest wear rates are in  the range of 0.04-0.09 mm/yr in many locations. Stud wear rates are generally higher in the first 5  years of PCC pavement life and much less thereafter. While excessive stud wear problems are limited  and not a widespread issue, specific locations with high stud wear rates are alarming. While several  strategies have been attempted to limit stud wear, none outside of diamond grinding has proven  effective. There are a few new materials (resin modified pavements, PCC surface texture techniques)  that may yet prove effective. Tests to determine the susceptibility of aggregate sources to stud wear  are generally not reliable, however, the Micro-Deval seems to be the most favorably rated. The  WSDOT current practice of designing in an extra inch of pavement to account for future thickness  loss associated with diamond grinding is sound policy and should be continued. As more PCC  pavement in Washington State is due for replacement, WSDOT should consider a hardness  specification program like Alaska’s in order to prevent the use of susceptible aggregate sources.
KW  - Aggregate hardness
KW  - Aggregates
KW  - Concrete pavements
KW  - Diamond grinding
KW  - Interstate 90
KW  - Pavement design
KW  - Pavement management systems
KW  - Pavement performance
KW  - Studded tires
KW  - Thickness
KW  - Washington (State)
KW  - Wear
UR  - http://www.wsdot.wa.gov/Research/Reports/700/744.3.htm
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/744.3.pdf
UR  - https://trid.trb.org/view/1118378
ER  - 

TY  - RPRT
AN  - 01340428
AU  - James, Robert S
AU  - Cooley, L Allen
AU  - Ahlrich, R C
AU  - Burns Cooley Dennis, Incorporated
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Summary of Lessons Learned from the MDOT MEPDG Materials Library Study
PY  - 2010/06
SP  - 44p
AB  - From 2004 to 2009, Burns Cooley Dennis, Inc. (BCD) participated in two important research studies designed to populate the materials library for implementation of the new Mechanistic-Empirical pavement design method (MEPDG) in Mississippi. The purpose of this report was to capture the experiences BCD obtained with the resilient modulus test during the conduct of these important studies. Observations made during the course of testing the various materials for developing the materials library for typical Mississippi materials were documented during Task 1. Observations about sample preparation, test methods and potential test method improvements were deemed important. The second task was designed to provide discussion on the materials that were selected within the two studies. In order to populate the materials library, it was deemed important to encompass the extremes of material properties found in Mississippi. However, whenever a finite amount of time and funding are available for a project, all possible materials could not be fully characterized. Also included within this task was a critical review of test results. Task 3 was designed to discuss any differences in Mississippi resilient modulus test results and typical national results for similar materials. If differences were found, discussion on why the differences occurred was also to be provided. In order to assist MDOT and other pavement designers in Mississippi transition to the MEPDG, tables for typical resilient modulus values for AASHTO, USCS and MDOT classifications were developed within the final task.
KW  - Materials tests
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Mississippi
KW  - Modulus of resilience
KW  - Paving materials
KW  - Properties of materials
KW  - Test procedures
UR  - http://www.gomdot.com/Divisions/Highways/Resources/Research/pdf/Reports/InterimFinal/SS224.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37830/SS_No_224_Summary_of_Lessons_Learned_from_the_MDOT_MEPDG_Materials_Library_Study__2_.pdf
UR  - https://trid.trb.org/view/1101884
ER  - 

TY  - RPRT
AN  - 01337329
AU  - Cambridge Systematics, Incorporated
AU  - Federal Highway Administration
TI  - Strategic Highway Safety Plan Implementation Process Model
PY  - 2010/06//Final Report
SP  - 73p
AB  - This document describes the components necessary for successful Strategic Highway Safety Plan (SHSP) implementation. It features discussions on the four fundamental elements (leadership, collaboration, communication, and data collection and analysis) and the four steps for successful implementation (emphasis area action plans; linkage to existing plans; marketing; and monitoring, evaluation, and feedback). For each element and step, the document provides a list of key strategies as well as a checklist for practitioners to use to assess their implementation efforts.  The document is contained on a CD-ROM which can be run in an interactive mode to review case studies or learn about resources and checklists.
KW  - Highway safety
KW  - Implementation
KW  - Strategic planning
KW  - Transportation planning
UR  - http://safety.fhwa.dot.gov/hsip/shsp/fhwasa10024cd/
UR  - https://trid.trb.org/view/1097329
ER  - 

TY  - RPRT
AN  - 01337285
AU  - Zhang, Zhanmin
AU  - Murphy, Michael
AU  - Harrison, Robert
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Interim Report and Presentation for the TxDOT Administration
PY  - 2010/06//Technical Report
SP  - 112p
AB  - This report presents four documents created by the Texas Department of Transportation (TxDOT) Multi-Tier Pavement Management Workgroup.  These documents are as follows:  Multi-Tier Pavement Condition Goals, White Paper, February 2010; Multi-Tier Pavement Condition Goals: Issues and Concerns, Interim Report #1, April 2010; Multi-Tier Pavement Condition Goals: DOT MTG Survey Summary, Interim Report #2, May 2010; and Initial Meeting of the Multi-Tier Pavement Management Workgroup, PowerPoint Presentation, March 2010.
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Pavement preservation
KW  - Strategic planning
KW  - Texas
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6655_CT_1.pdf
UR  - https://trid.trb.org/view/1097590
ER  - 

TY  - RPRT
AN  - 01337281
AU  - Wolshon, Brian
AU  - Theodoulou, Gregoris
AU  - Lim, Yu Yik
AU  - Louisiana State University, Baton Rouge
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - Modeling Hurricane Evacuation Traffic: Evaluation of Freeway Contraflow Evacuation Initiation and Termination Point Configurations
PY  - 2010/06//Final Report
SP  - 59p
AB  - Over the last five years, the departments of transportation in 12 coastal states threatened by hurricanes have developed plans for the implementation of contraflow traffic operations on freeways during evacuations. Contraflow involves the use of one or more inbound travel lanes for the movement of traffic in the outbound direction. It is a logical and cost effective strategy because evacuation traffic can be loaded into underutilized inbound lanes, thereby significantly increasing outbound capacity without the need to construct additional lanes. This report presents the results of two closely related studies to evaluate the implications of contraflow evacuations on freeways. The research focused on what are widely regarded to be the most critical locations of contraflow segments, the initiation and termination points. The termini configurations are important because they effectively dictate the capacity of these segments because they control how many vehicles can get in and out. In the research, traffic simulation models were developed to simulate the operation of planned configurations under varying levels of traffic demand to assess their operating characteristics. The results showed that many of the current designs of the initiation and termination points will likely restrict the ability of these segments to be used to their maximum effectiveness. Another key finding was the extent to which the spatial and/or temporal spreading of traffic demand can yield significant benefits to the overall effectiveness of contraflow freeway evacuations. With an increased awareness of these issues, these findings can be used to enhance the effectiveness of existing evacuation plans.
KW  - Contraflow lanes
KW  - Emergency management
KW  - Evacuation
KW  - Hurricanes
KW  - Traffic models
KW  - Traffic simulation
UR  - http://www.ltrc.lsu.edu/pdf/2010/fr_400_summary.pdf
UR  - https://trid.trb.org/view/1097646
ER  - 

TY  - RPRT
AN  - 01335374
AU  - Vazquez, Christian G
AU  - Aguiar-Moya, Jose P
AU  - Smit, Andre de F
AU  - Prozzi, Jorge A
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Laboratory Evaluation of Influence of Operational Tolerance (Acceptance Criterion) on Performance of Hot-Mix Asphalt Concrete
PY  - 2010/06//Technical Report
SP  - 106p
AB  - The performance of flexible pavements relies heavily on the final quality of the hot-mix asphalt concrete (HMAC) as it is produced and placed in the field. To account for production and construction variability while ensuring the quality of the HMAC, the Texas Department of Transportation (TxDOT) has established a set of relevant operational tolerances, which are incorporated into the 2004 Standard Specifications for Construction and Maintenance of Highways, Streets and Bridges. In particular, Items 340/341, 342, 344, and 346 provide acceptance criteria for all HMA mixes used by the Department. The operational tolerances for a series of key control variables that affect performance are given as a guideline in quality control/quality assurance (QC/QA) practices. However, the relationship between these tolerance levels and mixture performance is not well known. This research project will establish this relationship: how do the operational tolerances affect the expected performance of the HMAC? Once this relationship is quantified, recommendations will be developed that indicate, if necessary, how the current tolerances should be modified. The objective of the study was to determine the effects of variability in key mix design factors, such as asphalt content, gradation, and density, on the laboratory performance of different hot-mix asphalt samples that were mixed and compacted in the laboratory. Variability was kept within specified limits by the allowable operational tolerances, and performance was addressed through the evaluation of the results obtained from volumetric properties and laboratory tests, such as flexural fatigue test, Hamburg wheel-tracking test, and overlay tester. A series of statistical analyses was conducted to develop relationships between the key mix design factors and the observed laboratory performances of each type of mixture. From the analysis, the effects of the main variables on the results of the performance tests used in this study were found. Finally, a statistically-based sensitivity analysis was conducted to reveal the relationship between different tolerance levels and mixture performance for the individual mixtures types. This research facilitates, for both TxDOT personnel and contractors, the evaluation of asphalt mixture performance under different tolerance levels, which will be performance-based and supported by a rigorous and sound statistical analysis.
KW  - Acceptance tests
KW  - Aggregate gradation
KW  - Asphalt concrete
KW  - Asphalt content
KW  - Density
KW  - Flexible pavements
KW  - Hot mix asphalt
KW  - Laboratory tests
KW  - Mix design
KW  - Performance based specifications
KW  - Quality assurance
KW  - Quality control
KW  - Sensitivity analysis
KW  - Statistical analysis
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6045_1.pdf
UR  - https://trid.trb.org/view/1098298
ER  - 

TY  - RPRT
AN  - 01328188
AU  - Negulescu, Ioan I
AU  - Mohammad, Louay N
AU  - Daly, William H
AU  - Chiparus, Ionela
AU  - Louisiana State University, Baton Rouge
AU  - Louisiana Transportation Research Center
AU  - Louisiana Department of Transportation and Development
AU  - Federal Highway Administration
TI  - The Use of DMA to Characterize the Aging of Asphalt Binders
PY  - 2010/06//Final Report
SP  - 62p
AB  - This report presents issues associated with long-term aging of polymer modified asphalt cements (PMACs) as reflected by dynamic mechanical analysis (DMA) data. In this study a standard SBS (styrene-butadiene-styrene block copolymer) polymer modified asphalt cement containing 3% copolymer (PMAC) meeting LADOTD specifications for PAC-40HG and PG 76-22M was selected and subjected to accelerated laboratory aging. Procedures were developed for simulation of long term aging of asphalt binders using multiple pressure aging vessel (PAV) operations in the absence and in the presence of water. Three, five and seven year old field aged asphalt samples originally of similar PMAC composition as that of PG 76-22 listed above were recovered from a wearing course mixture located on interstate I-55 near Granada, MS. All binders were characterized with respect to their composition and rheological properties. The extent of oxidation of both laboratory- and field-aged aged samples was estimated from Fourier transform infrared (FTIR) spectroscopy analysis and non-aqueous potentiometric titration data.. Changes in the molecular mass of the asphalt cement components were estimated from gel permeation chromatography (GPC) measurements. Aging determined a drastic reduction of molecular mass of SBS species and an increase in the content of large molecular species (LMS) asphalt components. Dynamic viscoelastic properties were determined using a high torque instrument. The asphalt architecture has been simulated with that of a gel. The cross-over temperature at which G” equals G’ at a frequency of 10rad/s as temperature increases was considered as the critical temperature, Tc, and chosen as a criterion to assess the advancement of hardening (aging). Oxidative aging in the presence of water promoted an increase in the carbonyl content of aged samples, primarily as acid groups, but the high humidity aging reduced the extent of asphalt hardening. Critical temperature of the field 3 year old I-55 paving sample correlated better with the laboratory wet 0.5xPAV aged PMAC sample, Tc of the field 5 year sample was intermediate between Tc of the dry 0.5xPAV and that of the dry 1.0xPAV laboratory aged PMAC samples and Tc of the field 7 year old sample correlated better with the laboratory dry 1.0xPAV aged PMAC sample. This type of correlation was used to determine if a binder extracted from the damaged LA 3234 Hwy road pavement was excessively aged after three years of service.
KW  - Aging (Materials)
KW  - Asphalt cement
KW  - Bituminous binders
KW  - Dynamic analysis
KW  - Fourier transforms
KW  - Gel permeation chromatography
KW  - Mechanical analysis
KW  - Polymer asphalt
KW  - Rheology
UR  - http://ntl.bts.gov/lib/37000/37800/37862/fr_461.pdf
UR  - https://trid.trb.org/view/1089397
ER  - 

TY  - RPRT
AN  - 01328148
AU  - Shakoor, Abdul
AU  - Admassu, Yonathan
AU  - Kent State University
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Rock Slope Design Criteria
PY  - 2010/06
SP  - 731p
AB  - Based on the stratigraphy and the type of slope stability problems, the flat lying, Paleozoic age, sedimentary rocks of Ohio were divided into three design units: 1) competent rock design unit consisting of sandstones, limestones, and siltstones that may exhibit discontinuity-related failures; 2) incompetent rock design unit consisting of shales, claystones, and mudstones that may exhibit raveling and gully erosion; and 3) inter-layered design unit consisting of both competent and incompetent rocks where differential weathering may result in undercutting-induced failures. Data regarding geological parameters (stratigraphy, joint orientation, joint spacing, bedding thickness, total thickness of rock unit), geotechnical parameters (point load strength index, slake durability index, plasticity index, geologic strength index, rock quality designation), and geometrical parameters (slope height, slope angle, catchment ditch width, catchment ditch depth) were collected for 26 cut slopes containing the three design units. Twenty three additional sites were later added to the study for a more detailed investigation of undercutting-induced failures within inter-layered rock sequences and the instability caused by raveling of incompetent rock. The data were used to perform slope stability analyses including kinematic analysis using discontinuity data, global stability analysis using the geological strength index (GSI) and the Franklin shale rating system, and an analysis for determining the stable slope angles using the approach described in the Ohio Department of Transportation Geotechnical Bulletin 3 (GB 3). Results show that slopes cut at 0.5H:1V and 0.25H:1V are adequate in minimizing the potential for discontinuity related failures in competent rock design units and second-cycle slake durability index (Id2) values can be used to select stable slope angles for incompetent rock and inter-layered rock design units. Based on Id2 values, these angles range from < 2H:1V to 0.5H:1V. RocFall analysis indicates that either a 13 ft (3.9 m) wide by 1 ft (0.3 m) deep ditch with a 10 ft (3 m) wide flat bottom and a 3H:1V foreslope or 16 ft (4.8 m) wide by 1 ft (0.3 m) deep ditch with a 10 ft (3 m) wide flat bottom and a 6H:1V foreslope would adequately contain at least 95 % of the rockfalls, as long as the slope height does not exceed a certain limit. For higher slopes, either rockfall barriers or wider and deeper catchment ditches will be required. The choice between a rockfall barrier and a catchment ditch will depend on economic considerations and/or space limitations. Based on these results, detailed cut slope designs, including slope angle, catchment ditch and bench design, and stabilization techniques, are recommended for each of the three design units.
KW  - Design
KW  - Rock slopes
KW  - Rockfall catchment areas
KW  - Rockfalls
KW  - Slope stability
KW  - Undercutting
UR  - http://worldcat.org/arcviewer/3/OHI/2010/12/01/H1291222088817/viewer/file1.pdf
UR  - https://trid.trb.org/view/1086569
ER  - 

TY  - SER
AN  - 01328129
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Asokan, Anand
AU  - Bared, Joe
AU  - Federal Highway Administration
TI  - Crash Impact of Smooth Lane Narrowing with Rumble Strips at Two-Lane Rural
Stop-Controlled Intersections
PY  - 2010/06
SP  - 8p
AB  - According to the Fatality Analysis Reporting System, the proportion of fatal crashes at unsignalized rural intersections constitutes approximately 37 percent of all fatal crashes at intersections nationwide. About 90 percent of these rural unsignalized intersection crashes occur on two-lane roads. As a low-cost remedy to address crashes at unsignalized intersections on two-lane rural roads, the Federal Highway Administration (FHWA) developed and evaluated a treatment to reduce approach speeds by narrowing lanes using rumble strips in the median and on the right-lane edge. This narrowing was applied for about 150 ft on the major road approach of two-way stop-controlled (TWSC) intersections on high-speed rural roads. Eight experimental sites were retrofitted between 2007 and 2008 in Missouri, Kentucky, Pennsylvania, Florida, and Maryland. Following the acquisition of at least 2 years of post-implementation crash data, pre- and post-implementation crash analysis was conducted to compare the performance of the new treatments. Results showed a 32 percent reduction in total crashes and a 34 percent reduction in fatal/injury crashes.
KW  - Before and after studies
KW  - Countermeasures
KW  - Crash rates
KW  - Highway safety
KW  - Lane narrowing
KW  - Rumble strips
KW  - Rural highways
KW  - Two lane highways
KW  - Two way stop controlled intersections
KW  - Unsignalized intersections
UR  - http://www.fhwa.dot.gov/publications/research/safety/10047/10047.pdf
UR  - https://trid.trb.org/view/1086318
ER  - 

TY  - RPRT
AN  - 01328111
AU  - Moulden, John
AU  - Federal Highway Administration
TI  - State Planning and Research Guide for Peer Exchanges
PY  - 2010/06
SP  - 19p
AB  - This document provides guidance for the State Planning and Research (SP&R) peer reviews. It contains information about the philosophy and principle of the peer exchanges; the use of peer exchanges to strategically improve research programs; and guidance and resources on conducting peer exchanges.
KW  - Guidelines
KW  - Peer exchange
KW  - Research
KW  - States
KW  - Transportation planning
UR  - http://www.fhwa.dot.gov/publications/research/spr/10048/10048.pdf
UR  - https://trid.trb.org/view/1086317
ER  - 

TY  - RPRT
AN  - 01322747
AU  - Walubita, Lubinda F
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Texas Perpetual Pavements – New Design Guideline
PY  - 2010/06
SP  - 54p
AB  - Since 2001, the State of Texas has been designing and constructing perpetual pavements on some of its heavily trafficked highways where the expected 20-year truck-traffic estimate of 18 kip ESALs is in excess of 30 million (TxDOT, 2001). To date, there are 10 in-service perpetual pavement (PP) sections. Based on the TxDOT initial design proposals (see Appendix A), a typical Texas PP structure consists of the following (TxDOT, 2001; Walubita et al., 2009a): (1) about 22 inches total thickness of hot-mix asphalt (HMA) layers; (2) at least 8 inches thick treated (lime or cement) base material; and (3) a well compacted in-situ subgrade soil material. In 2005, a research study was initiated to validate, among other objectives, the Texas PP design concept and make recommendations for the future design of Texas PP structures (Walubita et al., 2009a). To achieve these objectives, various research tasks were completed including the following: (1) construction monitoring and compaction quality measurements; (2) extensive laboratory testing and material property characterization; (3) traffic and response measurements for structural evaluations; (4) field testing and periodic performance evaluations; (5) comparative mix-design evaluations; and (6) computational modeling and software evaluations. Based on the findings of the study (Walubita et al., 2009a), this report documents the revised guidelines and recommendations for the future design, construction, and performance evaluation of Texas PP structures. The recommendations include guidelines for structural thickness design, design software, response criteria, mix-design, and layer moduli values.
KW  - Equivalent single axle loads
KW  - Hot mix asphalt
KW  - Pavement design
KW  - Pavement layers
KW  - Perpetual pavements
KW  - Road construction
KW  - Service life
KW  - Subgrade (Pavements)
KW  - Texas
KW  - Traffic loads
UR  - http://tti.tamu.edu/documents/0-4822-P6.pdf
UR  - http://ntl.bts.gov/lib/34000/34600/34604/0-4822-P6.pdf
UR  - https://trid.trb.org/view/1084083
ER  - 

TY  - RPRT
AN  - 01321160
AU  - Sargand, Shad M
AU  - Figueroa, J Ludwig
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Monitoring and Modeling of Pavement Response and Performance
PY  - 2010/06//Executive Summary Report
SP  - 3p
AB  - Mechanistic-empirical (ME) based pavement design procedures are being used by some DOTs to determine the adequacy of layer thicknesses in new and existing AC and PCC pavements and to verify pavement designs with expected material properties, traffic loading, and climatic conditions. Similarly, the influences of weather related factors and construction practices on pavement response and performance have not been sufficiently examined. Harsh weather conditions and/or improper construction techniques may lead to the development of premature functional and structural types of distress that may ultimately affect pavement serviceability. Thus, the need exists to review and verify ME design methods, along with accompanying climatic models, and to document construction processes for perpetual AC pavements, long-lasting PCC pavements, as well as for several types of rehabilitation applied to existing rigid pavement. This includes an investigation of the influence of the mechanical properties of individual material layers on pavement response and performance. The primary objectives of the proposed research are to: (1) Monitor the new perpetual AC and long-lasting PCC pavements in Ohio, the rehabilitated PCC pavements in New York State, and other existing instrumented pavements in both states. (2 Verify ME design procedures for all pavements in the study. (3) Calibrate ME procedures presented in the NCHRP 1-37A AASHTO Pavement Guide for Ohio and New York State. Develop calibration factors for the distress models in the NCHRP 1-37A software. (4) Controlled testing of perpetual pavement systems. .
KW  - Mechanistic design
KW  - Pavement design
KW  - Pavement distress
KW  - Pavement layers
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
UR  - http://ntl.bts.gov/lib/34000/34000/34078/134287_ES.pdf
UR  - https://trid.trb.org/view/1082069
ER  - 

TY  - RPRT
AN  - 01226643
AU  - Walubita, Lubinda F
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Texas Perpetual Pavements - New Design Guidelines
PY  - 2010/06
SP  - 54p
AB  - Since 2001, the State of Texas has been designing and constructing perpetual pavements on some of its heavily trafficked highways where the expected 20-year truck-traffic estimate of 18 kip ESALs is in excess of 30 million (TxDOT, 2001). To date, there are 10 in-service perpetual pavement (PP) sections. Based on the TxDOT initial design proposals (see Appendix A), a typical Texas PP structure consists of the following (TxDOT, 2001; Walubita et al., 2009a):  (1) about 22 inches total thickness of hot-mix asphalt (HMA) layers; (2) at least 8 inches thick treated (lime or cement) base material; and (3) a well compacted in-situ subgrade soil material. In 2005, a research study was initiated to validate, among other objectives, the Texas PP design concept and make recommendations for the future design of Texas PP structures (Walubita et al., 2009a). To achieve these objectives, various research tasks were completed including the following: 1. construction monitoring and compaction quality measurements; 2. extensive laboratory testing and material property characterization; 3. traffic and response measurements for structural evaluations; 4. field testing and periodic performance evaluations; 5. comparative mix-design evaluations; and 6. computational modeling and software evaluations. Based on the findings of the study (Walubita et al., 2009a), this report documents the revised guidelines and recommendations for the future design, construction, and performance evaluation of Texas PP structures. The recommendations include guidelines for structural thickness design, design software, response criteria, mix-design, and layer moduli values.
KW  - Guidelines
KW  - Pavement design
KW  - Pavement performance
KW  - Paving
KW  - Performance measurement
KW  - Perpetual pavements
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-4822-P6.pdf
UR  - https://trid.trb.org/view/987142
ER  - 

TY  - RPRT
AN  - 01226623
AU  - Williams, James C
AU  - Mattingly, Stephen P
AU  - Yang, Chulsu
AU  - University of Texas, Arlington
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Assessment and Validation of Managed Lanes Weaving and Access Guidelines
PY  - 2010/06//Technical Report
SP  - 130p
AB  - The goal of this project was to establish spacing requirements for access points to managed lanes with respect to the location of entrance and exit ramps on the general purpose lanes of the freeway. Traffic entering the freeway destined for the managed lane must weave across the general purpose lanes. Traffic exiting the freeway from the managed lane must also perform this maneuver. The results are based on microscopic simulation using the VISSIM model. The simulation model was carefully calibrated using data collected on IH 635 (LBJ Freeway) in Dallas, Texas. A genetic algorithm was used in the calibration. The model was subsequently validated using data collected at a nearby site along IH 635. The weaving was analyzed as a Type C two-sided weave. Capacity was estimated by gradually increasing flow in the general purpose lanes for each set of conditions until the simulation model throughput was less than the input flows, indicating the formation of queues. The specific conditions included ramp flows (500 to 1250 veh/hour), ramp to managed lanes flows (100 to 400 veh/hour), general purpose lanes to managed lane flows (200 to 800 veh/hour), and length of weave (1000 to 4000 feet). The principal determinant for spacing was the weaving flow (ramp to managed lane flow), with a minimum weaving distance of 2000 to 3500 feet for flows from 200 to 400 veh/hour. A desirable minimum distance of 4000 feet was found. All results were for four general purpose lanes.
KW  - Access
KW  - Freeway operations
KW  - Managed lanes
KW  - Microscopic traffic flow
KW  - Simulation
KW  - VISSIM (Computer model)
KW  - Weaving traffic
UR  - http://www.uta.edu/ce/faculty/williams/report0-5578-1.pdf
UR  - https://trid.trb.org/view/982048
ER  - 

TY  - RPRT
AN  - 01226622
AU  - Walker, Roger S
AU  - Fernando, Emmanuel
AU  - University of Texas, Arlington
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Operations Manual for Portable Profiler - Installing and Using the Portable Profiler
PY  - 2010/06
SP  - 31p
AB  - This manual is divided into two sections. The first is using the UTA-Profiler Program with the portable profiler for generating surface profilers. The second is installing the portable profiler module on a typical van or truck. The calibration and initialization files used by the UTA-Profiler Program are compatible with the standard TxDOT files used with VAMOS and WinTK. Information on, deriving these files are explained in the TxDOT Profiler Operations Manual. The generated profile obtained when using the the UTA-Profiler Program with the portable profiler is consistent with the TxDOT PF9 VNET data file specifications and as such the generated profile can be directly used with current TxDOT and PROVAL application programs. The second section, installing the portable profiler module on a typical van or truck, provides a step by step process for mounting the portable profiler sensor module.
KW  - Computer program documentation
KW  - Installation
KW  - Manuals
KW  - Operations
KW  - Profiler van
KW  - Surface profilers
KW  - Utilization
UR  - http://ranger.uta.edu/~walker/Reports/Final_0-6004-P3.pdf
UR  - http://ntl.bts.gov/lib/34000/34600/34616/Final_0-6004-P3.pdf
UR  - https://trid.trb.org/view/987407
ER  - 

TY  - RPRT
AN  - 01226621
AU  - Missouri Department of Transportation
AU  - Illinois Department of Transportation
AU  - Indiana Department of Transportation
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - I-70 Dedicated Truck Lanes Feasibility Study Phase I Report: The Business Case for Dedicated Truck Lanes
PY  - 2010/06//Final Report
SP  - 28p
AB  - The I-70 Dedicated Truck Lanes Feasibility Study is conducted as part of the United States Department of Transportation (U.S. DOT) 2007 Corridors of the Future Program. Through this program, FHWA provided matching funding for a Coalition of four states (Indiana, Missouri, Ohio and Illinois) to conduct a two-phase feasibility study to determine the need, cost, risk, financing options and practicality to develop dedicated truck lanes (DTLs) on the Corridor. The study corridor is an 800-mile stretch of Interstate 70 (I-70), starting at the Ohio/West Virginia state line, extending west across Ohio, Indiana, Illinois and Missouri, ending just west of Kansas City, Missouri. Phase 1 is to provide an initial assessment of the business case for DTLs, in sufficient detail for the Corridor Coalition to make an informed decision on whether to continue to advance the concept on the Corridor. Phase 2 is intended to provide more detailed analyses of the concept, cost, risks, potential opportunities, financing options, practicality and strategy for the Coalition to continue to jointly study, develop, finance, construct, operate and maintain the I-70 Corridor as a unified facility. This report describes the Phase 1 development and testing of the business case for a dedicated truck lanes corridor in the I-70 study area. For this study, the business case is defined as a proposal that: (1) Identifies a problem or need; (2) Defines a solution; (3) Quantifies how much it will cost to implement the solution; (4) Estimates the return on investment (ROI) or cost avoidance (CA), i.e., reduced current or future costs that will be realized if the solution is implemented; and (5) Assesses the financial feasibility of the solution.
KW  - Costs
KW  - Dedicated lanes
KW  - Feasibility analysis
KW  - Financing
KW  - Illinois
KW  - Indiana
KW  - Interstate 70
KW  - Interstate highways
KW  - Missouri
KW  - Needs assessment
KW  - Ohio
KW  - Return on investment
KW  - Risk analysis
KW  - Truck lanes
UR  - http://www.infrastructureaustralia.gov.au/publications/files/PR_2010_Dedicated_Truck_Lanes_Feasibility_Study-Phase_I_Report.pdf
UR  - https://trid.trb.org/view/981342
ER  - 

TY  - SER
AN  - 01221041
JO  - TechBrief
PB  - Federal Highway Administration
TI  - Safety Effectiveness of the HAWK Pedestrian Crossing Treatment
PY  - 2010/06
SP  - 8p
AB  - The city of Tucson, Arizona, developed the High intensity Activated crossWalK (HAWK) pedestrian crossing beacon in the late 1990s to assist in pedestrian crossings, especially at major arterials with minor street intersections. Previous research found driver yielding percentages above 95 percent for the HAWK treatment, even on major streets with multiple lanes or higher speeds. Because of the limited number of treatments with high yielding rates for major arterials, the Federal Highway Administration (FHWA) sponsored this current study to evaluate the safety effectiveness of the HAWK device. This TechBrief provides a summary of the research findings, while the corresponding main technical report (FHWA-HRT- 10-042) provides additional details.
KW  - Arterial highways
KW  - Before and after studies
KW  - Crashes
KW  - Crosswalks
KW  - High intensity activated crosswalk (HAWK)
KW  - Pedestrian activated beacons
KW  - Pedestrian-vehicle crashes
KW  - Unsignalized intersections
UR  - http://www.fhwa.dot.gov/publications/research/safety/10045/10045.pdf
UR  - https://trid.trb.org/view/981979
ER  - 

TY  - RPRT
AN  - 01220485
AU  - Houston, Nancy
AU  - Wiegmann, John
AU  - Marshall, Robin
AU  - Kandarpa, Ram
AU  - Korsak, John
AU  - Baldwin, Craig
AU  - Sangillo, Jeff
AU  - Knisely, Susan
AU  - Graham, Kevin
AU  - Easton, Andrea Vann
AU  - Booz Allen Hamilton
AU  - HNTB Corporation
AU  - Federal Highway Administration
TI  - Information Sharing Guidebook for Transportation Management Centers, Emergency Operations Centers, and Fusion Centers
PY  - 2010/06//Final Report
SP  - 144p
AB  - This guidebook provides an overview of the mission and functions of transportation management centers, emergency operations centers, and fusion centers. The guidebook focuses on the types of information these centers produce and manage and how the sharing of such information among the centers can be beneficial to both the day-to-day and emergency operations of all the centers. Challenges exist to the ability to share information, and the guidebook addresses these challenges and options for handling them. The guidebook also provides some lessons learned and best practices identified from a literature search and interviews/site visits with center operators.
KW  - Data fusion
KW  - Data sharing
KW  - Disasters and emergency operations
KW  - Guidelines
KW  - Traffic control centers
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop09003/tmc_eoc_guidebook.pdf
UR  - https://trid.trb.org/view/980782
ER  - 

TY  - RPRT
AN  - 01208063
AU  - Miller, Sheryl
AU  - Kennedy, Jason F
AU  - Molino, John
AU  - Emo, Amanda
AU  - Rousseau, Gabriel
AU  - Tan, Carol
AU  - Do, Ann
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - Operating Characteristics of the Segway™ Human Transporter
PY  - 2010/06//F
SP  - 68p
AB  - The objective of this research was to examine the operating characteristics of the Segway™ Human Transporter (HT). This final report provides empirical data on Segway™ HT acceleration and stopping distance (both planned and unplanned stops) as well as riders approach speed and clearance distance when navigating around obstacles. Such information can support a rational approach to the incorporation of Segway. HT traffic into regulating, planning, designing, and controlling shared-use paths and roadways. The results of the research described here will provide practitioners and policy makers with data to make informed decisions related to the use of Segway™ HTs on shared-use facilities.
KW  - Bicycle travel
KW  - Highway operations
KW  - Pedestrian traffic
KW  - Segway Human Transporter
KW  - Sidewalks
KW  - Stopping distances
KW  - Traffic speed
UR  - http://www.fhwa.dot.gov/publications/research/safety/10025/10025.pdf
UR  - https://trid.trb.org/view/968955
ER  - 

TY  - RPRT
AN  - 01208047
AU  - Bandini, Paola
AU  - Pham, Hung V
AU  - New Mexico State University, Las Cruces
AU  - New Mexico Department of Transportation
AU  - Federal Highway Administration
TI  - Transition from Manual to Automatic Rutting Measurements: Effect on Pavement Serviceability Index Values
PY  - 2010/06
SP  - 142p
AB  - The Pavement Serviceability Index (PSI) is used by New Mexico Department of Transportation (NMDOT) to express the serviceability level of a pavement section at the network level. The PSI is calculated with distress ratings (including rutting) and roughness data. Currently, rut depth data collected with two NMDOT-owned 3-point profilometers are not used as an input in the calculation of PSI values. The main goal of this project was to develop and recommend a procedure to substitute automated rut depth for rutting ratings from manual surveys. For planning and reporting purposes, it is important for NMDOT to maintain the consistency of the methods and data used to calculate PSI values and to document any change implemented so that comparisons of current and past conditions and performance evaluations of the network can be made. The transition from using manual survey ratings to automated rut depth measurements should introduce the smallest possible difference in the calculated PSI values and the overall condition rating of the highway network. Three procedures or approaches are presented and discussed. Regression analyses were applied to the rut depth and PSI data. Recommended Approach A proposed preserving the current PSI formulation and factors and converting the automated rut depth data into equivalent rutting ratings. Alternative Approach B proposed minor modifications to the PSI formulation. A third approach (Approach C) was considered and evaluated, but was not recommended. Results of the statistical tests performed on the data and results are also presented. The ratings from manual surveys and automated rut depth data were compared with detailed measurements of transverse profiles to evaluate the data from these two methods. This report includes an implementation plan for the recommended and alternative approaches.
KW  - Automation
KW  - Measurement
KW  - Profilometers
KW  - Regression analysis
KW  - Roughness
KW  - Rutting
KW  - Serviceability Index
UR  - http://dot.state.nm.us/content/dam/nmdot/Research/NM08SAF-02%20RUTTING%20FINAL%20REPORT%20DISTRIBUTE%208-2010.pdf
UR  - http://ntl.bts.gov/lib/34000/34300/34359/NM08SAF-02_RUTTING_FINAL_REPORT_DISTRIBUTE_8-2010.pdf
UR  - https://trid.trb.org/view/968879
ER  - 

TY  - RPRT
AN  - 01206857
AU  - Sargand, Shad
AU  - Figueroa, J Ludwig
AU  - Ohio University, Athens
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Monitoring and Modeling of Pavement Response and Performance. Task A: Ohio
PY  - 2010/06//Technical Report
SP  - 175p
AB  - Over the years, the Ohio Department of Transportation has constructed several pavements with a range of designs and materials to study and improve overall statewide performance. These pavements require constant monitoring to determine how they perform over time and what mechanisms are at work to cause distress. One major effort was the DEL-23 Test Road where 40 asphalt concrete (AC) and portland cement concrete (PCC) test sections in the SPS-1, SPS-2, SPS-8 and SPS-9 experiments were constructed for the Strategic Highway Research Program (SHRP). While many sections have been replaced, many other sections remain in service. These remaining sections and seven PCC replacement sections need to be evaluated periodically. Perpetual AC pavement and long lasting PCC pavements were constructed on US-30 in Wayne County to compare the performance of these new designs and to reduce maintenance and the associated traffic delays. ATH-33 was a rigid pavement constructed in Nelsonville using blast furnace slag and fly ash as a partial replacement for cement. Sections with these materials were also cured with membrane and wet burlap to observe any differences in performance. ATH-50 was a rigid pavement with ground granulated blast furnace slag added to the concrete. A few stainless steel tube dowel bars filled with concrete and a few fiberglass dowel bars were installed and compared with standard epoxy coated steel dowel bars. LOG-33 was an AC pavement containing six different bases to determine their effect on performance. MEG-33 was a PCC pavement constructed partially on a clay subgrade and partially on a sandy subgrade. Some of the joints in both sections were sealed and some were unsealed to set up a test matrix of joint sealing and subgrade type. Various testing was performed at these sites, but the most common types of testing were falling weight deflectometer (FWD) and controlled vehicle testing with loaded dump trucks to measure responses to dynamic loading.
KW  - Asphalt concrete pavements
KW  - Concrete pavements
KW  - Dynamic loads
KW  - Falling weight deflectometers
KW  - Flexible pavements
KW  - Ohio
KW  - Pavement design
KW  - Pavement performance
KW  - Perpetual pavements
KW  - Rigid pavements
KW  - Special Pavement Sections (LTPP)
KW  - Strategic Highway Research Program
KW  - Test sections
UR  - http://worldcat.org/oclc/664559757/viewonline
UR  - http://ntl.bts.gov/lib/34000/34000/34079/134287_FR.pdf
UR  - https://trid.trb.org/view/968062
ER  - 

TY  - RPRT
AN  - 01173899
AU  - Russell, Mark
AU  - Uhlmeyer, Jeff S
AU  - Sexton, Tim
AU  - Weston, Jim
AU  - Baker, Tom
AU  - Washington State Department of Transportation
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
PY  - 2010/06//Post-Construction and Performance Report
SP  - 56p
AB  - This experimental project is being conducted as a part of WSDOT’s effort to produce pavements that reduce the noise generated at the tire/pavement interface. Experimental sections of open-graded friction courses were built using asphalt rubber and SBS modified binders. A section of conventional Class ½ inch hot mix asphalt (HMA) serves as the control section for the two experimental sections. Sound intensity measurements were conducted using the On Board Sound Intensity (OBSI) method after construction. The most recent OBSI readings taken in December of 2009 indicated that the open-graded asphalt rubber and SBS modified sections were 3.5 to 2.0 decibels, respectively, quieter than the Class ½ inch HMA control section. This experimental evaluation will continue for the useful life of the pavement or a minimum of five years.
KW  - Asphalt rubber
KW  - Bituminous binders
KW  - Friction course
KW  - Measurement
KW  - Noise control
KW  - Onboard equipment
KW  - Open graded aggregates
KW  - Pavement performance
KW  - Rolling contact
KW  - Sound intensity
KW  - Styrene butadiene styrene
KW  - Tire/pavement noise
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/749.1.pdf
UR  - https://trid.trb.org/view/927762
ER  - 

TY  - RPRT
AN  - 01173869
AU  - Wang, Linbing
AU  - Druta, Cristian
AU  - Lane, D Stephen
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Methods for Assessing the Polishing Characteristics of Coarse Aggregates for
Use in Pavement Surface Layers
PY  - 2010/06//Final Contract Report
SP  - 47p
AB  - The predominant aggregate resources located in the western parts of Virginia are carbonate rocks. The mineral components of these rocks tend to be relatively soft and subject to abrasive wear under traffic that leads to a fairly rapid smoothing of the aggregate surface and the surface of pavements containing them. This smoothing or polishing leads to a loss of surface friction and thus skid resistance of the pavement, creating potential safety issues. As a consequence, surface courses of pavements are constructed with nonpolishing aggregates, which in the western districts can mean lengthy transport of materials. With rising economic and environmental costs associated with transportation, increasing the use of locally available materials through improved methods to discern subtle differences in polishing tendencies or blending of polishing with nonpolishing aggregates could translate into significant cost savings. In this study, a suite of carbonate aggregates suspected to show a range of polishing characteristics based on previous studies was selected for evaluation along with several sources currently used as nonpolishing aggregates. The aggregates were examined petrographically, and the carbonate sources were tested for insoluble residue and subjected to a dilute acid etch to form the basis for a tentative classification of polishing susceptibility. The aggregates were tested in the Micro-Deval apparatus using both the standard procedure for coarse aggregates and a cyclical A/P procedure with silica sand devised for this study to examine how the various aggregate types responded when subjected to various degrees of wearing under similar conditions. Following abrasion cycles, 2-D digital aggregate images were obtained and analyzed using specialized software to assess their morphological properties with emphasis on angularity and surface texture. These properties were assessed before and after abrasion to determine the degree and rate of change in surface texture as well as the texture distribution within an aggregate sample. In addition, pictures were taken of the exposed surfaces of three experimental pavement sections in the Virginia Department of Transportation’s Bristol District containing carbonate rock as the fine aggregate blended with nonpolishing coarse aggregate to visually assess the effect of traffic in the last 3 years. The carbonate rocks evaluated could be grouped according to polishing and wear tendency based on petrographic characteristics and mass loss in the Micro-Deval tests. Although visual distinctions could be discerned, these differences were not identified statistically by the image analysis program, but factors affecting the program were identified. A second phase of work is proposed that focuses on developing an accelerated pavement wearing protocol for assessing polishing tendencies and evaluating various mixtures of carbonate and nonpolishing aggregates.
KW  - Aggregates
KW  - Carbonate rocks
KW  - Coarse aggregates
KW  - Pavement design
KW  - Polishing (Aggregates)
KW  - Skid resistance
KW  - Surface course (Pavements)
KW  - Wearing course (Pavements)
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-cr7.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37808/10-cr7.pdf
UR  - https://trid.trb.org/view/927802
ER  - 

TY  - RPRT
AN  - 01173863
AU  - Russell, Mark
AU  - Uhlmeyer, Jeff S
AU  - DeVol, Joe
AU  - Johnson, Chris
AU  - Weston, Jim
AU  - Washington State Department of Transportation
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Hot In-Place Recycle
PY  - 2010/06//Post-Construction Report
SP  - 78p
AB  - This report documents the construction of hot in-place recycled (HIPR) pavement on SR 542. HIPR is a process by which rehabilitation of the existing HMA pavement occurs on site in one operation. HIPR project selection, mix design, construction and testing are described. The HIPR process successfully rehabilitated the pavement on SR 542 while using less new material than a traditional HMA mill and fill. HIPR was found to reduce initial project cost and traffic disruptions were less than HMA paving. This project will be evaluated for five years at which time a final report documenting the HIPR performance will be produced.
KW  - Hot in-place recycling
KW  - Hot mix asphalt
KW  - Recycled materials
KW  - Rehabilitation (Maintenance)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/738.1.pdf
UR  - https://trid.trb.org/view/927765
ER  - 

TY  - RPRT
AN  - 01173829
AU  - Fox, Patrick J
AU  - Wu, T H
AU  - Trenner, Brian
AU  - Ohio State University, Columbus
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Bio-Engineering for Land Stabilization
PY  - 2010/06
SP  - 499p
AB  - A large number of slopes and embankments throughout Ohio are experiencing shallow slope failures and/or erosion problems. The aim of this study is to identify bioengineering methods to address the Ohio Department of Transportation’s (ODOT’s) slope stabilization needs in response to these occurrences. Bioengineering is an ecologically, and often economically, attractive alternative to conventional slope stabilization techniques. The objectives of this research are: 1) to identify important factors that control success or failure of bioengineering methods, 2) to develop installation techniques and designs for successful application of bioengineering methods, and 3) to provide thorough documentation to aid in the development of future design guides for bioengineering work for ODOT. Three field installations were conducted and monitored at demonstration sites located in Muskingum, Logan and Union Counties. Results indicate that biostabilization methods can be effective for the stabilization of shallow (less than 3 – 4 ft.) slides if vegetation can be established. Establishment of vegetation is dependent on local soil and climate conditions, especially during the first growing season after installation. The use of instrumentation (tensiometers, piezometers) can be effective in predicting vegetation survivability. Side-by-side panel comparisons indicated that varying installation techniques do not affect the survivability of live willow poles. The cost of bioengineering stabilization, if properly planned and implemented, is expected to be approximately 25% less than that of conventional methods.
KW  - Bioengineering
KW  - Embankments
KW  - Instrumentation
KW  - Slope stability
KW  - Soil stabilization
KW  - Vegetation
UR  - http://worldcat.org/arcviewer/3/OHI/2010/09/20/H1284992765368/viewer/file1.pdf
UR  - https://trid.trb.org/view/934338
ER  - 

TY  - RPRT
AN  - 01173823
AU  - Quinley, Rich
AU  - Transtec Group, Incorporated
AU  - Federal Highway Administration
TI  - WIM Data Analyst’s Manual
PY  - 2010/06//Technical Manual
SP  - 186p
AB  - This manual provides information and recommended procedures to be utilized by an agency’s Weigh-in-Motion (WIM) Office Data Analyst to perform validation and quality control (QC) checks of WIM traffic data. This manual focuses on data generated by WIM systems that have the capability to produce high quality data. Many of the recommended data QC procedures are dependent upon data containing wheel loads (in conformance with the Type I WIM system requirements of ASTM E 1318). This manual has been developed to ensure that high quality WIM data is collected and used to produce reliable and representative load spectra for input into the Mechanistic-Empirical Pavement Design Guide (M-E PDG) software resulting in reliable and predictable pavement designs. While this is the primary use, there are many other uses including performing checks on data generated by systems that produce only axle load data.
KW  - Data collection
KW  - Data quality
KW  - Manuals
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement design
KW  - Quality control
KW  - Traffic data
KW  - Weigh in motion
KW  - Wheel loads
UR  - http://www.fhwa.dot.gov/pavement/wim/pubs/if10018/if10018.pdf
UR  - https://trid.trb.org/view/927799
ER  - 

TY  - RPRT
AN  - 01172520
AU  - Garber, Nicholas J
AU  - Haas, Phillip R
AU  - Gosse, Conrad
AU  - University of Virginia, Charlottesville
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Safety Performance Functions for Two-Lane Roads Maintained by the Virginia Department of Transportation
PY  - 2010/06//Final Report
SP  - 64p
AB  - In recent years, significant effort and money have been invested to enhance highway safety. As available funds decrease, the allocation of resources for safety improvement projects must yield the maximum possible return on investment. Identifying highway locations that have the highest potential for crash reduction with the implementation of effective safety countermeasures is therefore an important first step in achieving the maximum return on safety investment. This study was undertaken to develop safety performance functions (SPFs) for use in Virginia in conjunction with SafetyAnalyst™, a computerized analytical tool that can be used for prioritizing safety projects. A safety performance function is a mathematical relationship (model) between frequency of crashes by severity and the most significant causal factors of crashes for a specific type of road. Although the SafetyAnalyst User’s Manual recommends four SPFs for two-lane segments, these SPFs were developed using data from Ohio. Because the transferability of these SPFs to other states could not be guaranteed by the developers of the four recommended SPFs, it is necessary to calibrate or develop valid SPFs for each state using appropriate data from the state. In this study, annual average daily traffic (AADT) was used as the most significant causal factor for crashes, emulating the SPFs currently suggested by SafetyAnalyst. SPFs for two-lane roads in Virginia were developed for total crashes and combined fatal plus injury crashes through generalized linear modeling using a negative binomial distribution for the crashes. Models were developed for urban and rural areas separately, and in order to account for the different topographies in Virginia, SPFs were also separately developed for three regions in Virginia. A total of 139,635 sites were identified for use in this study. Each site is a segment of a rural or urban two-lane road without an intersection for which AADT data were available for the years 2003 through 2007 inclusive and no change in facility type had occurred over that period. A comparative analysis based on the Freeman-Tukey R² coefficient was then conducted between the relevant Ohio SPFs suggested for use in the SafetyAnalyst User’s Manual and those specifically developed in this study for Virginia to determine which set of models better fit the Virginia data. In general, the results indicated that the SPFs specifically developed for Virginia fit the Virginia data better. The final step in this methodology was to illustrate the value of SPFs developed through an analysis of sample sites and the need of the sites for safety improvement based on SPFs as compared to crash rates. The results indicated that prioritization using the empirical Bayes method that incorporates the SPFs resulted in a higher potential for reduction in crashes than did prioritization using crash rates. The effective use of SafetyAnalyst will facilitate the identification of sites with a high potential for safety improvement, which, in turn, with the implementation of appropriate safety improvements, will result in a considerable reduction in crashes and their severity.
KW  - Annual average daily traffic
KW  - Calibration
KW  - Empirical Bayes method
KW  - Highway safety
KW  - Rural areas
KW  - Safety performance functions
KW  - SafetyAnalyst (Software)
KW  - Strategic planning
KW  - Two lane highways
KW  - Urban areas
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r25.pdf
UR  - https://trid.trb.org/view/933278
ER  - 

TY  - RPRT
AN  - 01172519
AU  - Katicha, Samer W
AU  - Izeppi, Edgar de Leon
AU  - Flintsch, Gerardo W
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Multivariate Volumetric Specifications and Dynamic Modulus as a Quality Measure for Asphalt Concrete Materials
PY  - 2010/06//Final Contract Report
SP  - 52p
AB  - The Virginia Department of Transportation (VDOT) has worked toward end-result specifications (ERSs) in asphalt concrete since the mid-1960s. As stated by Hughes et al. (2007), true ERSs can lead to a reduction in VDOT’s overall inspection force resulting in considerable savings and allow for the reallocation of inspection resources to key construction and placement processes that cannot be measured upon delivery (e.g., joint tacking and construction platform preparation). The latest efforts toward this end were conducted by Hughes et al. (2007) who suggested expanding the quality measures for asphalt concrete acceptance to include the asphalt concrete volumetric properties of voids in total mix (VTM) and voids in mineral aggregates (VMA), along with the already used asphalt content (AC) and gradation. This report builds on that and further investigates, through the use of the asphalt concrete dynamic modulus, how performance-related ERSs can be introduced into a quality assurance (QA) plan. Specifically, the report 1) documents the current variability of VTM, VMA, and AC; 2) explores different QA specification plans; and 3) develops and applies a method to predict asphalt concrete rutting performance from asphalt concrete dynamic modulus test results using the mechanistic-empirical pavement design guide (MEPDG). Contractor volumetric test results (for the years 2006 through 2008) for VTM, VMA, and AC were obtained from VDOT’s central database for production asphalt concrete. Statistical measures of mean, variance and covariance were calculated. The experimental distribution of test results for each of the three volumetric measures was obtained and compared to the normal (Gaussian) distribution. This research used these data and exploratory analysis to present alternative QA plans, which ranged from a simple univariate plan to a multivariate percent within limits (PWL) plan. The choice of a specific plan to implement depends, among other criteria, on the variable—more specifically on the correlation between these variables—that are included as part of this plan. The PWL method for “uncorrelated” variables (in this case VTM and AC) is recommended as it presents a sound statistical approach that avoids the complexities that result from incorporating correlated variables. With advances in mechanistic-empirical pavement design methods (specifically the new MEPDG), a framework for performance-related ERSs is now available. The dynamic modulus as a function of temperature and frequency is the main asphalt concrete material input property in the MEPDG. It has significant influence on distress prediction, which makes it a quality candidate test for performance-related ERSs. A principal technical barrier to using the dynamic modulus test is the time required to perform the test temperature sweep. To address this obstacle, this report presents a method to reduce the required number of tests to characterize asphalt concrete rutting characteristics. It demonstrates that a single dynamic modulus test is sufficient to estimate asphalt concrete rutting potential as calculated by the MEPDG. This is an initial step towards using the dynamic modulus in performance-related ERSs. However, actual implementation still depends on broader acceptance and use of the dynamic modulus testing equipment and procedures, as well as the proper calibration of the MEPDG distress models to reflect observed field performance. If and when this is accomplished, the method can be extended to fatigue cracking.
KW  - Aggregate gradation
KW  - Air voids
KW  - Asphalt concrete
KW  - Asphalt content
KW  - Dynamic modulus of elasticity
KW  - End result specifications
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Percent within limits
KW  - Quality assurance
KW  - Rutting
KW  - Specifications
KW  - Voids in mineral aggregate
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-cr8.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37807/10-cr8.pdf
UR  - https://trid.trb.org/view/933257
ER  - 

TY  - RPRT
AN  - 01172518
AU  - Fitch, G Michael
AU  - Roosevelt, Daniel S
AU  - Moruza, Audrey K
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Determining the Maintenance Superintendent and Facility Needs for Residencies in the Virginia Department of Transportation
PY  - 2010/06//Final Report
SP  - 33p
AB  - In the spring of 2007, the Virginia Department of Transportation (VDOT) began the process of reducing the number of superintendents and facilities dedicated to ordinary maintenance tasks. The need to downsize was the direct result of the requirement in House Bill 667 passed by the Virginia General Assembly in the 2006 session to outsource all normal interstate maintenance. The purpose of this study was to develop a procedure to assist VDOT in determining the number of superintendents needed to oversee and manage maintenance in each residency and the number of facilities needed to support their maintenance operations. Current superintendent (Transportation Operations Manager II)) workloads were quantified and calculated for each VDOT residency based on a limited number of workload parameters and a workload boundary representing the maximum observed workload for any combination of the parameters. Reductions in the number of superintendent positions were then made without exceeding the maximum current workloads for residencies. Deicing chemical storage capacity and maximum travel time to residency limits were determined to be the factors related to the number of necessary facilities. The minimum number of facilities to be retained by each residency was determined using residency-specific data related to these two factors. The procedure for determining the appropriate number of area headquarters superintendents and maintenance facilities was presented to and accepted by Virginia’s Commonwealth Transportation Board in the fall of 2006. Reductions in the numbers of superintendent positions and facilities began taking place in the spring of 2007. Beginning with 213 superintendents at 207 maintenance area headquarters (AHQ) in 2006, the study presented in this report recommended a reduction of 35 superintendents, whereas the final plan issued by VDOT in 2007 called for a reduction of 32 superintendents. Similarly, the study presented here recommended a reduction of 35 AHQ facilities, whereas the final plan issued by VDOT called for a reduction of 31 AHQ facilities. The decisions leading to the differences between the recommended and effected reductions in superintendents and AHQ facilities, resulted from both public comment and internal VDOT comment and are beyond the scope of this study.
KW  - Downsizing
KW  - Maintenance facilities
KW  - Maintenance personnel
KW  - Managerial personnel
KW  - Supervisors
KW  - Virginia Department of Transportation
KW  - Workload
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r9.pdf
UR  - https://trid.trb.org/view/933267
ER  - 

TY  - RPRT
AN  - 01172517
AU  - Izeppi, Edgar de Leon
AU  - Flintsch, Gerardo W
AU  - McGhee, Kevin K
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Field Performance of High Friction Surfaces
PY  - 2010/06//Final Contract Report
SP  - 32p
AB  - This report describes an evaluation of high friction surface (HFS) systems. The goal of this evaluation was to develop guidance for agencies when considering whether an HFS was an appropriate solution when addressing specific instances of low skid resistance and/or especially high friction demand. HFS systems are specially designed thin surface treatments that provide significant additional skid resistance of pavements and bridge decks without significantly affecting other qualities of the surface such as noise, ride quality, or durability. This report documents the location and climatic conditions where some of these systems are placed, recounts the experiences reported by the agencies that were responsible for their placement, and summarizes key HFS service-level indicators (friction and texture). The agency experiences include a sample benefit-cost analysis from an installation in Wisconsin that justified an HFS application through crash reductions that resulted following the measured increase in skid resistance. Analysis of the service-level indicators included development of the coefficients necessary to obtain the International Friction Index (IFI) values for each of the tested systems. Review of the IFI values suggested that more experiments with different types of wearing surfaces, to include HFS systems as well as more conventional surface treatments, are necessary in order to demonstrate the validity of the speed gradient and friction coefficients recommended by the ASTM standard for the IFI.
KW  - Benefit cost analysis
KW  - Bridge decks
KW  - Climate
KW  - Friction
KW  - Friction course
KW  - International Friction Index
KW  - Pavements
KW  - Skid resistance
KW  - Surface course (Pavements)
KW  - Texture
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-cr6.pdf
UR  - https://trid.trb.org/view/933253
ER  - 

TY  - RPRT
AN  - 01172516
AU  - Miller, John S
AU  - Garber, Nicholas J
AU  - Korukonda, Santhosh K
AU  - University of Virginia, Charlottesville
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Causal Factors for Intersection Crashes in Northern Virginia
PY  - 2010/06//Final Report
SP  - 63p
AB  - Intersection crashes cost the nation more than $40 billion annually, account for more than one-fifth of all highway crash fatalities nationally, and totaled almost 75,000 in the Virginia Department of Transportation’s (VDOT's) Northern Virginia District for the period 2001 through 2006. Although VDOT maintains several databases containing more than 170 data elements with detailed crash, driver, and roadway attributes, it was not clear to users of these databases how these data elements could be used to identify causal factors for these intersection crashes for two reasons: (1) the quality of some of the data elements was imperfect, and (2) and random variation is inherent in crashes. This study developed an approach to address these two issues. To address the first issue, the completeness and accuracy of the 179 data elements that comprise the VDOT CRASHDATA database were assessed. For the 76 data elements for which the quality of the data was imperfect, eight rules for using these elements were developed. The rules indicate which data elements should be used in certain circumstances; which data elements are incomplete; and how to manipulate the data for certain applications. To address the second issue, classification trees and crash estimation models (CEMs) were developed. The trees showed that specific causal factors, such as the approach alignment or surface condition, successfully indicate whether a given crash was a rear-end or angle crash. By extension, the trees suggested that intersection crashes were not purely random. Accordingly, it was feasible to develop CEMs that for 17 intersection classes predicted the number of crashes for a 1-year period for four crash types: rear-end, angle, injury, and total. The 68 CEMs showed deviance-based pseudo R-square values between 0.07 and 0.74, suggesting that the causal factors explained some, but not all, of the variation in intersection crashes. The CEMs varied by intersection class. Two actions with regard to crash data analysis may be taken as detailed in this report. First, the eight crash data quality rules developed in this study should be considered for use on a case-by-case basis for studies requiring intersection crash data. Second, when they are collected at the crash scene, the variables that successfully classified rear-end and angle crashes may be given increased attention such that every effort is made to ensure these data elements are accurately recorded.
KW  - Crash causes
KW  - Crash data
KW  - Crashes
KW  - Data quality
KW  - Intersections
KW  - Mathematical models
KW  - Northern Virginia
KW  - Safety management
KW  - Trees (Mathematics)
UR  - http://vtrc.virginiadot.org/PUBDetails.aspx?Id=298127
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r22.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37810/10-r22.pdf
UR  - https://trid.trb.org/view/933269
ER  - 

TY  - RPRT
AN  - 01172514
AU  - Kastenhofer, Ilona O
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - An Examination of Practices for Retrofitting Existing Roads with Sidewalks in the United States
PY  - 2010/06//Final Report
SP  - 34p
AB  - In Virginia, as in the United States, many roads were built without sidewalks. With steadily increasing efforts to develop a more balanced, multimodal transportation system, missing sidewalks pose a unique connectivity issue. Although the Virginia Department of Transportation (VDOT) Policy for Integrating Bicycle and Pedestrian Accommodations allows for the construction of bicycle and pedestrian facilities separate from highway construction, it does not specifically address the issue of missing sidewalks. The purpose of this study was to identify and examine current practices relating to retrofitting existing roads with sidewalks in order to provide VDOT with guidance on addressing the issue of missing sidewalks in its transportation system. Three tasks were performed to achieve the study objectives. First, a literature review was conducted to identify material that addressed issues relating to retrofitting existing roads with sidewalks. Second, VDOT’s current practices were documented and reviewed based on a survey and interviews of district staff. Third, the practices of state departments of transportation (DOTs) and selected localities were identified based on a survey of the DOT and locality representatives, the literature review, and a search of agency websites. With regard to the literature review, no publication focusing on the topic of missing sidewalks was found. Most of the literature was focused on accommodations for pedestrians along newly constructed roads and on operational issues for existing pedestrian facilities. With regard to VDOT’s current practices, VDOT has no current policy to construct missing sidewalks. No VDOT district has an inventory of sidewalks or missing sidewalks or any “wish-list” for sidewalk connections. Further, there is no prioritization method should more requests for sidewalk connections be received than is possible to accommodate. Although VDOT has completed a limited number of projects to provide missing sidewalks, there is no dedicated funding source to address future requests. Most state DOTs are similar to VDOT in not having a program to construct missing sidewalks. Experiences of localities across the United States show successful sidewalk retrofit programs, which focus on targeted areas with high pedestrian activity. The study recommends that VDOT develop guidelines for identifying, prioritizing, and constructing missing sidewalks. Such guidelines are expected to provide guidance relating to identifying high-priority targeted areas for constructing missing sidewalks, prioritizing needed projects, and identifying funding options.
KW  - Guidelines
KW  - Literature reviews
KW  - Policy
KW  - Retrofitting
KW  - Sidewalks
KW  - State of the practice
KW  - Surveys
KW  - United States
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r4.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37811/10-r4.pdf
UR  - https://trid.trb.org/view/933261
ER  - 

TY  - RPRT
AN  - 01165362
AU  - Sillars, David N
AU  - Scholz, Todd
AU  - Hallowell, Matt
AU  - Oregon State University, Corvallis
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Analysis of QA Procedures at the Oregon Department of Transportation
PY  - 2010/06//Final Report
SP  - 130p
AB  - This research explored the Oregon Department of Transportation (ODOT) practice of Independent Assurance (IA), for validation of the contractor’s test methods, and Verification, for validation of the contractor’s Quality Control (QC) data. The intent of the project was to discover whether adjusted or additional processes for comparison between ODOT’s test results and the contractor’s test results may be available to improve confidence regarding whether the contractor’s test results are reliable. It was found that ODOT utilizes a combination IA/Verification process that uses the comparison of single results for its IA and Verification decisions. Based on statistical principles, published literature, FHWA guidance, and a small case study, recommendations were made that ODOT establish the breadth of systematic testing bias and that the IA and Verification processes be enhanced to include statistically-based comparison tests, including the often-used t-test and F-test.
KW  - Contractors
KW  - Independent assurance
KW  - Oregon Department of Transportation
KW  - Quality assurance
KW  - Quality control
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/QA-QC.pdf
UR  - https://trid.trb.org/view/925074
ER  - 

TY  - RPRT
AN  - 01164860
AU  - Battaglia, Irene K
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Concrete Inlay for Continuously Reinforced Concrete Pavement Rehabilitation
PY  - 2010/06//Final Report
SP  - 17p
AB  - In 1996, the Wisconsin Department of Transportation (WisDOT) constructed a concrete inlay test section on I‐43 in Manitowoc County. The existing pavement was continuously reinforced concrete pavement (CRCP) constructed in 1978 and was badly deteriorated with punch‐outs. In the area of the 2777‐ft test section, the existing pavement was removed, the foundation was replaced with a drained system, and an 11‐in. jointed plain concrete pavement (JPCP) concrete inlay was constructed. The remainder of the project, including a control section, received CRCP patching and a hot mix asphalt (HMA) overlay ranging in thickness from 3 to 6 in. The pavement was evaluated after 14 years in service. The concrete inlay was in excellent condition. Only isolated slab cracking was noted. The 6‐in. HMA overlay control section had more distresses, most notably transverse cracking. The Pavement Distress Index (PDI) values for the test and control sections were 7 and 43, respectively. A series of life cycle cost analyses (LCCAs) using 1996 construction costs showed that the HMA overlay rehabilitation alternative was more cost‐effective than concrete inlay. Because it is not the most cost‐effective large‐scale pavement rehabilitation alternative, concrete inlay is not recommended for routine use on Wisconsin roadways.
KW  - Bituminous overlays
KW  - Continuously reinforced concrete pavements
KW  - Cost effectiveness
KW  - Jointed plain concrete pavements
KW  - Life cycle costing
KW  - Manitowoc County (Wisconsin)
KW  - Pavement Distress Index
KW  - Rehabilitation (Maintenance)
KW  - Transverse cracking
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/fep-04-10concreteinlay.pdf
UR  - http://ntl.bts.gov/lib/33000/33500/33597/fep-04-10concreteinlay.pdf
UR  - https://trid.trb.org/view/925747
ER  - 

TY  - RPRT
AN  - 01164067
AU  - Durham, Stephan A
AU  - Cavaliero, Robert W
AU  - University of Colorado, Denver
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of CDOT Specifications for Class H and HT Crack Resistant Concrete
PY  - 2010/06//Final Report
SP  - 200p
AB  - This study examined the performance of concrete mixtures designed to increase cracking resistance for Colorado bridge decks. The current Colorado Department of Transportation Class H and HT concrete mixtures and nine other mixtures were investigated to aid in the development of a more crack resistant concrete specification. A total of eleven concrete mixtures were designed, batched, and tested for their fresh and hardened concrete performance. Specifically, the designs differed by type of cement, water cement ratio (w/cm), cement content, supplementary cementitious materials (SCMs), use of chemical admixtures, and aggregate type. Compressive strength, permeability, freeze-thaw resistance, and restrained shrinkage cracking were evaluated and documented in this report. Lower w/cm resulted in high early compressive strengths and rates of strength and strain development. Increasing the w/cm to 0.44 and Class F fly ash replacement levels up to 30% was beneficial in controlling strength gain. A low cement content mixture with increased w/cm and fly ash replacement proved to be beneficial. When SCMs were not utilized, a low cement content of 6.0 bags was beneficial. When SCMs were used, increased cement content helped to maintain the same properties. Type G, coarse-ground cement was beneficial to strain and strength at the higher w/cm of 0.42 and low cementitious materials content. At a lower w/cm of 0.38, the mixture behaved similarly to the control mixture fabricated using Type II cement, developing strain and strength at an average rate. A high dosage rate of a shrinkage reducing admixture was extremely beneficial in controlling both the development rate and ultimate strain of the mixture, while maintaining adequate development of ultimate strength at all ages. An average dosage rate of a set retarder only retarded the initial strength development slightly. After 1 day of age, the development of strength and strain was substantially increased. Although the concrete containing the set retarder reached higher compressive strengths more quickly than anticipated, the concrete did not crack in the AASHTO PP34 test and was moderately durable. To implement this research: increase maximum allowable w/cm from 0.42 to 0.44; increase maximum allowable cement replacement with Class F fly ash from 20-30%; allow the use of cement replacement with ground-granulated blast furnace slag up to 50%; incorporate the use of a shrinkage reducing admixture at high dosage rates; incorporate the use of a set retarder admixture at average dosage rates; and decrease cementitious content to 564 lb/cy when SCMs are not used.
KW  - Bridge decks
KW  - Cement content
KW  - Compressive strength
KW  - Concrete
KW  - Cracking
KW  - Fly ash
KW  - Granulated slag
KW  - Mix design
KW  - Retarders (Concrete)
KW  - Shrinkage reducing admixtures
KW  - Specifications
KW  - Supplementary cementing materials
KW  - Water cement ratio
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/classhconcrete/at_download/file
UR  - http://ntl.bts.gov/lib/33000/33200/33296/class_h_concrete.pdf
UR  - https://trid.trb.org/view/924730
ER  - 

TY  - RPRT
AN  - 01164066
AU  - Pulley, Alex K
AU  - Baird, Kate
AU  - Felsburg, Holt and Ullevig, Incorporated
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Investigation of Re-Use Options for Used Traction Sand
PY  - 2010/06//Final Report
SP  - 95p
AB  - The Colorado Department of Transportation (CDOT) uses approximately 24,000 tons of traction sand annually, especially in mountain locations. Once traction sand is applied, street sweepers reclaim approximately 50% of the sand, which is either stockpiled at a maintenance facility or disposed of in a landfill. The remaining 50% is left on the roadway and can collect in water quality ponds and rivers due to precipitation events. This research project consolidated physical and chemical characterization data on reclaimed traction sand from multiple mountainous areas in Colorado. The Principal Investigator determined that heavy metal contamination in the reclaimed sand is within naturally occurring levels and does not pose a risk to human health through the comparison to natural background and risk-based soil values. Additional volatile organic compounds and semi-volatile organic compound characterization sampling is required for the Colorado Department of Public Health and Environment (CDPHE) to approve beneficial re-uses. A simple bench-scale composting test was conducted to determine if elevated petroleum levels could be reduced through natural bioremediation. These results indicated that the simple actions did not reduce the levels to below regulatory levels. A market analysis and cost-benefit analysis demonstrated that an aggregate material that meets CDOT specifications could be prepared at a reasonable cost by combining the reclaimed materials with a coarse aggregate supplement. Prior to the use of any salvaged traction sand material, federal and state regulations require that the material be approved by the CDPHE.
KW  - Benefit cost analysis
KW  - Colorado
KW  - Market analysis
KW  - Mountain roads
KW  - Recycling
KW  - Sand
KW  - Traction
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/tractionsand/view
UR  - http://ntl.bts.gov/lib/33000/33200/33297/traction_sand.pdf
UR  - https://trid.trb.org/view/924736
ER  - 

TY  - RPRT
AN  - 01164065
AU  - Scholz, Todd V
AU  - Darra, Suraj
AU  - Oregon State University, Corvallis
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Density Measurement Verification for Hot Mix Asphalt Concrete Pavement Construction
PY  - 2010/06//Final Report
SP  - 350p
AB  - Oregon Department of Transportation (ODOT) requires a minimum density for the construction of dense-graded hot mix asphalt concrete (HMAC) pavements to ensure the likelihood that the pavement will not experience distresses that reduce the expected service life of the pavement. Currently, the ODOT Standard Specifications call for density measurements for both quality control and quality assurance testing to be made using nuclear density gauges that are calibrated using reference blocks. Hence, acceptance (i.e., purchase) of the HMAC pavement (or portions thereof) relies on the accuracy of the measurements. However, it has been observed that density measurement results using nuclear gauges have been questionable on a number of projects and that repeatability and reproducibility with the same gauge and between gauges have also been unattainable. Further, these observations have called into question the confidence placed in the use of nuclear gauges for determining HMAC pavement density. The overall objective of the project was to recommend a system that accurately quantifies density of dense-graded HMAC pavements. This involved critically evaluating how ODOT currently measures HMAC density, investigating and evaluating what other agencies do to measure HMAC density, and conducting testing and analysis of alternate ways of measuring HMAC density (e.g., by measuring the density of cores). Statistical analyses comparing nuclear gauge measurements to core densities provided convincing evidence that correlation of nuclear gauge measurements to core densities is necessary to ensure accurate results from nuclear gauges. Analyses comparing correlation factors across lifts of pavements constructed under three differing construction scenarios provided strong evidence to suggest correlation factors established for one lift can be used on other lifts under certain constraints. Correlations are recommended for all gauges on each lift and whenever a new mix design is introduced. ODOT should implement use of the CoreLok device for measuring densities of pavement cores and laboratory-prepared specimens as well as further investigate the use of electromagnetic gauges for in-place HMAC density measurement.
KW  - Asphalt concrete
KW  - CoreLok
KW  - Cores (Specimens)
KW  - Correlation analysis
KW  - Dense graded asphalt mixtures
KW  - Density
KW  - Hot mix asphalt
KW  - Nuclear density gages
KW  - Paving
KW  - Quality assurance
KW  - Quality control
KW  - Statistical analysis
UR  - http://ntl.bts.gov/lib/33000/33200/33292/Hot_Mixed_AsphaltCP.pdf
UR  - https://trid.trb.org/view/924646
ER  - 

TY  - RPRT
AN  - 01163737
AU  - Agent, Kenneth R
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Roadway Related Tort Liability and Risk Management
PY  - 2010/06//Final Report
SP  - 179p
AB  - This workbook provides government employees background information related to tort liability and risk management.  Past experience with lawsuits against government entities are summarized.  The reasons for the lawsuits and results are analyzed.  The objective is to provide an understanding of the basis for past claims so the number of future claims and awards can be reduced.  This will result in the ultimate objective of reducing highway crashes.  Based on the results of the data analysis and the review of the background material, recommendations are made for consideration.  Many of the recommendations deal with various types of documentation.
KW  - Crashes
KW  - Kentucky
KW  - Kentucky Transportation Cabinet
KW  - Lawsuits
KW  - Manuals
KW  - Risk management
KW  - State departments of transportation
KW  - Tort liability
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_10_07_SPR_399_10_1F.pdf
UR  - https://trid.trb.org/view/923899
ER  - 

TY  - RPRT
AN  - 01163232
AU  - Knapp, Keith K
AU  - Utecht, Brad
AU  - University of Minnesota, Twin Cities
AU  - Federal Highway Administration
TI  - Application of a Rural Safety Policy Improvement Index (RSPII) Framework
PY  - 2010/06//Final Report
SP  - 67p
AB  - Six legislatively-based safety improvement measures (LSIMs) were proposed for evaluation within a rural safety policy improvement index (RSPII) framework during Phase I of this project. This report documents the step-by-step application of the RSPII framework and its rural roadway crash fatality reduction results for these LSIMs. Several approaches to the framework application were completed for each LSIM and the results compared. It was estimated (based on the selection of one framework outcome for each LSIM) that rural roadway crash fatalities could be reduced by 209 from the primary enforcement of seat belt use, 299 from universal motorcycle helmet use, 322 from the regular application of sobriety checkpoints, 120 from graduated driver licensing program upgrades, 268 from the mandatory ignition interlock installation, and 699 from automated speed enforcement. These estimates cannot be summed, however, because the fatalities impacted by these LSIMs sometimes overlap. The assumptions and generalizations required to overcome challenges to the RSPII framework application will also have an impact on its results. Additional LSIM research is suggested and it is recommended that the estimates in this report be used as a starting point for rural roadway safety discussions and the completion of more accurate individual state RSPII framework applications.
KW  - Alcohol ignition interlock devices
KW  - Automated speed enforcement
KW  - Behavior modification
KW  - Crashes
KW  - Fatalities
KW  - Graduated licensing
KW  - Highway safety
KW  - Motorcycle helmets
KW  - Policy
KW  - Primary enforcement laws
KW  - Rural highways
KW  - Rural travel
KW  - Safety improvement
KW  - Safety index
KW  - Seat belts
KW  - Sobriety checkpoints
UR  - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1392
UR  - https://trid.trb.org/view/923815
ER  - 

TY  - RPRT
AN  - 01162216
AU  - Federal Highway Administration
TI  - I-15 Corridor and local arterial improvements : environmental impact statement
PY  - 2010/06//Volumes held: Draft, Draft Appendix, Final, Final Appendix
KW  - Environmental impact statements
KW  - Nevada
UR  - https://trid.trb.org/view/923202
ER  - 

TY  - RPRT
AN  - 01165273
AU  - Lopez de Murphy, Maria
AU  - Kim, Jubum
AU  - Sang, Zi
AU  - Xiao, Chao
AU  - Pennsylvania State University, University Park
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Determining More Effective Approaches for Grouting Shear Keys of Adjacent Box Beams
PY  - 2010/05/31/Final Report
SP  - 116p
AB  - The objective of this project was to evaluate improved design and construction practices that have the potential to reduce shear key grout failure (cracking) in PennDOT precast box beam bridges.  This objective was met by conducting a state-of-the-practice literature review, numerical parametric studies, and experimental verification tests.  The literature review presented four possible parameters that have the potential to reduce cracking: (1) shear key configuration, (2) grouting material, (3) transverse post-tensioning, and (4) bearing pad details.  Experimental tests of shear key connections were conducted.  Results from these tests were used to validate finite element models of the shear key region.  A grillage analysis of a selected bridge configuration was conducted to determine the maximum live-load effects experienced by the shear key.  A parametric study using finite element analysis showed that a full-depth, epoxy-grouted shear key could significantly reduce the likelihood of cracking.  Moreover, the amount of post-tensioning and the effect of bearing pad at supports also play an important role in reducing the maximum tensile stress and thus cracking.
KW  - Box girders
KW  - Bridge bearing pads
KW  - Bridge construction
KW  - Bridge design
KW  - Cracking
KW  - Epoxides
KW  - Grout
KW  - Grouting
KW  - Posttensioning
KW  - Shear keys
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Improving%20Pennsylvania%20Bridges/Approaches%20for%20Grouting%20Shear%20Keys%20of%20Adjacent%20Box%20Beams.pdf
UR  - http://ntl.bts.gov/lib/33000/33300/33302/Approaches_for_Grouting_Shear_Keys_of_Adjacent_Box_Beams.pdf
UR  - https://trid.trb.org/view/924788
ER  - 

TY  - ABST
AN  - 01463957
TI  - Synthesis of Information Related to Highway Problems. Topic 42-01. Practices and Guidelines for the Incorporation and Use of Geotechnical Information in Design-Build Projects
AB  - The use of the Design-Build alternate delivery method by state agencies for transportation projects is increasing each year. There appears to be significant variability in the current practice regarding the level of geotechnical information provided with bid documents and required after award, the level of geotechnical-related performance testing during construction and the contract provisions related to geotechnical design and construction.
KW  - Best practices
KW  - Construction
KW  - Design build
KW  - Geotechnical engineering
KW  - Guidelines
KW  - Planning and design
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2937
UR  - https://trid.trb.org/view/1232185
ER  - 

TY  - ABST
AN  - 01464074
TI  - Research for the AASHTO Standing Committee on the Environment. Task 68. Implementing Measures to Reduce Highway Impacts on Habitat Fragmentation
AB  - The objective of this research is to select existing techniques and measures identified in recent research and synthesis reports to provide a recommended set of practical solutions to the impacts of highway-induced wildlife habitat fragmentation. Solutions identified and recommended shall be those that can be immediately implemented, using readily available technology, are cost-effective, and provide significant habitat connectivity benefits. They shall include measures to address both terrestrial and aquatic resource fragmentation impacts.<div></div><div></div>
KW  - Environmental impacts
KW  - Fragmentation
KW  - Habitat (Ecology)
KW  - Highways
KW  - Impact tests
KW  - Wildlife
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2851
UR  - https://trid.trb.org/view/1232302
ER  - 

TY  - ABST
AN  - 01464191
TI  - Sag Vertical Curve Design Criteria for Headlight Sight Distance
AB  - Headlamp sight distance is one of four design criteria for sag vertical curves and is the most often used of the four criteria. The current criterion bases the length of a sag curve on the distance illuminated by a headlamp beam that diverges at 1 degree above the horizontal. This criterion was developed in the late 1930s and has remained unchanged since except for a decrease in the headlamp height (from 2.5 to 2.0 ft in the 1965 Blue Book). At the time the criterion was developed, the sealed beam headlamp was established as the standard headlamp system for U.S. vehicles and the sealed beam headlamp continued to be the standard headlamp into the mid-1980s. However, starting in the mid-1980s, vehicle manufacturers began introducing changes in headlamp design with varying headlamp performance. A more detailed research study is needed to update the sag curve sight distance criteria so that it reflects the performance of the modern vehicle fleet. The design criteria for sag curves have not been investigated in detail in over 60 years. There have been significant changes in vehicle design/performance and in driver perception during the ensuing years. It is appropriate to evaluate the current design criteria to determine whether the basis for design is still valid and whether improvements can be realized through revised design criteria. Revised criteria could improve safety, operations, and/or reduce construction costs. Based on the exploratory research conducted to date, it is expected that this research will produce recommendations for changes in the design criteria for sag curves. The changes could be as simple as a reduction in the 1.0 degree &amp;#945; angle currently used to a more extensive change such as a new criteria based on a different concept for sag curves. The objectives of this research are to (1) develop updated criteria and guidance for the design of sag vertical curves to provide the needed headlight sight distance with today's vehicles and (2) assess the practical implications of the criteria and guidance.
KW  - Design criteria
KW  - Design standards
KW  - Headlamps
KW  - Sag curves
KW  - Sight distance
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2722
UR  - https://trid.trb.org/view/1232419
ER  - 

TY  - ABST
AN  - 01464201
TI  - New Specifications for Structural Supports for Highway Signs, Luminaires, and Traffic Signals
AB  - In June 2000, American Association of State Highway Transportation Officials (AASHTO) and the Federal Highway Administration (FHWA) agreed on an implementation plan for the design of highway structures utilizing the Load and Resistance Factor Design Methodology (LRFD). As part of that agreement, all new culverts, retaining walls, and other standard structures on which states initiate preliminary engineering after October 1, 2010 shall be designed by the LRFD Specifications. The current edition of the AASHTO "Standard Specifications for Structural Supports for Highway Signs, Luminaires and Traffic Signals" contains small sections that implement the LRFD approach, but the Specification is generally based on the Working Stress design methods. Additionally, design, construction, and inspection language is intertwined in the specification and commentary resulting in a document that is cumbersome and difficult to follow. The entire Specification needs to be converted to the LRFD design approach and reorganized to provide design engineers with a specification that implements the state-of-the-art design approach; separates the design, construction, and inspection criteria into three distinct sections; is consistent with other AASHTO documents; and allows states to meet the above implementation plan. The goals of the proposed research are closely aligned with the grand challenges of optimizing structural systems, advancing the AASHTO specifications and managing knowledge. These were identified in the AASHTO Subcommittee of Bridges and Structures report "Grand Challenges: A Strategic Plan for Bridge Engineering" published in June, 2005. The objective is to develop a new edition of the AASHTO "Standard Specifications for Structural Supports for Highway Signs, Luminaires and Traffic Signals" based on the LRFD methodologies. The resulting Specification would also be logically arranged with distinct sections for design, construction, and inspection/maintenance. Inspection of these structures has not been codified in the past; this is an excellent opportunity to address this issue. The successful completion of this research is expected to improve the safety and reliability of structural supports nationwide. Agencies will be in a better position to meet the LRFD implementation plan, and the provisions will facilitate the design, construction, inspection, and maintenance of their structural supports for highway signs, luminaries and traffic signals. The probability-based specification will result in structures that are based upon a more uniform set of design criteria. Some structures may be more expensive; however, some may be less. The specification will promote quality construction/fabrication practices and it will also address the current shortcoming of inspection and maintenance or these non-redundant ancillary structures. The combination of these efforts will allow agencies to better assess, manage, and maintain these transportation assets.<div></div>
KW  - Load and resistance factor design
KW  - Load factor
KW  - Luminaires
KW  - Sign supports
KW  - State of the art
KW  - Strategic planning
KW  - Structural supports
KW  - Traffic signs
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2711
UR  - https://trid.trb.org/view/1232429
ER  - 

TY  - ABST
AN  - 01464077
TI  - Research for the AASHTO Standing Committee on the Environment. Task 65. Synthesis of Greenhouse Gas Emission Inventory Methodologies for State Transportation Departments
AB  - Climate change is potentially the single greatest environmental challenge of this century. The first step to managing this challenge for all organizations (including DOTs) is to gain an understanding of the greenhouse gases emitted by the organization by preparing a greenhouse gas (GHG) emissions inventory. Understanding its GHG emissions profile allows an organization to: (1) develop strategies to manage, and where practical, reduce GHG emissions; (2) consider future options for mitigation and participation in offset programs, sequestration activities, and climate registries; (3) prepare for, and ultimately comply with, regulatory requirements; and (4) performance over time. The purpose of this document is to provide DOTs with assistance on how to collect, assemble, quantify, and report their GHG emissions, for a variety of reasons, including future mandatory reporting requirements where applicable. There are some aspects of DOT operations for which activity data required to quantify GHG emissions will likely be readily available or easy to gather, such as energy consumption data associated with the operation of commercial and institutional buildings and fleet operations. There are other more unique aspects of DOT operations that may prove more difficult to gather and disaggregate appropriate data for, including the energy consumption of street lighting, stoplights, and other small but numerous sites across an entire state.
KW  - Climate change
KW  - Energy consumption
KW  - Exhaust gases
KW  - Greenhouse gases
KW  - Pollutants
KW  - State departments of transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2848
UR  - https://trid.trb.org/view/1232305
ER  - 

TY  - RPRT
AN  - 01159708
AU  - Neal, Joseph C
AU  - Burton, Jim
AU  - Judge, Caren A
AU  - Little, Daniel A
AU  - North Carolina State University, Raleigh
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Innovative and Environmentally Responsible Methods for Controlling Invasive Woody Plant Species in North Carolina Rights of Way
PY  - 2010/05/20/Final Report
SP  - 34p
AB  - The North Carolina Department of Transportation (NCDOT) maintains approximately 78,000 miles (600,000 acres) of roadside rights-of-ways. In 2008, the NCDOT spent $30 million controlling woody brush. The primary method of woody vegetation control is mowing. Mowing only provides temporary control and is expensive in the long term. Traditional alternatives to mowing are using broadcast foliar applications of herbicides and cut-stump or basal herbicide applications. Broadcast foliar applications can have environmental and public relations concerns. Cut-stump and basal herbicide applications are expensive. The purpose of this research was to test the effectiveness of two brush mowers with built in herbicide applicators, the Diamond Wet-Blade and the Brown Brush Monitor. The Diamond Wet-Blade mower applies low volume herbicide applications directly to the cut surface of stems simultaneously while cutting. The Brown Brush Monitor is similar to a normal brush mower; however, it has a spraying chamber mounted on the back of the mower unit. The mower cuts and discharges the debris through a side door. The spray chamber consists of spray nozzles that apply herbicide to a brush which wipes the herbicide to the cut stem.
KW  - Equipment tests
KW  - Herbicides
KW  - Invasive plants
KW  - Mowers
KW  - Mowing
KW  - North Carolina
KW  - Right of way (Land)
KW  - Roadside flora
KW  - Shrubs
KW  - Vegetation control
UR  - http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2006-05finalreport.pdf
UR  - https://trid.trb.org/view/920199
ER  - 

TY  - ABST
AN  - 01463962
TI  - Research for AASHTO Standing Committee on Highways. Task 289. Comparative Performance Evaluation of Pavement Marking Materials at the NTPEP Test Facility
AB  - The objective of this research is to provide statistically valid comparisons of the performance of the transverse lines in the 'skip' area with a longitudinally placed line of the same material on the NTPEP test facility. This information will be used to correlate data from future evaluation of pavement marking materials.</span></p><div style="MARGIN-BOTTOM: 0pt; LINE-HEIGHT: normal"> </div>
KW  - Lane lines
KW  - Marking materials
KW  - Pavements
KW  - Performance evaluations
KW  - Road markings
KW  - Test facilities
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2868
UR  - https://trid.trb.org/view/1232190
ER  - 

TY  - ABST
AN  - 01464189
TI  - Guidelines for Cost-Effective Safety Treatments of Roadside Ditches
AB  - Roadside ditches or swales are an integral feature of highways, especially two lane rural highways. They are critical for control of storm water runoff on highways. Where space allows, shallow swales are used, but when right-of-way is limited, ditches with deeper and sharper drops are used. These features can be obstacles to errant motorists that leave the roadway. The Fatality Analysis Reporting System (FARS) indicated in 2006 1,260 fatal crashes occurred where a ditch was the first harmful event. It is not possible to differentiate between ditches and swales in the data. There has been a trend over the past 15 years that over 1,000 fatalities annually can be attributed to ditches. AASHTO Roadside Design Guide provides some guidance on preferred configurations for ditches. This guidance is based on the results of limited testing and simulations conducted in the 1970s. There is variation in the practices across the states for designing and maintaining ditches and, for many miles of roads, the ditches are a remnant of older highways that have never been updated to current standards. The limited right-of-way often dictates the configuration of ditches and in many cases the preferred configurations are not practical. Enclosed drainage systems are expensive and result in additional requirements for treatment and discharge of the runoff. Installing a barrier between the traveled way and the ditch reduces the available clear zone, is impractical in respect to cost in many cases, and presents additional problems, such as terminal design and sight distance, when driveways are allowed. Since ditches are part of a drainage system, other elements such as culverts, inlets, and holding basins require structures that become roadside obstacles (e.g., headwalls, riprap, and curbs). An urgent need exists to reduce the number and severity of crashes involving roadside ditches, through a deeper understanding of the factors involved in crash events, the evaluation of vehicle dynamics, and the identification and cost-benefit assessment of treatment options. With this information, cost effective countermeasures can be identified and implemented to mitigate ditch crashes. The objectives of this research are to: (1) Develop deeper insights into the interaction of factors that influence the nature of crashes involving ditches. (2) Analyze the influence of varying ditch configurations on vehicle dynamics and their role in the severity of crashes. (3) Identify cost effective treatments for roadside ditches that will reduce the number and severity of crashes. (4) Develop improved guidance for ditch design and maintenance for inclusion in the Roadside Design Guide. This effort should focus on identifying treatments for ditch design and maintenance as other efforts are already focusing on the related topic of keeping vehicles on the roadway. To meet the project objectives the following tasks would be performed: (1) Review domestic and international literature with a focus on ditch design and countermeasures that have been tried and evaluated. Consider undertaking a review of agency standards (i.e., on-line) and conducting a survey to identify innovative treatments that may not have been documented. (2) Analyze collisions involving ditches to give context to the types of collisions involved (e.g., rollover, curve related, pavement edge scuffing) so that the counter measures can be focused. Attempt to get needed insights on these crashes from existing sources of data. (3) Model dynamics of vehicles traversing ditches to evaluate the vehicle reactions to different cross sections and treatments. These efforts should build upon the results of current work. (4) Develop a range of alternative treatments for ditches based upon knowledge gained in the literature review, contacts, and crash analyses. (5) Organize a "brainstorming session" with knowledgeable professionals to identify other potential treatments. (6) Formulate guidelines for the deployment of ditch treatments that consider the risk factors, costs, feasibility, road geometry, and traffic. (7) Undertake a cost effectiveness analysis for high- to low-cost alternatives to enhance guidance relative to available budgets. Identify the expected benefits of these treatments to allow rational selection of alternatives. (8) Draft new guidelines for the design and treatment of ditches in priority locations. Review these guidelines and the rationale for them with the panel and a select group of knowledgeable engineers. (9) Prepare a final report that documents the efforts undertaken and thought processes that led to the guidelines.
KW  - Cost effectiveness
KW  - Crash risk forecasting
KW  - Crash severity
KW  - Data collection
KW  - Ditches
KW  - Drainage
KW  - Fatalities
KW  - Ran off road crashes
KW  - Runoff
KW  - Rural highways
KW  - Swales
KW  - Traffic crash victims
KW  - Traffic crashes
KW  - Two lane highways
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2724
UR  - https://trid.trb.org/view/1232417
ER  - 

TY  - ABST
AN  - 01464180
TI  - Design Guidelines for TL-3 through TL-5 Roadside Barrier Systems Placed on Mechanically Stabilized Earth (MSE) Retaining Walls
AB  - NCHRP Report 350: Recommended Procedures for the Safety Performance Evaluation of Highway Features and its successor, the AASHTO Manual for Assessing Safety Hardware (MASH), define impact performance criteria for roadside barrier systems. These documents define six different test levels of increasing impact severity that incorporate varying impact speeds and vehicle types. These test levels provide a basis for establishing warrants for the application of roadside barriers for roadway facilities with different levels of use (i.e., service levels). NCHRP Project 22-20, "Design of Roadside Barrier Systems Placed on MSE Retaining Walls," developed guidelines for designing the barrier moment slab and MSE wall to withstand vehicle impact loads. However, the scope of the project was limited to passenger vehicle and light truck impacts and did not include consideration of large trucks. Highways with a significant percentage of truck traffic often employ higher test level barriers. The interaction and impact loads associated with large truck impacts are substantially different than those associated with passenger vehicle impacts. The magnitude of the impact load for a Test Level-5 (TL-5) truck impact is significantly greater than the load associated with the 5,000-lb pickup truck that is the design vehicle for TL-3. Further, the height of the applied load is much greater for a TL-5 impact, and the articulated nature of the tractor-van trailer results in three distinct impact events with the barrier. It is estimated that 10 million square feet of mechanically stabilized earth retaining wall is constructed annually in the United States. Most MSE retaining walls used in highway fill applications are constructed with a roadside barrier system consisting of a traffic barrier connected to a below-grade moment slab or foundation. The moment slab is intended to provide stability to the barrier system during an impact and reduce the influence of barrier impact loads on the underlying retaining wall system by distributing the load over a wide area. Current procedures and design details for roadside barriers placed on retaining walls vary widely among state highway agencies. Additional research is needed to enhance our understanding of the behavior of an MSE wall and barrier foundation when subjected to large truck impacts. Developing guidelines for the use of truck barriers on MSE walls will permit the development of more relevant and cost-effective designs for the barrier foundation and MSE wall. This research will extend the work accomplished under NCHRP Project 22-20 and eliminate the need to extrapolate knowledge from a TL-3 impact to a TL-5 impact. The objective of this research is to develop, in a format suitable for consideration by AASHTO, recommended guidelines for designing roadside barrier systems placed on MSE retaining structures to resist vehicular impact loadings varying from passenger vehicles to heavy trucks.
KW  - Barrier walls
KW  - Design load
KW  - Highway design
KW  - Impact speed
KW  - Research projects
KW  - Retaining walls
KW  - Roadside
KW  - Roadside structures
KW  - Traffic crashes
KW  - Truck crashes
KW  - Truck traffic
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2735
UR  - https://trid.trb.org/view/1232408
ER  - 

TY  - ABST
AN  - 01549555
TI  - Research for the AASHTO Standing Committee on Public Transportation. Task 28. An Analysis of Automated Transit Data Collection and Analysis Processes in State DOT Transit Units and a Toolkit for Next Generation Transit Data Analysis
AB  - This Digest, prepared by Suzie Edrington, Texas Transportation Institute, under subcontract to Kittleson and Associates, addresses data requirements of Federal Transit Administration (FTA) funded programs and specific additional data needs expressed by state departments of transportation (DOTs). To assess specific DOT data needs, researchers sent a request for information to 50 state DOTs to identify data collection practices, data reporting requirements and current automated data collection or reporting systems. Thirty-seven state DOTs responded. This Digest provides states with a mechanism for standard data collection, management and reporting.
KW  - Automation
KW  - Data collection
KW  - Management
KW  - Next generation design
KW  - Reports
KW  - State departments of transportation
KW  - Transit operating agencies
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2838
UR  - https://trid.trb.org/view/1339709
ER  - 

TY  - RPRT
AN  - 01505786
AU  - ICF International
AU  - Federal Highway Administration
TI  - Climate Change – Model Language in Transportation Plans
PY  - 2010/05/13
SP  - 30p
AB  - At present, there is no federal regulatory requirement for state departments of transportation (DOTs) and metropolitan planning organizations (MPOs) to consider climate change in transportation plans. As such, agencies that are working on climate change are creating their own models for integrating climate change into their transportation plans. This document provides excerpts from MPOs' and DOTs' transportation plans that discuss climate change. It is intended to guide other agencies in discussing climate change in their own plans. Although some general discussions of climate change are applicable to plans in any state or region, most of the language in existing plans is specific to the particular policy and planning context. Nonetheless, agencies that are looking for ideas about how to incorporate climate change in their transportation plans will find helpful models here.
KW  - Climate change
KW  - Definitions
KW  - Greenhouse gases
KW  - Metropolitan planning organizations
KW  - State departments of transportation
KW  - Transportation planning
KW  - United States
UR  - http://www.fhwa.dot.gov/environment/climate_change/mitigation/publications_and_tools/model_language/modellanguage.pdf
UR  - https://trid.trb.org/view/1285485
ER  - 

TY  - ABST
AN  - 01492339
TI  - Demonstration Wildlife Crossings
AB  - The Florida panther has been listed as an endangered species under the Endangered Species Act since 1972. The number of Florida panthers killed by collisions with vehicles has been on the increase since 2000. Wildlife crossings have been shown to decrease panther mortalities by vehicles. More crossings are needed throughout the panther's range to prevent mortalities from reversing the population gains that have OCCUlTed during the past 10 years. To facilitate construction of new crossings, less expensive structures need to be designed and tested. A test project is being proposed to evaluate smaller structures as panther crossings that will lower the vertical profile of the crossing as well as shorten the length of roadway where additional fill is needed to accommodate the structure. A demonstration project of a smaller and cheaper wildlife crossing than the ones currently utilized for Florida Panthers will be designed and two such crossings will be installed along a Florida county road.
KW  - Crashes
KW  - Fatalities
KW  - Florida
KW  - Mortality rates
KW  - Wildlife crossings
UR  - https://trid.trb.org/view/1261472
ER  - 

TY  - ABST
AN  - 01465050
TI  - Region Construction Collision Avoidance
AB  - The Florida panther has been listed as an endangered species under the Endangered Species Act since 1972. The number of Florida panthers killed by collisions with vehicles has been on the increase since 2000. Wildlife crossings have been shown to decrease panther mortalities by vehicles. More crossings are needed throughout the panther's range to prevent mortalities from reversing the population gains that have occurred during the past 10 years. To facilitate construction of new crossings, less expensive structures need to be designed and tested. A test project is being proposed to evaluate smaller structures as panther crossings that will lower the vertical profile of the crossing as well as shorten the length of roadway where additional fill is needed to accommodate the structure. A demonstration project of a smaller and cheaper wildlife crossing than the ones currently utilized for Florida Panthers will be designed and two such crossings will be installed along a Florida county road.
KW  - Animal vehicle collisions
KW  - Animals
KW  - Crash avoidance systems
KW  - Florida
KW  - Mortality rates
KW  - Wildlife crossings
UR  - https://trid.trb.org/view/1233283
ER  - 

TY  - ABST
AN  - 01464200
TI  - Fuel Usage Factors in Highway and Bridge Construction
AB  - Price adjustments of selected commodities in highway construction are used in construction contracting as a way of reducing risks to the contractor related to price fluctuations over the life of a contract. The benefits to contracting agencies are bids that better reflect real costs. Fuel is a commodity for which price adjustments are allowed. Fuel usage factors are commonly applied by state and local agencies in calculating the amount of fuel for an escalation/deescalation contract specification. The current fuel usage factors were first published in Highway Research Circular Number 158 by the Highway Research Board in July 1974. They were later incorporated into FHWA Technical Advisory T 5080.3, released in 1980, to provide direction on the use of price adjustment contract provisions. These factors have remained unchanged over the past 35 years, despite changes in the purchasing power of construction dollars, construction methods, industry processes, efficiency of equipment, and fuels used. Thus, it is unlikely that fuel usage factors are accurate or effective in addressing the current risk of fuel price fluctuations. Gasoline and diesel fuel usage factors exist for excavation (gallons per cubic yard), aggregate, asphalt production and hauling (gallons per ton), and Portland cement concrete (PCC) production and hauling (gallons per cubic yard). Of even greater concern, fuel usage factors for structures and miscellaneous construction are expressed in gallons per $1,000 in construction. Current fuel factors are required, in addition, to consider environmental impacts of construction methods related to lower fuel consumption and emissions, urban heat island mitigation, smog reduction, and lower energy footprint. The fuel usage factors in FHWA Technical Advisory T 5080.3 are subject to at least three analytically separable sources of error. First, the effects of inflation on construction costs over three decades is primarily of concern for the usage factors for structures and miscellaneous construction because these fuel usage factors were established in gallons per thousand dollars, and the dollar amounts were established in 1980 and have never been revisited. Second, the relationship of fuel consumption to production and hauling of specified quantities of aggregate, asphalt, and PCC have likely been affected by changes in construction practice, use of new and prefabricated materials, improved equipment, and improved fuel efficiency. Third, and last, there have been changes in fuel preference, particularly in the substitution of natural gas for diesel in asphalt plant operations. While an examination of inflationary trends is a relatively simple analysis, addressing the other impacts is far more complex and challenging. The objectives of this research are to (1) analyze the effects of inflation in relevant areas of construction, (2) develop a revised table of fuel usage factors for the major categories of highway construction addressed in FHWA Technical Advisory T 5080.3, and (3) develop a recommended method and schedule for future updates to the fuel usage factors. The research findings will be of immediate use to FHWA in updating the information in Technical Advisory T 5080.3. The following tasks are anticipated to accomplish these objectives: (1) review existing research, including (i) the original study compiled by FHWA and published in Highway Research Circular Number 158, July 1974, (ii) the questionnaire sent to more than 3,000 highway contractors in the United States in 1974 with 400 responses, and (iii) the analysis performed by the Federal Highway Administration's Region 8 office on the data acquired in 1974, to the extent that relevant information is still available; (2) survey the state DOTs to develop a synthesis of current practices by state DOT agencies and document what methods they have developed to address costs related to fuel usage factors issues; (3) analyze inflation effects to develop a construction inflation index that will provide estimates of the present and expected future value of construction, based on the categories in the 1980 FHWA Technical Advisory T 5080.3; (4) identify changes in construction practices since 1980 in the major categories of highway construction addressed in FHWA Technical Advisory T 5080.3 (excavation, aggregates, asphalt concrete, PCC pavement, structures, miscellaneous); (5) based upon the results of the previous tasks, develop fuel usage factors that apply to current construction practices; (6) develop a method and schedule for future updates of fuel usage factors, including identification of data sources and recommended analytical procedures; and (7) prepare a final report and recommendations that provide (i) full documentation of the research methods and findings and (ii) recommendations for the updated fuel usage factors in highway construction.<div></div><div></div>
KW  - Contract administration
KW  - Contract rates
KW  - Cost escalation
KW  - Fuel consumption
KW  - Portland cement concrete
KW  - Price adjustment
KW  - Road construction
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2712
UR  - https://trid.trb.org/view/1232428
ER  - 

TY  - ABST
AN  - 01549261
TI  - Research for the AASHTO Standing Committee on Public Transportation. Task 34. Statewide Transit Goal Setting
AB  - State departments of transportation (DOTs) are gradually incorporating a performance-based approach to their transportation planning.  Today, state DOTs are likely to include performance-based planning elements, such as goals and objectives for the state's transportation network, in their long-range statewide transportation plans (LRSTPs).  As DOTs provide direction for a state's transportation network, they set statewide goals for the network's different systems.  However, this does not always extend to a state's public transportation system.  State DOTs have limited influence over individual transit agencies and rarely set statewide transit goals.  Transit systems are often built, operated, and maintained by a local/regional agency that is separate from the state DOT.  Only a few DOTs operate transit systems and in most states, the majority of transit funding originates at the federal level, limiting state DOT influence over transit decisions.  This limited influence creates challenges for DOTs when setting statewide transit goals.  This report responds to a need for a better understanding of current and best practices in statewide transit goal setting by state DOTs, and of the methods used to achieve those goals.
KW  - Regional planning
KW  - State departments of transportation
KW  - Statewide
KW  - Strategic planning
KW  - Transit operating agencies
KW  - Transportation planning
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2844
UR  - https://trid.trb.org/view/1336476
ER  - 

TY  - ABST
AN  - 01549259
TI  - Research for the AASHTO Standing Committee on Public Transportation. Task 32. Models to Support State-owned Park and Ride Lots and Intermodal Facilities
AB  - This report addresses the needs and issues associated with state park and ride/intermodal-commuter facilities and programs. It identifies deficiencies, best practices and promising innovations. Research involved interviews with a small but representative sample of managers responsible for administering these programs.
KW  - Best practices
KW  - Commuters
KW  - Innovation
KW  - Intermodal terminals
KW  - Needs assessment
KW  - Park and ride
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2842
UR  - https://trid.trb.org/view/1336474
ER  - 

TY  - ABST
AN  - 01549257
TI  - Research for the AASHTO Standing Committee on Public Transportation. Task 29. Public Transportation Performance Measures: State of the Practice and Future Needs
AB  - The next federal surface transportation authorization is anticipated to greatly expand focus on performance of the nation's transportation system, including public transportation.  While many departments of transportation (DOTs) and their Public Transportation divisions currently utilize performance measures to plan and implement their programs, this is not done across all states, nor are there standard approaches for measuring the performance of public transportation systems and allocating funding among modes and among transit funding recipients.  Many performance measures required by the Federal Transit Administration gauge activity levels and cost effectiveness, not necessarily results-oriented measurements.  More information is needed on performance measures and performance management approaches that can be used effectively by Public Transportation Divisions in their capacity. This Digest provides information on performance measures and performance management approaches that can be used by state DOTs in relation to public transportation programs.
KW  - Operating costs
KW  - Performance measurement
KW  - Standards
KW  - State departments of transportation
KW  - State of the practice
KW  - Transit operating agencies
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2839
UR  - https://trid.trb.org/view/1336472
ER  - 

TY  - ABST
AN  - 01461311
TI  - FHWA Co sponsorship for American Trails for the 20th National Trails Symposium
AB  - The National Trails Symposium is a biennial event organized by American Trails. These conferences have participation from the Bureau of Land Management, National Park Service, US Fish and Wildlife Service, USDA Forest Service, US Army Corps of Engineers, nonprofit organizations, and businesses involved in trail planning, design, construction, maintenance, operations, and management. The National Trails Symposium is the premier national conference for trail professionals and advocates representing all kinds of trail enthusiasts. American Trails has received Federal Highway Administration (FHWA) support for each previous conference since 1992. American Trails expects more than 600 people to attend the 2010 National Trails Symposium.
KW  - Bikeways
KW  - Conferences
KW  - Construction and maintenance
KW  - Environmental policy
KW  - Operations
KW  - Planning and design
KW  - Trails
UR  - https://trid.trb.org/view/1229530
ER  - 

TY  - ABST
AN  - 01573775
TI  - Extension of Flexible Pavement Life With Preservation to Resist Aging and Embrittlement

AB  - Mill-and-fill test pavement site, measure full-scale cracking performance with and without the treatment.

KW  - Aging (Materials)
KW  - Embrittlement
KW  - Flexible pavements
KW  - Milling
KW  - Pavement performance
KW  - Preservation
KW  - Service life
UR  - https://trid.trb.org/view/1366872
ER  - 

TY  - ABST
AN  - 01463974
TI  - Research for the AASHTO Standing Committee on Public Transportation. Task 22. Cost/Benefit Analysis of Converting a Lane for Bus Rapid Transit
AB  - The project objectives for Phase II are to develop a cost/benefit analysis tool for practioners to use to determine if converting a mixed flow traffic lane to a BRT (bus only)/HOVL is effective on the State Highway System and feasible to the public. The original research objectives for Phase I: (1) to locate and assemble documented information on best practices; (2) to learn what practice has been used for solving or alleviating the problems; (3) to learn what problems remain largely unsolved. Using the "best practices" information gathered and analyzed from the Phase I research, the purpose of this proposed Phase II research would be to develop a tool that would help practitioners analyze the effectiveness and public feasibility of converting an existing lane to a High Occupancy Vehicle Lane or other means of providing increased people throughput. The original research scope of work was extensive and therefore separated into two phases:(1) Phase I would identify "best practices" of analysis for converting an existing lane to BRT including data collection, organization &amp; analysis. (2) Phase II would develop some type of cost/benefit tool to use in analyzing conversion of an existing lane to BRT including the evaluation requirements and methodology.  This may include redefining benefit. The scope of work has been revised and the conctract the new scope of work is being negotiated.
KW  - Benefit cost analysis
KW  - Best practices
KW  - Bus lanes
KW  - Bus rapid transit
KW  - High occupancy vehicle lanes
KW  - Highway capacity
KW  - Public transit
KW  - Traffic congestion
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2832
UR  - https://trid.trb.org/view/1232202
ER  - 

TY  - ABST
AN  - 01461313
TI  - FHWA Cosponsor Ship for the International Mountain Bicycling Association for the 2010 IMBA World Summit
AB  - The Federal Highway Administration (FHWA) cosponsored the International Mountain Bicycling Association (IMBA) World Summit that took place in Augusta, Ga., May 5-8, 2010. Mountain bicycling is one of the most popular recreational trail uses. About one-third of the Recreational Trails Program (RTP) projects funded through the States include mountain bike use (about $20 - $30 million per year of the $60 - $80 million in RTP obligations). The IMBA World Summit is an educational conference providing information about trail planning, design, construction, maintenance, operation, and management.
KW  - Bicycle travel
KW  - Bicycling
KW  - Bikeways
KW  - Cyclists
KW  - Mountain bikes
KW  - Planning and design
KW  - Trails
UR  - https://trid.trb.org/view/1229532
ER  - 

TY  - ABST
AN  - 01532756
TI  - Improving Techniques to Estimate the Magnitude and Frequency of Floods on Urban Streams in SC, NC, and GA
AB  - The specific objectives of the investigation are to: (1) upd&amp;#8204;ate the magnitude and frequencies of peak-flows at urban stations; and (2) update basin characteristics for the urban stations using consistent geographical information system (GIS) methods, and (3) update the regional urban-flood-frequency equations for the 2-, 5-, 10-, 25-, 50-, 100-, and 500-year recurrence-interval flows.
KW  - Drainage basins
KW  - Flood routing
KW  - Floods
KW  - Geographic information systems
KW  - Georgia
KW  - North Carolina
KW  - Peak flows
KW  - South Carolina
KW  - Urban areas
UR  - http://pubs.usgs.gov/sir/2014/5030/pdf/sir2014-5030.pdf
UR  - https://trid.trb.org/view/1318359
ER  - 

TY  - RPRT
AN  - 01474034
AU  - Federal Highway Administration
AU  - Utah Department of Transportation
AU  - U.S. Fish and Wildlife Service
AU  - U.S. Army Corps of Engineers
AU  - HDR Engineering, Incorporated
TI  - Scoping Summary Report in Support of the Environmental Impact Statement: West Davis Corridor Project
PY  - 2010/05/03
SP  - 398p
AB  - The Utah Department of Transportation (UDOT), in conjunction with the Federal Highway Administration (FHWA), has initiated an Environmental Impact Statement (EIS) to evaluate expected transportation demand in 2040 in western Davis and Weber Counties, Utah. In general, the study focuses on the area west of Interstate 15 (I-15). The West Davis Corridor (WDC) project study area is bounded by I-15 on the east and by the Great Salt Lake on the west. The southern boundary of the study area is in northern Centerville City/southern Farmington City, and the northern boundary is about 1200 South (12th Street) in Marriott-Slaterville. The intent of the WDC EIS is to identify expected traffic congestion and mobility problems as well as solutions that address those problems in the study area. The purpose of this scoping summary report is to summarize the initial public and agency input gathered during the project scoping period, which ran from January 25, 2010, to March 22, 2010. Scoping, which is the first step in the National Environmental Policy Act (NEPA) process, is an early and open process for determining the scope of issues to be addressed and for identifying the significant issues related to a proposed action. During scoping, members of the public and agency representatives provide input to identify potential issues, subjects that should be studied closely, and possible solutions. Information gathered during scoping will also help determine needs, objectives, resources and associated constraints, potential alternatives, and any additional requirements for developing criteria for screening the potential alternatives. This scoping summary report is a tool to ensure that the analytical efforts of the study are focused on the appropriate issues. Scoping for the EIS was conducted according to the NEPA guidelines and FHWA/UDOT guidance. Scoping activities included public meetings in three locations; correspondence with interested persons, organizations, and federal, state, and local agencies, including Native American tribal organizations; and a meeting with cooperating and participating public agencies.
KW  - Environmental impact statements
KW  - Environmental protection
KW  - Mobility
KW  - Public participation
KW  - Traffic congestion
KW  - Travel demand
KW  - Utah
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=56853
UR  - http://www.udot.utah.gov/westdavis/uploads/doc_pdf/Documentation_EIS_1ScopingSummaryReport-0.pdf
UR  - https://trid.trb.org/view/1243692
ER  - 

TY  - ABST
AN  - 01464199
TI  - Alternative Quality Management Systems for Highway Construction
AB  - Project delivery methods in the construction industry have evolved and so have quality management systems. Changes in the roles of owners and contractors in delivery systems range from the highway standard design-bid-build system to design-build/public-private partnership agreements where the responsibility for quality management is shared to varying degrees between the contractor and owner. The design-bid-build system uses the traditional highway quality management system (referred to in this project as the baseline quality management system) with detailed contractor quality control requirements strictly monitored by the owner.  The attraction of alternative project delivery methods is the transfer from owner to contractor of some measure of project responsibility that may include design, finance, and/or quality management. These alternatives may result in substantial savings to the owner from lack of design error and omission claims, lower cost of capital, and reduced employment of project management and inspection forces. These alternative project delivery methods have proven to be efficient and effective in many types of construction and are increasingly making inroads into the highway construction arena. One aspect of alternative project delivery methods that may be applied to highway construction now is the application of alternative quality control systems that emphasize contractor quality control and assurance.  These new systems allow owners to have confidence through a verification of contractor quality system process. As an example, a formal quality management system, under the International Organization for Standardization (ISO)--ISO 9001 Quality Management Systems--Requirements integrates quality management from the suppliers through the contractors to the owners. It requires post-project reviews and publishes ratings of contractor performance. During the project, the owner verifies that the contractor's quality management plan is in force, rather than providing extensive, detailed specifications and conducting the on-site tests required by the baseline quality management system. Another alternative method is the U. S. Army Corps of Engineers' quality management system.  This system provides extensive, detailed specifications and permits on-site testing by contractors. Research is needed to provide guidance on the use of alternative quality management systems for highway construction projects. The objectives of this research are to (1) identify and understand alternative quality management systems and (2) develop guidelines for their use in highway construction projects.
KW  - Acceptance tests
KW  - Contract administration
KW  - Design bid build
KW  - Design build
KW  - Management
KW  - Project delivery
KW  - Quality assurance
KW  - Quality control
KW  - Risk management
KW  - Road construction
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2714
UR  - https://trid.trb.org/view/1232427
ER  - 

TY  - ABST
AN  - 01464042
TI  - Recommended Guidelines for the Selection of Test Levels 2 Through 5 Bridge Rails
AB  - The AASHTO Manual for Assessing Safety Hardware (MASH) and NCHRP Report 350: Recommended Procedures for the Safety Performance Evaluation of Highway Features, contain 6 test levels for evaluating the safety performance of longitudinal barriers, including bridge rails. When NCHRP Report 350 procedures were adopted by the FHWA, the criteria for evaluating bridge rails that was contained in the AASHTO Guide Specification for Bridge Railings (1989) were superseded. However, there is currently no specific guidance on when to use the different test levels of bridge rails. In addition, the AASHTO LRFD Bridge Design Specification contains additional criteria for the height of the railings that may unnecessarily limit the selection of tested bridge railings. There is a need for nationally recognized guidelines in order to promote consistency among the states. For example, many states use NCHRP Report 350 TL-4 railings while others use TL-3 railings as their standard for high-speed highways. The use of Test Levels 5 and 6 railings is at the discretion of the states, usually in locations with heavy truck traffic and an increased potential for ran-off-road crashes (such as on curves). There is also very little guidance concerning the use of TL-2 railings on lower speed facilities. The objective of this project is to develop recommended guidelines for the selection of Test Levels 2 through 5 bridge rails considering in-service performance.
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Bridge design
KW  - Bridge railings
KW  - Guidelines
KW  - Research projects
KW  - Roadside safety hardware
KW  - Specifications
KW  - Test procedures
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2899
UR  - https://trid.trb.org/view/1232270
ER  - 

TY  - RPRT
AN  - 01534782
AU  - Daniel, Jo Sias
AU  - Medeiros, Marcelo
AU  - Bolton, Heather
AU  - Meagher, William
AU  - University of New Hampshire, Durham
AU  - New Hampshire Department of Transportation
AU  - Federal Highway Administration
TI  - An Evaluation of the Moisture Susceptibility of Warm Mix Asphalt Mixtures
PY  - 2010/05//Final Report
SP  - 117p
AB  - This paper describes the results of a laboratory study conducted to evaluate the influence of Aspha-min® and Sasobit® additives on the behaviour of warm asphalt mixtures. Specimens were compacted at two temperatures, 100 and 145°C, and were subjected to two different testing procedures. The one-third model mobile traffic simulator and the thermal stress restrained specimen test were chosen to assess the susceptibility to moisture and thermal cracking. Results showed that warm asphalt mixtures prepared with Sasobit may be more susceptible to moisture damage, and both additives may negatively impact the low-temperature cracking performance compared with the control mixture.
KW  - Aspha-Min
KW  - Asphalt mixtures
KW  - Cracking
KW  - Laboratory tests
KW  - Low temperature tests
KW  - Model mobile load simulators
KW  - Moisture susceptibility
KW  - New Hampshire
KW  - Sasobit
KW  - Thermal stress restrained specimen test
KW  - Thermal stresses
KW  - Warm mix paving mixtures
UR  - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-14282H.pdf
UR  - https://trid.trb.org/view/1320439
ER  - 

TY  - RPRT
AN  - 01526293
AU  - Wilbur Smith Associates
AU  - S R Kale Consulting LLC
AU  - Federal Highway Administration
TI  - A Guidebook for Engaging the Private Sector in Freight Transportation Planning
PY  - 2010/05
SP  - 75p
AB  - While most state departments of transportation and Metropolitan Planning Organizations (MPOs) have established practices and guidelines for public involvement, few have developed similar resources for engaging the private sector (i.e. the business community) in planning activities. The purpose of this guidebook is to further the practice of facilitating private sector involvement in freight transportation policy, planning, and programming. Moreover, the guidebook is intended to supplement materials from the Federal  Highway Administration (FHWA) workshop on “Engaging the Private Sector in Freight Planning.” The guidebook focuses on the following three questions from the FHWA workshop: (1) Why is getting the private sector involved in the transportation planning process important? (2) Who is the private sector? (3) How can the public sector best engage the private sector in freight policy, planning, and project programming? This guidebook is intended to advance the state-of-the-practice in freight planning by providing another tool to help transportation planners build their skills and knowledge regarding techniques for understanding the concerns of freight stakeholders. Improving freight planning skills and knowledge will contribute to better quality transportation plans and policies, as well as enhance the identification of freight needs and projects for transportation improvement programs. The case studies and other material in the guidebook will be useful for updating and expanding FHWA workshop materials.
KW  - Case studies
KW  - Freight transportation
KW  - Handbooks
KW  - Private enterprise
KW  - Stakeholders
KW  - State of the practice
KW  - Transportation planning
KW  - Transportation policy
KW  - Workshops
UR  - http://www.fhwa.dot.gov/planning/freight_planning/guidebook/guidebook.pdf
UR  - https://trid.trb.org/view/1308896
ER  - 

TY  - RPRT
AN  - 01524759
AU  - Ullman, Gerald L
AU  - Finley, Melisa D
AU  - Theiss, LuAnn
AU  - Texas Transportation Institute
AU  - California Department of Transportation
AU  - Federal Highway Administration
TI  - Work Zone Intrusion Countermeasure Identification, Assessment, and Implementation Guidelines
PY  - 2010/05
SP  - 150p
AB  - This report documents efforts to investigate and categorize the different types of work zone intrusion crashes that occur on California roadways, and to determine how various countermeasures may mitigate them. The biggest share of vehicle intrusion crashes occurs at lane closure operations. Intrusion crashes also occur at mobile operations, flagging operations, and during traffic control set-up and removal activities. Such crashes most often involve collisions with work vehicles/equipment or work materials/debris rather than with a highway worker. A significant portion of crashes result from deliberate driver decisions and actions to enter the work area. Several countermeasures were identified. Those emphasizing procedures are fairly low cost to implement. Those involving technology can have fairly significant costs. An assessment of implementation costs is documented in the report. Based on these findings, researchers developed guidance on which countermeasures are most appropriate for a given set of roadway conditions and planned work zone activities.
KW  - Benefit cost analysis
KW  - California
KW  - Costs
KW  - Countermeasures
KW  - Guidelines
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.dot.ca.gov/research/researchreports/reports/2010/final_report_task_1102.pdf
UR  - https://trid.trb.org/view/1287008
ER  - 

TY  - RPRT
AN  - 01516313
AU  - Minge, Erik D
AU  - SFR Consulting Group, Incorporated
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
TI  - Demonstration of Non-Intrusive Traffic Data Collection Devices in Alaska
PY  - 2010/05//Final Report
SP  - 66p
AB  - The purpose of this document is to present findings from the Demonstration of Non-Intrusive Traffic Data Collection Devices in Alaska. This project was initiated by the Alaska Department of Transportation and Public Facilities (DOT&PF) to evaluate innovative methods for detecting traffic. Two different portable traffic detection systems were evaluated: a pole-mount radar system and a ground-mount axle-counting system.  Data was collected from nine sites from July 2008 to February 2010, representing all three DOT&PF regions. Results indicate that the pole-mounted system performed accurately in detecting traffic. However, several deployment issues were noted, namely the size and weight of the system’s batteries, which impact the system’s portability, and the need for a minimum amount of traffic in order to successfully calibrate the system. These deployment issues limit the utility of the system as a replacement for current data collection practices. The pole-mounted system was also briefly tested for its ability to detect pedestrians and bicyclists. The system demonstrated an ability to detect bicycles, but pedestrian detection was not satisfactory. Testing with the axle-based detection system did not produce valid traffic data. Alaska DOT&PF staff was not able to successfully setup and calibrate the system.
KW  - Alaska
KW  - Axle loads
KW  - Cyclists
KW  - Data collection
KW  - Detection and identification technologies
KW  - Pedestrians
KW  - Radar
KW  - Traffic counting
KW  - Traffic data
KW  - Vehicle detectors
UR  - http://ntl.bts.gov/lib/50000/50900/50923/fhwa_ak_rd_10_10.pdf
UR  - https://trid.trb.org/view/1298643
ER  - 

TY  - RPRT
AN  - 01514244
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 : environmental impact statement
PY  - 2010/05//Volumes held: Draft(2v), Final(3v)
KW  - Environmental impact statements
KW  - North Carolina
UR  - https://trid.trb.org/view/1298569
ER  - 

TY  - RPRT
AN  - 01493324
AU  - Sillick, Susan
AU  - Huft, David
AU  - Perry, John
AU  - Parrish, Ned
AU  - Idaho Transportation Department
AU  - Federal Highway Administration
TI  - Idaho Transportation Department 2010 Research Program Peer Exchange
PY  - 2010/05//Final Report
SP  - 16p
AB  - The objectives of the peer exchange were to: (1) Identify strengths, challenges, and opportunities for program and project management; (2) Understand management expectations of the Idaho Transportation Department (ITD) Research Program; (3) Review processes for project selection and management, research partnerships, implementation of research results, report writing and review, and access to research information; and (4) Identify useful ideas that each member of the peer exchange team can apply practically in his or her own organization. The report describes peer exchange activities and identifies those participating in the exchange. Planned actions identified by each of the peer exchange team members are also included in the report. Steps planned to strengthen ITD’s Research Program have been organized to show how they would help address each of ITD’s vision elements: continuous improvement, transparency and accountability, efficiency, customer service, partnerships, teamwork, and employee development.
KW  - Idaho Transportation Department
KW  - Implementation
KW  - Montana Department of Transportation
KW  - Peer exchange
KW  - Research management
KW  - Research projects
KW  - Research reports
KW  - South Dakota Department of Transportation
UR  - http://research.transportation.org/_layouts/AASHTORAC/FileDownLoad.aspx?Rid=9
UR  - http://ntl.bts.gov/lib/48000/48400/48414/Final_2010_Idaho_Peer_Exchange_Report_1_.pdf
UR  - https://trid.trb.org/view/1261836
ER  - 

TY  - RPRT
AN  - 01485009
AU  - Miller-Hooks, Elise
AU  - Nair, Rahul
AU  - University of Maryland, College Park
AU  - Federal Highway Administration
AU  - Mid-Atlantic Universities Transportation Center
AU  - Research and Innovative Technology Administration
TI  - Fleet Management for Vehicle Sharing Operations
PY  - 2010/05//Final Report
SP  - 35p
AB  - Transit, touted as a solution to urban mobility problems, cannot match the addictive flexibility of  the automobile. 86.5% of all trips in the U.S. are in personal vehicles (USDOT 2001). A more recent approach to reduce  automobile ownership is through the use of vehicle sharing programs (VSPs). A VSP involves a fleet of vehicles located  strategically at stations across the transportation network. In its most flexible form, users are free to check out vehicles at any station and return them to stations close to their destinations. Vehicle fleets can be comprised of bicycles, low  emission cars or electric vehicles. Such systems offer innovative, low-cost, and flexible solutions to the larger mobility  problem and can have positive impacts on the transportation system as a whole by reducing urban congestion.  To match automobile flexibility, users are free to determine all trip characteristics (where to checkout and return vehicles,  duration of travel and time of travel). This places exceptional logistical challenges on operators who must ensure demand  in the near future is met. Since flow from one station to another is seldom equal to flow in the opposing direction, the VSP  fleet can become spatially imbalanced. To meet near-future demand, operators must then redistribute vehicles to correct  this asymmetry. The focus of this report is to provide efficient, cost-effective operational strategies for fleet management.  A stochastic, mixed-integer program (MIP) involving joint chance constraints is developed that generates least-cost  vehicle redistribution plans for shared-vehicle systems such that a proportion of all near-term demand scenarios are met.  The model aims to correct short term demand asymmetry in shared-vehicle systems, where flow from one station to  another is seldom equal to the flow in the opposing direction. The model accounts for demand stochasticity and generates  partial redistribution plans in circumstances when demand outstrips supply. This stochastic MIP has a  non-convex feasible region that poses computational challenges. To solve the proposed program two solution procedures  are developed. The first procedure is based on enumerating p-efficient points, used to transform the problem into a set of  disjunctive, convex MIPs. A novel divide-and-conquer algorithm for generating p-efficient points that handles dual-bounded chance constraints is developed. This technique has a smaller memory and computational footprint than  previously proposed methods. Since this method can be computationally prohibitive for large shared-vehicle systems, the authors  develop a faster cone-generation method that assumes that the random demand at each station is independent. Finally,  using an equal-failure apportionment assumption, the authors develop a bound on the problem that can also be used to generate  redistribution strategies.
KW  - Algorithms
KW  - Fleet management
KW  - Mixed integer programming
KW  - Mobility
KW  - Redistribution
KW  - Stochastic programming
KW  - Traffic congestion
KW  - Vehicle sharing
UR  - http://www.mautc.psu.edu/docs/UMD-2008-02.pdf
UR  - https://trid.trb.org/view/1253553
ER  - 

TY  - RPRT
AN  - 01478111
AU  - Ardani, Ahmad
AU  - Mallela, Jagannath
AU  - Hoffman, Gary
AU  - Applied Research Associates, Incorporated
AU  - Federal Highway Administration
TI  - Oregon Demonstration Project: Alternate Project Delivery and Accelerated Bridge Construction on OR 38, Drain to Elkton
PY  - 2010/05//Draft Final Report
SP  - 64p
AB  - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE (HfL) program, the Oregon Department of Transportation (ODOT) applied for and was awarded a $1 million grant to showcase and demonstrate the use of alternate project delivery and innovative accelerated bridge construction (ABC) in removing and replacing five bridges on Oregon 38 between the towns of Drain and Elkton. This report documents the entire work, including the use of all the innovative ABC techniques employed by ODOT in rapid removal and replacement of the bridges. Also included in this report are construction details of the bridge superstructures built next to the old bridges on temporary supports over Elk Creek, prefabricated and cast-in-place bridge components, an innovative staged construction technique, the use of a temporary bridge, and the substructures built under the old bridges without interfering with traffic flow. Overall, the innovative features and accelerated elements of the ODOT HfL project included the following: (1) Innovative public outreach program; (2) Design-build method of project delivery; (3) Construction of superstructures next to old bridges; (4) Construction of substructures without interfering with traffic flow; (5) Context-sensitive and sustainable solutions; (6) Rapid bridge replacement technique using a hydraulic sliding system; (7) Use of a temporary bridge; and (8) Use of prefabricated bridge components. Removal and replacement of the bridges on OR 38 was a great success and ODOT was able to meet the HfL program requirement related to the project goals of safety, construction congestion, quality, and user satisfaction.
KW  - Bridge construction
KW  - Bridge substructures
KW  - Bridge superstructures
KW  - Cast in place structures
KW  - Context sensitive design
KW  - Highways for LIFE
KW  - Oregon
KW  - Prefabricated bridges
KW  - Traffic flow
UR  - http://www.fhwa.dot.gov/hfl/summary/pdfs/or_052010.pdf
UR  - https://trid.trb.org/view/1247044
ER  - 

TY  - RPRT
AN  - 01470332
AU  - Khoury, Naji N
AU  - Zaman, Musharraf
AU  - Ghabchi, Rouzbeh
AU  - Kazmee, Hasan
AU  - University of Oklahoma, Norman
AU  - Oklahoma Department of Transportation
AU  - Federal Highway Administration
TI  - Stability and Permeability of Proposed Aggregate Bases in Oklahoma
PY  - 2010/05//Final Report
SP  - 243p
AB  - Aggregate base is an important component of a pavement structure. It supports the asphalt concrete (AC) layer and reduces the wheel load-induced stresses on the underlying layers. It also functions as a drainage layer. Consequently, it is important to understand the drainage and strength characteristics of aggregate bases. Permeability (k) and resilient modulus (MR) of aggregate bases are used frequently to identify drainage and strength characteristics of aggregate bases. Historically, gradation specifications used by Oklahoma Department of Transportation (ODOT) have led to aggregate bases with very low permeability. Variations in permeability within the same gradation envelope are observed frequently. Also, ODOT currently lacks laboratory and field data  for resilient modulus (MR) and permeability (k) for commonly used aggregates and gradations. To this end, a combined study is undertaken to generate pertinent laboratory and field data on aggregates for different gradations, including new gradations. Specifically, the present study focuses on the effect of gradation and compaction energy on MR and k of aggregates from three commonly used sources in Oklahoma, namely Anchor Stone, Dolese and Martin Marietta. The current study was originally planned as a laboratory study, called Phase 1 in this report. A field component was added subsequently, called Phase 2 in this report, in cooperation with the Oklahoma Aggregate Association (OKAA). In Phase 1, five different gradations, namely, ODOT Type A, Modified AASHTO #57 (M-AASHTO #57), Modified AASHTO #67 (M-AASHTO #67), OKAA Type N, and OKAA Type K, were used in laboratory testing of limestone aggregates from the Anchor Stone quarry. For each gradation, both lower (LL) and upper (UL) limits were used and specimens were prepared using two different levels of compaction, namely standard Proctor and modified Proctor. Permeability (k) was measured using the falling head approach, while resilient modulus (MR) was evaluated using the AASHTO T-307 test method. In Phase 2, the number of gradations was narrowed down to three, namely M-AASHTO #57, OKAA Type M and ODOT Type A. These three gradations were tested with all three aggregate sources, as mentioned earlier. To  simulate an open-graded base course,  M-AASHTO #57 and  OKAA Type M specimens were compacted with standard Proctor effort, whereas, modified Proctor effort was used for ODOT Type A specimens to replicate dense-graded base condition. In addition to laboratory testing, in-situ drainage and strength characteristics of representative gradations were evaluated and compared in Phase 2. Accordingly, a 500–ft (152.4 m) long test section was constructed on Timberdell Road in Norman with three selected gradations, namely  M-AASHTO #57,  OKAA Type M and  ODOT Type A.  Field tests (falling weight deflectometer (FWD), dynamic cone penetrometer (DCP) and permeability) were conducted during construction and after the test section being opened to  traffic. Laboratory test results show that permeability decreases with the increase in compaction level, percent fines and dry density, as expected. ODOT Type A UL shows the highest Maximum Dry Unit Weight with modified Proctor effort for Anchor Stone and Dolese aggregates. Lower limits show higher permeability values in comparison to those of upper limit for the selected gradations. Lower limit of M-AASHTO #67 and #57 satisfies the minimum drainage requirement suggested by the Federal Highway Administration guideline. The resilient modulus values increased with the increase in dry density and compaction level. Also, coarser LL provided higher MR values compared to finer UL because of increased aggregate interlocks. For open-graded base layers permeability can increase due to the increase in angularity of aggregates even in the presence of fines. Field data reveal that traffic-induced compaction led to an increase in MR values and decrease in permeability, which conforms to the findings from the laboratory testing. Regression models were developed correlating moisture content, dry unit weight, gradation characteristics and compaction methods to permeability and resilient modulus using laboratory test results. Based on the statistical parameters, these models were found to be significant in predicting the k and MR values of aggregates and gradations used in this study. The laboratory and field data from this study could be used for local calibration of the mechanistic-empirical pavement design guide (MEPDG) for pavements with similar attributes.
KW  - Aggregate gradation
KW  - Aggregates
KW  - Base course (Pavements)
KW  - Compaction
KW  - Field tests
KW  - Laboratory tests
KW  - Modulus of resilience
KW  - Moisture content
KW  - Oklahoma
KW  - Permeability
KW  - Stability (Mechanics)
UR  - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/rad_spr2-i2196-fy2009-rpt-final-zaman.pdf
UR  - https://trid.trb.org/view/1237849
ER  - 

TY  - RPRT
AN  - 01457797
AU  - Flora, William Frederick
AU  - Ong, Ghim Ping (Raymond)
AU  - Sinha, Kumares C
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Development of a Structural Index as an Integral Part of the Overall Pavement Quality in the INDOT PMS
PY  - 2010/05//Final Report
SP  - 103p
AB  - Transportation agencies spend billions of dollars annually on pavement maintenance and rehabilitation to meet public, legislative, and agency expectations. Knowledge of the structural condition of a highway pavement is crucial for pavement management at both the network level and the project level, particularly when the system monitoring, evaluation, and decision-making are to be made in a context of multiple criteria that include structural condition. A key aspect of the performance criteria for multiple criteria decision making is that the criteria must be amenable to scaling so that it can be duly incorporated in the overall utility function. The main objectives of this research study are: 1) To develop a pavement structural strength index (SSI), scaled logistically from zero to a 100, based on the falling weight deflectometer (FWD) deflection measurements; 2) To formulate SSI in such a manner to be used as an index or employ the value of “100 – SSI” as a deduct value from pavement distresses surface index; and 3) To develop models by which the SSI could be estimated given functional class, age, and drainage condition wherever deflection measurements are not available. Extensive literature review of existing information related to pavement structural capacity assessment was conducted. Necessary data was collected from the Indiana Department of Transportation (INDOT) pavement management databases and deflection measurements available at INDOT Research and Development for both project and network levels. Information from INDIPAVE (a database that includes data on weather conditions, highway classification, traffic, and other information at over 10,000 one-mile pavement sections in the State of Indiana) were also employed. Weather information was also collected from the Indiana State Climate Office. The data includes information on 12,250 road sections from 1999 to 2007. Data was classified by pavement surface type (whether it is asphalt or concrete) and system classification (whether it is an interstate, a non-interstate but part of the national highway system (NHS), or a non interstate and not a part of the national highway system (non-NHS).
KW  - Asset management
KW  - Falling weight deflectometers
KW  - Indiana
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Strength of materials
UR  - http://dx.doi.org/10.5703/1288284314261
UR  - https://trid.trb.org/view/1218727
ER  - 

TY  - RPRT
AN  - 01457705
AU  - Martchouk, Maria
AU  - Mannering, Fred L
AU  - Singh, Lakhwinder
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Travel Time Reliability in Indiana
PY  - 2010/05//Final Report
SP  - 95p
AB  - Travel time and travel time reliability are important performance measures for assessing traffic condition and extent of congestion on a roadway. This study first uses a floating car technique to assess travel time and travel time reliability on a number of Indiana Highways. Then the study goes on to describe the use of Bluetooth technology to collect real travel time data on a freeway and applies it to obtain two weeks of data on Interstate-69 in Indianapolis. An autoregressive model, estimated based on the collected data, is then proposed to predict individual vehicle travel times on a freeway segment. This model includes speed, volume, time of day indicators, and previous vehicle travel times as independent variables. In addition to the autoregressive formulation, a duration model is estimated based on the same travel time data. The duration model of travel time provided insights into how one could predict the probability of a car’s duration of time on a roadway segment changed over time. Interestingly, the three duration models estimated (all hours, peak hour and night time models) showed that the point where the conditional probability of travel times becoming longer occurs roughly at the onset of level-of-service F conditions. Finally, a seemingly unrelated regression equation model to predict travel time and travel-time variability is estimated. This model predicts 15-minute interval travel times and standard deviation of travel time based on speed, volume and time of day indicators. The model has a very good statistical fit and thus can be used in the field to compute real-time travel time using data available from remote traffic microwave sensors.
KW  - Autoregressive models
KW  - Duration modeling
KW  - Econometric models
KW  - Floating car data
KW  - Indiana
KW  - Mathematical prediction
KW  - Probability
KW  - Reliability
KW  - Travel time
UR  - http://dx.doi.org/10.5703/1288284314263
UR  - https://trid.trb.org/view/1218743
ER  - 

TY  - RPRT
AN  - 01453701
AU  - Kim, Daehyeon
AU  - Ji, Yigong
AU  - Siddiki, Nayyar Zia
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of In-Situ Stiffness of Subgrade by Resilient and FWD Modulus
PY  - 2010/05//Final Report
SP  - 57p
AB  - Resilient modulus has been used for characterizing the stress-strain behavior of subgrade soils subjected to traffic loadings in the design of pavements. With the recent release of the Mechanistic-Empirical Pavement Design Guide (MEPDG), highway agencies are further encouraged to implement the resilient modulus test to improve subgrade design. A laboratory resilient modus test and a falling weight deflectometer (FWD) test are usually used to obtain the resilient modulus of subgrade. However, the difference in the resilient modulus obtained from these two methods is considerably large due to the fact that these tests are conducted under different conditions. This difference gives engineers a significant confusion about how they input appropriately the resilient modulus in the MEPDG software. In the present study, FWD tests, resilient modulus (Mr) tests and physical property tests were conducted to develop the relationship between the modulus from the FWD test and the resilient modulus from the lab resilient modulus test by comparing the results obtained from the FWD test on subgrade and the laboratory repeated triaxial load test on subgrade soil samples molded at OMC in Indiana varying over different climatic conditions. Based on the results of FWD tests and laboratory tests on some Indiana subgrades, the following conclusions can be drawn:  (1) on average, the FWD modulus is about 75% lower than the lab resilient modulus of the soil compacted at OMC;  (2) winter FWD modulus is about 40% higher than early summer FWD modulus; and (3)  when inputting the resilient modulus of subgrade in the MEPDG software, this relationship can be implemented.
KW  - Falling weight deflectometers
KW  - Field tests
KW  - Indiana
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Modulus of resilience
KW  - Stiffness
KW  - Subgrade (Pavements)
UR  - http://dx.doi.org/10.5703/1288284314255
UR  - https://trid.trb.org/view/1218721
ER  - 

TY  - RPRT
AN  - 01451445
AU  - United States Federal Highway Administration
TI  - I-25/Paseo del Norte Interchange, Albuquerque, Bernalillo County : environmental impact statement
PY  - 2010/05//Volumes held: Draft
KW  - Environmental impact statements
KW  - New Mexico
UR  - https://trid.trb.org/view/1219989
ER  - 

TY  - JOUR
AN  - 01382607
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Attarian, J L
TI  - Greener alleys [permeable pavements]
PY  - 2010/05
VL  - 73
IS  - 6
SP  - 26-33
KW  - Environment
KW  - Environment
KW  - Highway design
KW  - Pavement design
KW  - Pavement design
KW  - Pavement technology
KW  - Permeability
KW  - Permeability
KW  - Planning and Environment
KW  - Road design
KW  - Sustainable development
KW  - Sustainable development
KW  - Transport planning
KW  - Transportation planning
KW  - Usa
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mayjun/05.cfm
UR  - https://trid.trb.org/view/1150542
ER  - 

TY  - JOUR
AN  - 01382606
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Vanikar, S N
AU  - Grove, J
AU  - Wathne, L
TI  - Leaving a smaller footprint [concrete pavement]
PY  - 2010/05
VL  - 73
IS  - 6
SP  - 8-13
KW  - Concrete pavement
KW  - Concrete pavements
KW  - Construction
KW  - Construction
KW  - Environmental effects
KW  - Environmental impacts
KW  - Pavement design
KW  - Pavement design
KW  - Pavement maintenance
KW  - Pavement maintenance
KW  - Pavement management
KW  - Pavement management systems
KW  - Pavement technology
KW  - Planning and Environment
KW  - Sustainable development
KW  - Sustainable development
KW  - Usa
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mayjun/02.cfm
UR  - https://trid.trb.org/view/1150541
ER  - 

TY  - RPRT
AN  - 01366044
AU  - Rohne, Ryan J
AU  - Minnesota Department of Transportation
AU  - Minnesota Department of Transportation
AU  - Minnesota Department of Natural Resources
AU  - Federal Highway Administration
TI  - Mesabi-Select Concrete Pavement Five Year Performance Report
PY  - 2010/05//Final Report
SP  - 38p
AB  - Cell 54 was constructed in the fall of 2004 on the MnROAD low-volume loop. It is made up of eight inches of concrete underlain by Class 5 aggregate base and approximately three inches of compacted in-situ fill. The Minnesota Department of Transportation (Mn/DOT) constructed this cell to study the properties of Mesabi-Select as coarse aggregate in concrete. This mineral aggregate that contains less iron than the ore, was obtained from overburdens in the iron ore ledges in northern Minnesota. There is no record of a previous cell constructed to study the suitability of Mesabi-Select in concrete. Cell 54 is in very good condition after five years. There are very few cracks of low severity. The types of distress found were spalling of transverse joints, longitudinal cracking, and transverse cracking. Very little joint faulting has occurred. In-situ concrete surface permeability measurements indicate that the concrete is good quality. Friction and ride quality measurements indicate that Cell 54 is in very good condition. Falling weight deflectometer (FWD) deflections at the surface and top of the base were of similar magnitude as in other doweled jointed plain concrete pavement (JPCP) test cells of similar design.
KW  - Coarse aggregates
KW  - Concrete pavements
KW  - Deflection
KW  - Experimental roads
KW  - Friction
KW  - Longitudinal cracking
KW  - Minnesota Road Research Facility
KW  - Pavement performance
KW  - Permeability
KW  - Ride quality
KW  - Spalling
KW  - Transverse cracking
KW  - Transverse joints
UR  - http://www.dot.state.mn.us/research/TS/2010/201019.pdf
UR  - http://www.lrrb.org/pdf/201019.pdf
UR  - https://trid.trb.org/view/1134984
ER  - 

TY  - RPRT
AN  - 01359682
AU  - Fisher, Jonathan
AU  - Graves, Clark
AU  - Blankenship, Phillip B
AU  - Hakimzadeh-Khoee, Salman
AU  - Anderson, R Michael
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Asphalt Institute
AU  - Federal Highway Administration
TI  - Factors Affecting Asphalt Pavement Density and the Effect on Long Term Pavement Performance
PY  - 2010/05
SP  - 158p
AB  - The Kentucky Transportation Center, the Asphalt Institute, and the Kentucky Transportation Center worked together in order to identify factors that affect asphalt pavement density, and to then evaluate their effect on long term pavement performance. By determining which variables are most influential to pavement performance (i.e. roller pattern, temperature when rolled, etc.), and then monitoring the attention given to those variables, Kentucky would be able to increase the service life of asphalt roadways by at least 25%, therefore saving as much as $30 million annually on a resurfacing budget of $129.2 million (2007), while still maintaining the current roadway level of service. Ensuring that the pavement roller is able to roll the surface at the appropriate temperature can result in increases in density of up to 4%. An asphalt mix having 11% voids failed at approximately 400,000 cycles @ 350 microstrains, compared to that same mix at 7% air voids failing at 600,000 cycles @ 350 microstrains, resulting in a lab fatigue life increase of 50%. Two primary results were found from this study. First, by ensuring the compaction roller reaches the pavement before the temperature is allowed to drop substantially, up to a 4% increase in density can be achieved. Second, by increasing density 4%, lab fatigue life can be increased by as much as 50%. From these results, by practicing proper construction techniques one could conservatively expect to see increases in the service life of an asphalt surface of up to 25% in the field.
KW  - Asphalt pavements
KW  - Binder content
KW  - Density
KW  - Durability
KW  - Fatigue (Mechanics)
KW  - Kentucky
KW  - Pavement cracking
KW  - Pavement performance
KW  - Performance tests
KW  - Permeability
KW  - Permeameters
KW  - Road rollers
KW  - Rolled asphalt
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_10_05_RSF_14_05_1F.pdf
UR  - https://trid.trb.org/view/1125119
ER  - 

TY  - RPRT
AN  - 01357087
AU  - Cadden, Allen W
AU  - Gomez, Jesus E
AU  - Baxter, Andrew C
AU  - Bird, Thomas
AU  - Schnabel Engineering LLC
AU  - Association of Drilled Shaft Contractors
AU  - Federal Highway Administration
TI  - Hollow Bar Soil Nails Pullout Test Program
PY  - 2010/05//Final Report
SP  - 59p
AB  - The use of Hollow Bar Soil Nails (HBSNs) is growing in the excavation support and retaining wall construction. It is anticipated that the use of the HBSN technology could reduce construction schedules, costs, and environmental impacts. The current state of practice for design bond strengths and load testing procedures is based on the current soil nail practice but varies depending on the installation contractor and product recommendations. The objective of this study was two-fold. The first objective was to develop an initial data file from installation and testing at four sites of the available grout-to-ground bond stress of HBSNs, and to determine if correlations exist with traditional solid bar, drill, and grout soil nails (for example, the published nominal values in FHWA-IF-03-017 [GEC No. 7]). The second objective was to establish recommendations for practical, standard ways of performing pullout tests on HBSNs. Comparisons between the pullout test results showed that the HBSNs generally developed larger bond strength values in granular soils than the Solid Bar Soil Nails  (SBSNs). Three installation methods for purposes of pullout and proof testing were evaluated. Two were found to be to be satisfactory; however, the third one was noted to have a significant Doughnut Effect and was not recommended for pullout testing.
KW  - Bond strength (Materials)
KW  - Earth walls
KW  - Excavation
KW  - Field tests
KW  - Geotechnical engineering
KW  - Grouting
KW  - Installation
KW  - Pull out test
KW  - Retaining walls
KW  - Soil nailing
KW  - Soil stabilization
KW  - Standardization
UR  - http://www.cflhd.gov/programs/techDevelopment/geotech/HBSN/01_HBSN_Pullout_Test_Program.pdf
UR  - https://trid.trb.org/view/1122111
ER  - 

TY  - RPRT
AN  - 01343483
AU  - Barbato, Michele
AU  - Bowman, Marvin
AU  - Herbin, Alexander
AU  - Louisiana State University, Baton Rouge
AU  - Louisiana Department of Transportation and Development
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - Performance of Buried Pipe Installation
PY  - 2010/05//Final Report
SP  - 123p
AB  - The purpose of this study is to determine the effects of geometric and mechanical parameters characterizing the soil structure interaction developed in a buried pipe installation located under roads/highways. The drainage pipes or culverts installed as part of a roadway project are considered as holistic systems which include not only the pipes and their mechanical properties as determined by materials, geometry and manufacturing procedures, but also the natural soil and the trench into which the pipe is placed, constructed and expected to perform. The research results confirm that the performance of the soil-structure interaction system constituted by the pipe, the trench backfill and the natural soil surrounding the trench depends significantly not only on the pipe material and stiffness but also on geometric parameters defining the trench in which the pipe is installed, such as cover height, bedding thickness and trench width. Minimum requirements for these geometric parameters can be established to obtain equivalent performances of different pipe systems as function of (1) the pipe stiffness and diameter, (2) the local natural soil properties, and (3) the type of road pavement. The results of this research can be used as guidance in establishing guidelines for the alternate selection and application of typical highway drainage products, such as pipes and culverts. This report provides initial data that can be used for a proper comparison of performance, in terms of deformations of the road surface under typical loads, of pipes characterized by different materials and different installation geometry and methodologies. This project suggests also future research directions to delineate a rigorous comparison of different soil-pipe systems under a more general definition of performance, rigorously accounting for economical factors (e.g., initial cost, life-cycle cost) and societal risk.
KW  - Bedding
KW  - Cover depth
KW  - Diameter
KW  - Drain pipe
KW  - Geometric design
KW  - Guidelines
KW  - Pipe culverts
KW  - Soil structure interaction
KW  - Stiffness
KW  - Thickness
KW  - Trenches
UR  - http://www.ltrc.lsu.edu/pdf/2011/fr_467.pdf
UR  - https://trid.trb.org/view/1105449
ER  - 

TY  - RPRT
AN  - 01337302
AU  - Walton, C M
AU  - Prozzi, Jolanda
AU  - Cruz-Ross, Alejandra
AU  - Kockelman, Kara
AU  - Conway, Alison
AU  - Evans, Daniel
AU  - Harrison, Robert
AU  - Weissmann, Jose
AU  - Papagiannakis, Thomas
AU  - Weissmann, Angela
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Potential Use of Longer Combination Vehicles in Texas: First Year Report
PY  - 2010/05//Technical Report
SP  - 141p
AB  - Trucking remains the only major freight mode not to benefit from increases in size and weight regulations since 1982. The need for more productive trucks—both longer (LTL) and heavier (TL)—is growing with economic activity, rising fuel costs and concerns over environmental impacts from emissions. This study covers the first-year activities of a two-year TxDOT-sponsored study into potential LCV use in Texas. It describes current U.S. LCV operations and regulations, operational characteristics of various LCV types, safety issues, and environmental and energy impacts, together with pavement and bridge consumption associated with LCVs. Methods to measure both pavement and bridge impacts on a route basis are described. A survey of current U.S. LCV operators provides an insight into business characteristics, vehicles, drivers, performance, and safety. The overall study benefited from three sources of direction: an advisory panel from TxDOT, an industry panel comprising heavy truck and LCV operators, and finally an academic team from the University of Michigan Transportation Research Institute. In the second year of the study, a series of routes and LCV types will be evaluated in Texas using methods developed in the first year and approved at a study workshop.
KW  - Axle loads
KW  - Commercial vehicle operations
KW  - Environmental impacts
KW  - Longer combination vehicles
KW  - Pavement performance
KW  - Texas
KW  - Trucking safety
KW  - Trucks by number of axles
KW  - Trucks by weight
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6095_1.pdf
UR  - https://trid.trb.org/view/1097537
ER  - 

TY  - RPRT
AN  - 01328142
AU  - Stith, Jason
AU  - Schuh, Andrew
AU  - Farris, Jamie
AU  - Petruzzi, Brian
AU  - Helwig, Todd
AU  - Williamson, Eric
AU  - Frank, Karl
AU  - Engelhardt, Michael
AU  - Kim, Hyeong Jun
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Guidance for Erection and Construction of Curved I-Girder Bridges
PY  - 2010/05//Technical Report
SP  - 239p
AB  - This report summarizes the methods, results, and recommendations from a research investigation on the behavior of horizontally curved girders during construction. The primary focus of the study is the behavior during early stages of construction when little or no bracing is provided. Girder behavior during placement of the concrete bridge deck was also considered. Research on the bridge behavior during early stages of construction provides valuable insight into the accuracy of past practices and is necessary to formulate safe construction procedures during girder erection and construction. In this research project all phases of girder erection and deck placement were investigated. The goal for the project was to provide a set of design guidelines that provide safe yet economical erected steel plate girders. The necessity of shore towers or holding cranes were also considered in the study. The research study included: 1) Field monitoring of curved girders during lifting, erection, and concrete slab construction; 2) Surveys of erectors to determine common erection practices; 3) Parametric finite element modeling of girders during lifting as well as partially erected bridges; 4) The derivation of analytical expressions for predicting the behavior of curved I-girders during lifting; 5) Development and verification of a macro-enabled spreadsheet design tool (UT Lift) to calculate curved girder behavior during lifting; and 6) Development and verification of a PC-based three-dimensional finite element program (UT Bridge) for analyzing steel bridges during construction. This report provides a description of the entire body of research that was conducted and pertinent to understanding the basis for the design guidelines that were developed. The data from the field results were used to validate the finite element model used in the parametric studies and to compare to the PC-based finite element program developed in the project. The information provides guidance on critical issues that bridge engineers face when designing curved steel plate I-girders.
KW  - Bridge construction
KW  - Bridge engineering
KW  - Curved bridges
KW  - Erection (Building)
KW  - Finite element method
KW  - Girder bridges
KW  - I-girders
KW  - Lifting
KW  - Steel plates
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5574_1.pdf
UR  - https://trid.trb.org/view/1086346
ER  - 

TY  - RPRT
AN  - 01325014
AU  - Kuhn, Beverly
AU  - Texas Transportation Institute
AU  - Federal Highway Administration
TI  - Efficient Use of Highway Capacity Summary
PY  - 2010/05//Technical Report
SP  - 100p
AB  - This report was developed to summarize the implementation of safety shoulders as travel lanes as a method to increase the efficient use of highway capacity. Its purpose is to provide a succinct overview of efforts to use left or right shoulder lanes as temporary or interim travel lanes. As part of this summary, information related to the impact of that shoulder usage on highway safety and/or accidents during operations was reviewed as well. The intent of the report is to provide critical information that the Federal Highway Administration (FHWA) can use to formulate guidance for agencies on providing temporary shoulder use as a means of increasing roadway capacity. The study that generated this product was conducted at the request of Congress through the 2008 Technical Corrections Act. Those issues that need to be considered include design, traffic control devices, performance measures, potential safety benefits, maintenance concerns, enforcement roles and processes, incident response, training for personnel, costs, liability and legal issues, and public outreach and education. Careful consideration of these issues can help ensure a shoulder use deployment is effective without having negative impacts on safety and operations.
KW  - Geometric design
KW  - Highway capacity
KW  - Highway safety
KW  - Managed lanes
KW  - Road shoulders
KW  - Temporary
KW  - Travel lanes
UR  - http://www.aashtojournal.org/Documents/December2010/CapacityReport.pdf
UR  - http://ntl.bts.gov/lib/35000/35500/35534/FHWA-HOP-10-023.pdf
UR  - https://trid.trb.org/view/1085877
ER  - 

TY  - RPRT
AN  - 01322462
AU  - Bond, Alexander
AU  - Kramer, Jeff
AU  - Seggerman, Karen
AU  - University of South Florida, Tampa
AU  - Federal Highway Administration
TI  - Staffing and Administrative Capacity of Metropolitan Planning Organizations
PY  - 2010/05
SP  - 120p
AB  - MPOs were formed and structured to accomplish the prevailing planning tasks of the late 20th century. Recent federal legislation and regulations coupled with technology improvements have increased the complexity of MPO activities, requiring increased planning capacity and resources. Identifying effective strategies for maximizing planning capacity and organizational efficiency has become a challenge for MPOs across the country. This research report documents how MPOs have structured their organizations and allocated staff resources. MPO organizational structure includes administrative information like governance, host agency relationships, budgeting, and work planning. The report also addresses staffing arrangements, technical skills, use of consultant labor, and employee retention. Effective and unique practices are documented through case studies interspersed in the report. The intent of this research is to help MPO leaders evaluate their staffing and organizational structures in light of their current and anticipated responsibilities, budget and policy environment. The information contained in the report was gained through a national survey of MPOs, plus follow‐up case study research. The survey gained a 35.5 percent response rate, with 133 MPOs participating. Ten participating MPOs were selected for follow‐up case study research, which are interspersed throughout the research report.
KW  - Administration
KW  - Industry structure
KW  - Metropolitan planning organizations
KW  - Organizational effectiveness
KW  - Selection and appointment
KW  - Transportation planning
UR  - http://www.cutr.usf.edu/programs/pcm/files/2010-05-Staffing_and_Administrative_Capacity_of_MPOs.pdf
UR  - https://trid.trb.org/view/1083509
ER  - 

TY  - RPRT
AN  - 01220465
AU  - Grant, Michael
AU  - Bowen, Beverly
AU  - Jasper, Keith
AU  - Maggiore, Michelle
AU  - Wallis, Elizabeth
AU  - ICF International
AU  - Delcan Corporation
AU  - Federal Highway Administration
TI  - Statewide Opportunities for Integrating Operations, Safety, and Multimodal
Planning: A Reference Manual
PY  - 2010/05//Reference Manual
SP  - 100p
AB  - This publication is a reference manual designed to provide “how to” information to assist transportation professionals in taking actions to integrate these activities. It identifies and describes opportunities at various levels of decisionmaking – statewide, regional, corridor, and project – and the benefits of these approaches. It also highlights overarching themes such as the important role of multidisciplinary teams; data collection, sharing, and analysis; and broad use of performance measures within each of these levels.
KW  - Decision making
KW  - Integration
KW  - Multimodal transportation
KW  - States
KW  - Transportation operations
KW  - Transportation planning
KW  - Transportation safety
UR  - http://www.fhwa.dot.gov/planning/statewide/manual/manual.pdf
UR  - https://trid.trb.org/view/980776
ER  - 

TY  - RPRT
AN  - 01207436
AU  - Yang, Seongyeong
AU  - Helwig, Todd
AU  - Klingner, Richard
AU  - Engelhardt, Michael
AU  - Fasl, Jeremiah
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Impact of Overhang Construction on Girder Design
PY  - 2010/05//Technical Report
SP  - 205p
AB  - Economical constraints on the design of bridges usually necessitate the use of as few girders as possible across the bridge width. The girders are typically uniformly spaced transversely with the deck extending past the fascia girders, thereby resulting in an overhang. While designers commonly employ rules of thumb with regard to the geometry of the overhang, these rules of thumb generally address only the deck in-service strength and deflection requirements, and the effect due to construction load is not considered. In particular, the impact of the overhang on fascia girder behavior during construction is not well understood. Overhang construction often leads to a torsional load on the girder system that can lead to problems in steel and concrete girder bridges during construction. The main issue with concrete girder bridges is excessive lateral rotation in the fascia girder, which can cause potential problems of construction safety and maintenance. Field problems on concrete bridges have been reported in the state of Texas where the fascia girders experienced excessive rotation during construction. For steel girder bridges, the unbalanced overhang loading can lead to both local and global instability. Locally, the overhang brackets often exert a large force on the web plate that can distort the web and increase the magnitude of the plate imperfection. Global stability problems have occurred primarily on bridge widening projects where a few girders are added to an existing bridge system. The girders in the widening are usually isolated from the existing bridge and the unbalanced load from the overhang can cause excessive twist that intensifies the global stability of the girder system. The objective of this study was to improve the understanding of the bridge behavior due to the unbalanced loading from the overhangs and to identify critical factors affecting the girder behavior. The study was also aimed at developing simple design methodologies and design recommendations for overhang construction. The research included field monitoring, laboratory tests, and parametric finite element analyses. The data from the field monitoring and laboratory tests were used to validate finite element models for both concrete and steel girder bridges. Based on the validated models, detailed parametric studies were conducted to investigate the effects of the unbalanced loading. Results from the parametric studies were used to identify the geometries of girder systems that are prone to problems with the overhangs as well as to provide design suggestions. In addition, a closed-form solution for lateral rotation in the fascia girder in a concrete girder bridge was derived using a rigid-body model, and was used to develop design methodology and design recommendations for overhang construction.
KW  - Bridge construction
KW  - Bridge design
KW  - Concrete bridges
KW  - Field studies
KW  - Finite element method
KW  - Geometry
KW  - Girder bridges
KW  - Girders
KW  - Laboratory tests
KW  - Overhang
KW  - Rotation
KW  - Stability (Mechanics)
KW  - Steel bridges
KW  - Torsion
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5706_1.pdf
UR  - http://ntl.bts.gov/lib/34000/34300/34361/0_5706_1.pdf
UR  - https://trid.trb.org/view/968169
ER  - 

TY  - RPRT
AN  - 01173885
AU  - Quiroga, Cesar
AU  - Kraus, Edgar
AU  - Le, Jerry
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Strategies and Recommendations for Integrating Utility and Environmental Processes at TxDOT: Workshop Materials
PY  - 2010/05
SP  - 104p
AB  - Two sources of delay during the project development process are utility adjustments and the environmental review and clearance process. There are several efforts underway at the Texas Department of Transportation (TxDOT) to optimize these processes, including recently finished and active research projects. Despite these efforts, the interaction between utility coordination/conflict elimination activities and the environmental process is one that has not received proper attention over the years. One of the reasons is that, although the collection of data regarding existing and abandoned utility installations is part of the environmental data gathering process, in practice, the collection of detailed underground utility-related data normally starts in the design phase, which typically occurs after the environmental process is complete. The purpose of Research Project 0-6065 was to determine whether it was feasible to: (1) obtain better existing utility data during the schematic development phase as opposed to the design phase; and (2) increase the level of definition of design components such as horizontal alignment, vertical alignment, and drainage requirements during the schematic development phase. To address the objectives of the project, the researchers analyzed the TxDOT project development process with a focus on environmental and utility activities. The researchers produced a model of the environmental process at TxDOT using numerous resources including TxDOT manuals and conducted interviews with stakeholders. This model shows activities of the TxDOT project development process from the planning phase until the beginning of Plans, Specifications, and Estimate (PS&E) development (detailed design) and the sequence flow between activities, including new activities recommended by the researchers.
KW  - Conflict management
KW  - Coordination
KW  - Environmental reviews
KW  - Highway design
KW  - Highway planning
KW  - Public utilities
KW  - Strategic planning
UR  - http://tti.tamu.edu/documents/0-6065-P1.zip
UR  - https://trid.trb.org/view/934255
ER  - 

TY  - RPRT
AN  - 01173813
AU  - Mitchell, Gayle F
AU  - Riefler, R Guy
AU  - Russ, Andrew
AU  - Ohio University, Athens
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Vegetated Biofilter for Post Construction Storm Water Management for Linear
Transportation Projects
PY  - 2010/05//Technical Report
SP  - 248p
AB  - The vegetated biofilter is a low impact development technique that can be integrated into stormwater management of linear transportation systems and capitalize on the natural environment to mitigate stormwater. A 4 ft (1.2 m) wide by 14 ft (4.3 m) long prototype vegetated biofilter was constructed on a moveable frame. Artificial runoff was delivered to each of three grass beds for comprehensive tests at slopes and flow rates as follows: 8:1, medium; 4:1, medium; 2:1, medium; and 2:1, high. The medium and high flows represented storm runoff events typical in Ohio. First, baseline tests were performed to obtain concentrations of constituents native to the biofilter. Artificial runoff, formulated with metals, native soil, and motor oil, was applied to one bed at a “high” concentration for the first part of the event, followed by a “medium” concentration; a second bed received “medium” followed by “low” concentration runoff, and the third bed received “low” concentration followed by tap water. During the simulated storm events, samples were obtained from the inlet, surface runoff, and underdrain and analyzed for total and dissolved metals, TSS, and oil and grease. Prior to and at the end of testing, cores were extracted from the bed, separated into soil, roots and grass, and each component analyzed for metal content per mass of material. The two beds receiving the initial high and medium concentration flow performed well and removal of 7 total metals and TSS was above 75%. Removal of oil ranged from 30% to over 90%. The bed receiving low concentration runoff, which was near the baseline levels for constituents, had mixed performance of removals ranging from none to above 90%, illustrating the difficulty of any BMP to treat a relatively clean influent. Metals above background levels were found primarily in the first half (7 ft, 2.1 m) of each bed. Soil particles in the influent flow of the first test in each bed, tagged with La, were not resuspended in subsequent tests and were not measured at any significant concentration in the outlet surface flow.
KW  - Biofilters
KW  - Filters
KW  - Runoff
KW  - Storm water management
KW  - Vegetated filter strips
KW  - Vegetation
UR  - http://worldcat.org/oclc/671776720/viewonline
UR  - http://ntl.bts.gov/lib/55000/55800/55857/FHWA-OH-2010-7.PDF
UR  - http://ntl.bts.gov/lib/55000/55800/55858/FHWA-OH-2010-7_EXEC_SUMMARY.PDF
UR  - https://trid.trb.org/view/934339
ER  - 

TY  - RPRT
AN  - 01173615
AU  - Abramowitz, A
AU  - Federal Aviation Administration
AU  - Federal Highway Administration
TI  - Summary Report: Airplane Fuselage Section Tests with Overhead Stowage Bins
PY  - 2010/05
SP  - 43p
AB  - From 1991 to 2000, the Federal Aviation Administration (FAA) conducted vertical and longitudinal and static and dynamic tests of various narrow-body transport airplane fuselage sections, which included different types of in-service overhead stowage bins. Vertical drop impact tests were conducted at the FAA William J. Hughes Technical Center, Atlantic City International Airport, New Jersey. Longitudinal, simulated impact sled tests were conducted at the Transportation Research Center, East Liberty, Ohio. This report summarizes the distribution of loads among the bin support members for both static and dynamic loading conditions, the strengths, and failure modes (if any) of various overhead stowage bins. This information will provide a basis to assess the adequacy of the design standards and regulatory requirements for overhead stowage bins.
KW  - Aircraft operations
KW  - Aviation safety
KW  - Civil aircraft
KW  - Dynamic loads
KW  - Fuselages
KW  - Impact tests
KW  - Overhead
KW  - Storage facilities
UR  - https://trid.trb.org/view/934463
ER  - 

TY  - RPRT
AN  - 01173231
AU  - Aldrete-Sanchez, Rafael
AU  - Shelton, Jeffrey
AU  - Cheu, Ruey Long
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Integrating the Transportation System with a University Transportation Master Plan: Best Practices and Lessons Learned
PY  - 2010/05//Technical Report
SP  - 24p
AB  - The University of Texas at El Paso (UTEP) is planning several projects that will have a substantial impact in the transportation network in El Paso. This research project conducted a study of the integration of the El Paso metropolitan transportation system with UTEP’s transportation master plan and to develop a synthesis of best practices of transportation systems integration employed by universities from across the country. This research report presents a synthesis of these best practices and documents the lessons learned during the analysis of the UTEP campus found in Report 0-6608-2. The overall goal of the report was to provide guidance on the integration between transportation systems and a university campus master plan. Researchers used a two-pronged approach to document best practices in this report. First, researchers conducted a review of the state-of-the-practice on university campuses around the country. Second, researchers synthesized the lessons learned from the development of the case study analysis of the UTEP campus master plan and its integration with current and planned metropolitan transportation infrastructure, where the integrated application of practices from around the country could be tested.
KW  - Best practices
KW  - Campuses
KW  - Case studies
KW  - Lessons learned
KW  - Master plans
KW  - Metropolitan planning organizations
KW  - Pedestrian safety
KW  - State of the practice
KW  - System integration
KW  - Transportation planning
UR  - http://tti.tamu.edu/documents/0-6608-3.pdf
UR  - http://ntl.bts.gov/lib/33000/33700/33770/0-6608-3.pdf
UR  - https://trid.trb.org/view/933260
ER  - 

TY  - RPRT
AN  - 01173194
AU  - Green, J G
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Distracted Driving: Preliminary Analysis and Survey
PY  - 2010/05//Final Report
SP  - 30p
AB  - This report primarily focuses on an attempt to document the level of driver distraction existing in Kentucky through analysis of crash data and by conducting an observational survey of drivers. Additional research is cited as a means of comparing other studies with results from Kentucky, as well as establishing a definition of distracted driver. The status of laws related to use of cell phones in other states was summarized, and the recently passed legislation in Kentucky was noted by incorporation of the full text as an appendix. It was determined from analysis of Kentucky data that if the three categories of human factors (inattention, distraction, and cell phone) listed on the traffic collision report are combined, the total would be 53,223 collisions and 184 fatal collisions.
KW  - Behavior
KW  - Distracted drivers
KW  - Distraction
KW  - Fatalities
KW  - Human factors in crashes
KW  - Kentucky
KW  - Mobile telephones
KW  - Traffic crashes
KW  - Travel behavior
KW  - Travel surveys
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_10_06_SPR_56_10_1F.pdf
UR  - https://trid.trb.org/view/927800
ER  - 

TY  - RPRT
AN  - 01173152
AU  - McKnight, J
AU  - Athens Technical Specialists, Incorporated
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Development of a Traffic Counter Bench Tester with 8-Lane Testing Capability
PY  - 2010/05
SP  - 49p
AB  - The Ohio Department of Transportation (ODOT) utilizes Automated Traffic Recorder (ATR) devices to collect highway traffic vehicle count and class data. The data is used to support funding proposals and highway maintenance decisions. The Federal Highway Administration (FHWA) requires each state to test their highway traffic data collection equipment (Ref: 23 CFR Parts 500.203 & 500.204). Further, the regulation states that only equipment passing the test procedures may be used for the collection of data for projects funded by FHWA. The objective of this research project is to design a bench top tester for testing ATRs that are equipped to count/classify 8 lanes of traffic with a loop-piezo-loop sensor arrangement. The new tester will be designated as model ATRT-1716 and will be similar in operation to the ATRT-1700 model which ODOT has used successfully for many years.
KW  - Automatic data collection systems
KW  - Bench testing
KW  - Data collection
KW  - Highway traffic
KW  - Ohio
KW  - Traffic counting
KW  - Traffic data
KW  - Traffic lanes
UR  - http://worldcat.org/oclc/653122319/viewonline
UR  - https://trid.trb.org/view/927798
ER  - 

TY  - RPRT
AN  - 01172515
AU  - Brown, Michael C
AU  - Ozyildirim, Celik
AU  - Duke, William L
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Investigation of Fiber-Reinforced Self-Consolidating Concrete
PY  - 2010/05//Final Report
SP  - 24p
AB  - The rising cost of materials and labor, as well as the demand for faster construction, has prompted development of cheaper, faster alternatives to conventional building techniques. Self-consolidating concrete (SCC), a high performance concrete characterized by its ability to flow without segregation under its own weight, promises to speed construction while reducing the need for skilled labor. However, experience has shown that SCC may be prone to shrinkage cracking, which may compromise its durability. In conventional concrete, fiber reinforcement has been used to control cracking and increase tensile and flexural strength. This study evaluated the feasibility of fiber-reinforced SCC (FR-SCC) for structural applications. Tests were conducted in the laboratory to assess the fresh and hardened properties of FR-SCC containing various types and concentrations of fibers. The results indicated that an SCC mixture can be prepared for use in transportation facilities that combines the properties of a high flow rate and some residual strength that would be beneficial for crack control. The residual strength is contributed by the internal fibers and provides load-carrying capacity after initial cracking of the concrete. At optimum fiber additions, FR-SCC mixtures can have the same fresh concrete properties as traditional SCC mixtures. FR-SCC also demonstrated a considerable improvement in the residual strength and toughness of a cracked section, which is expected to lead to the control of crack width and length. The improved performance of the FR-SCC cracked section indicated that it can be expected to have more durability in service conditions than would an identical SCC with no reinforcement. The study recommends that the Virginia Department of Transportation’s Structure & Bridge Division evaluate FR-SCC in field applications such as link slabs and closure pours in continuous concrete decks; formed concrete substructure repairs; or prestressed beams where end zone cracking has been an issue. In such applications, construction with FR-SCC has the potential to be faster than with SCC, as traditional steel reinforcement may be reduced or eliminated, yielding reduced labor and materials costs for reinforcement placement. Enhanced public and worker safety may result from the reduction of overall construction time and required maintenance of traffic. The next step toward implementation of this technology would involve coordination with VDOT’s Materials Division and Structure & Bridge Division to create special provisions or standard specifications regarding the use of FR-SCC and to identify candidate projects for field trials.
KW  - Bearing capacity
KW  - Cost effectiveness
KW  - Durability
KW  - Fiber reinforced concrete
KW  - Flow rate
KW  - High performance concrete
KW  - Laboratory tests
KW  - Rapid construction
KW  - Residual strength
KW  - Self compacting concrete
KW  - Toughness
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r8.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37806/10-r8.pdf
UR  - https://trid.trb.org/view/933263
ER  - 

TY  - RPRT
AN  - 01172513
AU  - Parmar, Devendra S
AU  - Sharp, Stephen R
AU  - Hampton University
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Short-Term Evaluation of a Bridge Cable Using Acoustic Emission Sensors
PY  - 2010/05//Final Report
SP  - 32p
AB  - The Varina-Enon Bridge carries I-295 across the James River and crosses over the shipping channel that leads to the Richmond (Virginia) Marine Terminal. The bridge is a cable-stayed bridge that was opened to traffic in July 1990. It has 150 ft of vertical navigational clearance and 630 ft of horizontal navigational clearance. The overall bridge length is 4,686 ft. The bridge has six lanes (three each way) with full right and left shoulders. This study used acoustic emission (AE) to assess the condition of strands by examining for active defects (such as corrosion, crack expansion and rubbing, wire breaks, and similar active defects) on a single stay-cable, from anchorage point to anchorage point, of the Varina-Enon Bridge. Testing was performed over short durations of time during periods that included low traffic volumes (acoustically quiet) and high traffic volumes (acoustically noisy). In addition, computer software was used to determine the source and location of the acoustic event. The most significant finding was that AE events were being generated inside the pylon in the saddle region. Further, although AE responses from the stay-cable did not contain any signatures of rubbing from previously broken cable and/or breaking during the testing period, AE signals were detected, possibly because of higher winds or blowing debris striking the cable/anchorage region. The study recommends that the Virginia Department of Transportation (VDOT) Richmond District Bridge Division measure and map the cracks in the northern and southern stay-cable pylons of the bridge; evaluate the northern pylon saddle regions using AE and determine which areas show the greatest acoustical activity; evaluate the stay-cable anchorage regions more closely using AE; and determine the source of the AE signal that was detected during this study. Finally, the anchorage regions should be evaluated, and VDOT should consider using AE periodically to evaluate the health of this structure and determine which regions are exhibiting significant AE activity. Regions with elevated AE activity should take precedence over non-active regions during inspection.
KW  - Acoustic emission tests
KW  - Bridge anchorages
KW  - Cable stayed bridges
KW  - Defects
KW  - Highway bridges
KW  - Pylons
KW  - Structural health monitoring
KW  - Varina-Enon Bridge
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r24.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37804/10-r24.pdf
UR  - https://trid.trb.org/view/933273
ER  - 

TY  - RPRT
AN  - 01167047
AU  - Cambridge Systematics, Incorporated
AU  - Federal Highway Administration
TI  - Freight and Air Quality Handbook
PY  - 2010/05//Final Report
SP  - 124p
AB  - This handbook was developed as a resource for states, metropolitan planning organizations (MPOs), the Federal Highway Administration (FHWA) and other public- and private-sector organizations to use in developing solutions to freight related air quality issues and emissions challenges. This handbook provides the background needed to understand how freight contributes to air quality issues, describes strategies to mitigate those freight-related pollutant emissions and improve air quality, and identifies funding and financing tools available for freight-related air quality projects. Case studies of freight projects and programs that seek to improve air quality and reduce freight-related emissions are presented. These case studies provide real-world examples of the operational, infrastructure, and technology solutions being used to solve freight air quality problems.
KW  - Air quality
KW  - Air quality management
KW  - Case studies
KW  - Financing
KW  - Freight transportation
KW  - Handbooks
KW  - Strategic planning
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop10024/fhwahop10024.pdf
UR  - http://ntl.bts.gov/lib/34000/34400/34438/fhwahop10024.pdf
UR  - https://trid.trb.org/view/927652
ER  - 

TY  - RPRT
AN  - 01164854
AU  - Battaglia, Irene K
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Dowel Bar Retrofit Performance in Wisconsin
PY  - 2010/05//Final Report
SP  - 42p
AB  - In 1999, the Wisconsin Department of Transportation (WisDOT) constructed test sections on I-39 to evaluate the dowel bar retrofit (DBR) rehabilitation technique for faulted concrete pavement slabs. Two years later, mortar deterioration and debonding were noted in the dowel slots. In response to this early distress, additional test sections were constructed on STH 13 to evaluate various mortar materials. The I-39 project was repaired, and test sections from both the I-39 and STH 13 projects were monitored between 2001 and 2007 for distress (PDI), pavement smoothness (IRI), and load transfer efficiency (LTE) between adjacent slabs. Additional DBR projects on USH 45, STH 21, and USH 18/151 were also surveyed in 2010. Six years after repairs were made on the I-39 project, distressed dowel slots were noted again, and additional repairs were made. The entire project was eventually overlaid with HMA. Prior to the overlay, however, IRI values were low for sections with DBR. Smoothness varied for control sections that were diamond ground only. The control sections with a 3-in. hot mix asphalt (HMA) overlay and with diamond grinding only had the roughest ride in the driving lane. DBR sections had consistently better LTE values than non-doweled sections. Among the STH 13 test sections, mortar with 100 percent extension ratio had more debonding and surface deterioration than mortar with lower extension ratios (60 or 80 percent). Mortar and joint deterioration occurred on the USH 45, STH 21, and USH 18/151 projects, but areas of very good performance were noted as well. While DBR is a more expensive rehabilitation option than diamond grinding or HMA overlay, it addresses the root cause of slab faulting and provides the longest service life. If slab faulting is severe in the driving lane and not in the passing lane of a multi-lane highway, it may be possible to perform DBR in the driving lane only. Additionally, use of quality materials and attention to details during construction are critical for long-term performance of DBR projects.
KW  - Bituminous overlays
KW  - Concrete pavements
KW  - Diamond grinding
KW  - Dowel bar retrofit
KW  - International Roughness Index
KW  - Load transfer
KW  - Load transfer efficiency
KW  - Pavement distress
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
KW  - Service life
KW  - Slab faulting
KW  - Wisconsin
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/wi-02-10dowelbars.pdf
UR  - http://ntl.bts.gov/lib/33000/33500/33598/wi-02-10dowelbars.pdf
UR  - https://trid.trb.org/view/925744
ER  - 

TY  - JOUR
AN  - 01163944
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Cornog, Megan
AU  - Gelinne, Dan
TI  - World Class Streets
PY  - 2010/05
VL  - 73
IS  - 6
SP  - pp 14-19
AB  - Over the past decade, New York City's avenues and boulevards have been undergoing a transformation. What was until recently a metropolis with streets intended mainly to move automobiles now is becoming a city where all users -- bicyclists, pedestrians, transit riders, as well as motorists -- are integrated into the metropolitan transportation system. This article discusses this transformation.  In spring 2008, the city released a strategic plan for the New York City Department of Transportation (NYC DOT). This document emphasizes planning and designing a multimodal transportation system using strategies that include enhancing existing sidewalk networks, expanding bicycle facilities, and improving transit accessibility.  A related report called World Class Streets: Remaking New York City's Public Realm, answered questions such as how the city’s streets are being used and what is missing from the sidewalks and public plazas. In the report, the NYC DOT outlined an overall approach called the World Class Streets initiative. Included under this initiative are a number of new programs and guidelines that respond directly to overall problems and individual issues on specific streets: the NYC Plaza Program, Broadway Boulevard, development of complete streets design guidelines, Safe Streets for Seniors, and Summer Streets. To test the programs' impacts, including public reaction, NYC DOT is implementing some of the improvements as pilot projects. As a measure of success, in November 2009, the city announced an increase of 26% in transit commuter bicycling from the previous year.
KW  - Accessibility
KW  - Aged
KW  - Case studies
KW  - Modal shift
KW  - Multimodal transportation
KW  - New York (New York)
KW  - Plan implementation
KW  - Planning and design
KW  - Sidewalks
KW  - Strategic planning
KW  - Streets
KW  - Summer
KW  - Traffic safety
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mayjun/03.cfm
UR  - https://trid.trb.org/view/921221
ER  - 

TY  - JOUR
AN  - 01163914
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Vanikar, Suneel N
AU  - Grove, Jim
AU  - Wathne, Leif
TI  - Leaving a Smaller Footprint
PY  - 2010/05
VL  - 73
IS  - 6
SP  - pp 8-13
AB  - Thousands of miles of federal-aid highways require maintenance, rehabilitation, or reconstruction every year.  How transportation agencies address these needs for system preservation can play a critical role in ensuring the sustainability of infrastructure, especially in light of growing debate regarding climate change and greenhouse gas emissions. This article discusses how sustainability of highway infrastructure can be achieved through innovations in concrete pavement design, construction, and maintenance.  The design phase of a concrete paving project affords two main opportunities to focus on sustainability:  optimizing pavement design to maximize longevity and minimizing use of virgin materials and energy. Transportation agencies also have many opportunities to enhance the sustainability of concrete pavements during construction. These opportunities include using locally available materials, recycling, accelerated construction, contracting flexibility, and equipment innovations. After a concrete pavement is placed and opened to traffic, opportunities to ensure sustainability involve preservation and restoration strategies.
KW  - Concrete pavements
KW  - Highways
KW  - Innovation
KW  - Pavement design
KW  - Pavement maintenance
KW  - Paving
KW  - Paving materials
KW  - Sustainable development
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mayjun/02.cfm
UR  - https://trid.trb.org/view/920498
ER  - 

TY  - RPRT
AN  - 01163904
AU  - McLeod, Heather
AU  - University of Kansas, Lawrence
AU  - Kansas Department of Transportation
AU  - Federal Highway Administration
TI  - Development and Construction of Low-Cracking High-Performance Concrete (LC-HPC) Bridge Decks: Construction Methods, Specifications and Resistance to Chloride Ion Penetration
PY  - 2010/05//Final Report
SP  - 578p
AB  - The development, construction, and evaluation of Low-Cracking High-Performance Concrete (LC-HPC) bridge decks are described based on laboratory test results and experiences gained through the construction of 14 LC-HPC bridge decks. The study is divided into three parts covering (1) an evaluation of the chloride penetration into concrete using long-term salt-ponding tests, (2) a comprehensive discussion of specifications for LC-HPC construction and standard practices in Kansas, and (3) the description of the construction and the preliminary evaluation of LC-HPC bridge decks in Kansas. This report emphasizes the construction process; a companion report (FHWA-KS-09-5) provided a detailed discussion of the influence of material properties on the performance of LC-HPC bridge decks. The first portion of the study involves evaluating the effect of paste content, curing period, water-cement (w/c) ratio, cement type and fineness, mineral admixtures (ground granulated blast furnace slag and silica fume), a shrinkage reducing admixture (SRA), and standard DOT bridge deck mixtures on chloride penetration into solid concrete, tested in accordance with AASHTO T 259. The evaluation includes a total of 33 individual concrete batches and 123 test specimens. The results indicate that for concrete containing only Portland Cement, reductions in paste content result in increased permeability. A reduced paste content and increased w/c ratio result in increased permeability, whereas the presence of mineral admixtures (ground granulated blast furnace slag and silica fume) and longer curing periods result in decreased permeability. Concrete made with medium or coarse ground Type II cement has greater permeability than concrete made with Type I/II cement. It is not clear how the presence of an SRA affects concrete permeability. LC-HPC mixtures have lower permeability than standard DOT mixtures. The second portion of the study describes the specifications for the LC-HPC and Control bridge decks in Kansas. The focus is on the construction methods, including the evolution of the specifications over time. The third portion of the study details the development and construction of 14 LC-HPC and 12 conventional Control bridge decks built in Kansas. The design details, construction experiences, and lessons learned from the LC-HPC bridge decks are described in detail, and an overview of the materials is presented; the design and construction data for each Control deck is provided; and initial crack survey results are evaluated for various construction-related parameters. The results indicate that successful LC-HPC bridge deck construction is repeatable, and that clear and consistent communication between the contractor, owner, and testing personnel is vital for successful construction of LC-HPC decks. Preliminary evaluation of cracking indicates that at early ages, LC-HPC decks are performing better than the Control decks, as well as earlier monolithic decks in Kansas.
KW  - Admixtures
KW  - Bridge decks
KW  - Chloride ion penetration
KW  - Chloride permeability
KW  - Chlorides
KW  - Construction
KW  - Cracking
KW  - High performance concrete
KW  - Permeability
KW  - Shrinkage reducing admixtures
KW  - Specifications
KW  - Water cement ratio
UR  - http://www.ksdot.org/PublicLib/publicDoc.asp?ID=003801969
UR  - https://trid.trb.org/view/924508
ER  - 

TY  - RPRT
AN  - 01163736
AU  - Earsom, Stephen
AU  - Hallett, Robert
AU  - Perrone, Theresa
AU  - Poe, Carson
AU  - Greenfield, Maggie
AU  - Federal Highway Administration
AU  - Volpe National Transportation Systems Center
TI  - Carbon Sequestration Pilot Program Results: Estimated Land Available for Carbon Sequestration
in the National Highway System
PY  - 2010/05//Final Report
SP  - 24p
AB  - The Federal Highway Administration (FHWA) established the Carbon Sequestration Pilot Program (CSPP) in 2008 to assess whether a roadside carbon sequestration effort through modified maintenance and management practices is appropriate and feasible for state Departments of Transportation (DOTs) when balanced against ecological and economic uncertainties. CSPP findings are expected to inform DOTs that may be considering the implications of future climate change legislation or that independently want to evaluate the cost effectiveness of using National Highway System (NHS) right of way (ROW) to generate revenue from the sale of carbon credits, offset their own emissions, or meet statewide greenhouse gas emissions objectives. The project team used data from Minnesota and several other states to estimate the amount of unpaved NHS ROW available for carbon sequestration—marking the first time that a rigorous study has been conducted to quantify the amount of state DOT-managed soft estate acreage. In the first of two analytical approaches used, ROW widths at random locations in nine states were manually measured on property maps to provide a distribution of common ROW dimensions and observed vegetation types. A subsequent geographic information system (GIS) analysis of 1,000 random locations nationwide provided insight into the types of land cover in close proximity to the NHS. Results indicate that there are approximately 5.05 million acres in the NHS nationwide, with a likely range of 1.4 to 8.7 million acres. Roughly 68 percent, or 3.4 million acres, is unpaved. Evidence shows that the land cover has undergone little change since 1992. The project team estimates the NHS ROW has approximately 91 million metric tons (MMT) of carbon currently sequestered in vegetation and is currently sequestering approximately 3.6 MMT of carbon per year, or 1.06 metric tons of carbon per acre per year. This equals the annual carbon dioxide emissions of approximately 2.6 million passenger cars. At its carbon equilibrium, the entire NHS ROW is estimated to be able to sequester between 425 and 680 MMT of carbon. Using a hypothetical carbon price of $20 per metric ton, this equates to a total potential value of $8.5 to $14 billion nationwide.
KW  - Carbon credits
KW  - Carbon sequestration
KW  - Carbon Sequestration Pilot Program
KW  - Climate change
KW  - Cost effectiveness
KW  - Greenhouse gas emission offsets
KW  - Land cover
KW  - National Highway System
KW  - Real property
KW  - Revenues
KW  - Right of way (Land)
KW  - State departments of transportation
KW  - Vegetation
UR  - http://www.fhwa.dot.gov/hep/climate/carbon_sequestration/final_cs_pilot_report.pdf
UR  - http://ntl.bts.gov/lib/33000/33500/33596/Carbon_Sequestration_Pilot_Program.pdf
UR  - https://trid.trb.org/view/924304
ER  - 

TY  - RPRT
AN  - 01163229
AU  - Kim, Sang-Soo
AU  - Sargand, Shad
AU  - Masada, Teruhisa
AU  - Hernandez, Jaime
AU  - Ohio University, Athens
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Determination of Mechanical Properties of Materials Used in Way-30 Test Pavements
PY  - 2010/05//Technical Report; Final Report
SP  - 180p
AB  - The US Route 30 bypass of Wooster, Ohio, in Wayne County, “WAY-30”, was constructed to demonstrate two types of extended service pavements, a long-life portland cement concrete (PCC) pavement on the eastbound lanes and an asphalt concrete (AC) perpetual pavement on the westbound lanes. Both pavements are designed to provide 50 years or more of service with minimal maintenance (e.g., resurfacing). The PCC pavement structure features a thick and extra-wide slab on an asphalt treated base, while the AC pavement structure features a Superpave surface and a Fatigue Resistant Layer (FRL). Report FHWA/OH-2008/7 discusses the instrumentation and studies of the response of the pavement under loads. For this study, samples of all pavement materials, including soils, granular subbase material, PCC mixes, and AC mixes were tested in the laboratory to determine material parameters. Four asphalt mixes were selected to provide a rut and fatigue resistant pavement structure, while two mixes of the PCC were used in different sections of the road. The subgrade material was ODOT type A-4a (AASHTO A-4). The granular subbase material was A-1a with high permeability (1.001 cm/s or 2,838 ft/day). PCC tests included: unit weight, modulus of rupture, static modulus of elasticity, Poisson’s ratio, splitting tensile strength, compressive strength, maturity, and thermal coefficient of linear expansion. AC test results indicated that the creation of asphalt-rich bottom by adding additional asphalt binder did work to increase the fatigue resistance by orders of magnitude. At 70 με, the expected fatigue endurance limit and the designed strain level for the structure, regular 302 mix showed 20,000 cycles to failure while asphalt-rich 302 mix (Fatigue Resistant Layer) is estimated to have 20 million cycles to failure. For average climatic and traffic conditions (25°C or 77°F; 10 Hz or 0.1 sec loading time), the overall dynamic moduli and the resilient moduli of asphalt mixes were higher than the values used in the development of the asphalt perpetual pavement structure. This will reduce the maximum strain at the bottom of the FRL significantly more than the designed 70 με. The rutting test results from asphalt pavement analyzer test and flow numbers obtained from the repeated load test indicated that all asphalt mixes were rut-resistant. Thermal Stress Restrained Specimen Test (TSRST) cracking temperatures of asphalt mixes were lower than the expected pavement temperatures for the project site determined by LTPPBind software, suggesting the possibility that the low temperature thermal cracking would be very small.
KW  - Asphalt concrete pavements
KW  - Asphalt content
KW  - Asphalt mixtures
KW  - Asphalt treated bases
KW  - Concrete pavements
KW  - Dynamic modulus of elasticity
KW  - Fatigue (Mechanics)
KW  - Laboratory tests
KW  - Modulus of resilience
KW  - Perpetual pavements
KW  - Portland cement concrete
KW  - Properties of materials
KW  - Rutting
KW  - Subbase materials
KW  - Subgrade materials
KW  - Superpave
UR  - http://worldcat.org/arcviewer/3/OHI/2010/09/22/H1285164305726/viewer/file1.pdf
UR  - http://ntl.bts.gov/lib/34000/34000/34077/437046_FR.pdf
UR  - https://trid.trb.org/view/923829
ER  - 

TY  - RPRT
AN  - 01163177
AU  - Nassif, Hani
AU  - Suksawang, Nakin
AU  - Davis, Joe
AU  - Gindy, Mayrai
AU  - Salama, Talat
AU  - Center for Advanced Infrastructure and Transportation
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Monitoring of the Construction of the Doremus Avenue Bridge Structure
PY  - 2010/05//Final Report
SP  - 155p
AB  - Starting in 2007, the American Association of State Highway and Transportation Officials (AASHTO) adopted the Load and Resistance Factor Design (LRFD) Bridge Design Specifications as the mandatory standard by which all future bridge structures should be designed. New Jersey committed itself to adopting the LRFD Specifications in January 2000. The LRFD Specifications consider the variability in the behavior of structural elements through extensive statistical analyses and, therefore, continue to be improved. However, many of the LRFD Specifications’ design approaches and methodologies have been adopted with limited or virtually no experimental validation. Hence, there became a need to validate these new design procedures and models as well as the behavior of LRFD designed bridge structures. The main objective of this study was to validate the AASHTO LRFD Specifications through field testing of the Doremus Avenue Bridge, New Jersey’s first AASHTO LRFD (1998) design. In addition, long-term monitoring of the bridge fatigue life was also implemented. In particular, the study evaluates the AASHTO criteria for composite design with respect to the requirements for shear connectors, the effects of designing for deflection control as well as using higher concrete strengths on deck stiffness and stresses. Results included new simplified equations for calculating Girder Distribution Factors (GDF) and effective flange width criteria in addition to establishing major live load spectra for various weigh in motion (WIM) NJ sites. Deflection measurements and simulation using Extreme Value Theory (EVT) show that the 75-year maximum deflection is within the New Jersey Department of Transportation deflection limit of L/1000. However, future research is needed to establish if the L/1000 limit is indirectly helping to control vibration of the superstructure. Moreover, a new procedure for predicting the remaining fatigue life is established using WIM truck data, rain flow, and structural analyses.
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Bridge superstructures
KW  - Deflection
KW  - Extreme value theory
KW  - Fatigue (Mechanics)
KW  - Fatigue life prediction
KW  - Field tests
KW  - Load and resistance factor design
KW  - New Jersey
KW  - Service life
KW  - Shear connectors
KW  - Simulation
KW  - Stiffness
KW  - Stresses
KW  - Validation
KW  - Vibration control
UR  - http://cait.rutgers.edu/files/FHWA-NJ-2005-013.pdf
UR  - https://trid.trb.org/view/923670
ER  - 

TY  - RPRT
AN  - 01160555
AU  - Maupin, G W
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Investigation of the Use of Tear-Off Shingles in Asphalt Concrete
PY  - 2010/05//Final Report
SP  - 23p
AB  - This investigation focused on the use of asphalt shingles that had been removed from roofs and recycled into asphalt concrete. Upon invitation by the Virginia Department of Transportation (VDOT), three asphalt contractors produced and placed sections of asphalt concrete containing shingles. The sections were sampled and tested by the Virginia Transportation Research Council. Two base mixes and two surface mixes were produced, and one of the surface mixes was produced by both hot mix and warm mix technology. The laboratory tests used to evaluate the mixes were tests to determine conventional gyratory volumetric properties, gradation, and asphalt content; rut tests; fatigue tests; and tests to determine recovered asphalt properties. Satisfactory test results and good paving experiences with regard to the field installations indicated that mixes containing tear-off shingles can be constructed successfully. According to cost estimates, in 2009, VDOT could have saved approximately $600,000 by using 4 to 5 percent shingle waste in one-half of the hot mix produced. VDOT plans to adopt the special provision used for this study with minor modifications as a general specification for paving in 2010.
KW  - Asphalt concrete
KW  - Asphalt content
KW  - Cost effectiveness
KW  - Fatigue tests
KW  - Hot mix asphalt
KW  - Laboratory tests
KW  - Properties of materials
KW  - Rutting
KW  - Shingles
KW  - Warm mix paving mixtures
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r23.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37803/10-r23.pdf
UR  - https://trid.trb.org/view/921315
ER  - 

TY  - RPRT
AN  - 01160548
AU  - Barr, Paul J
AU  - Halling, Marvin W
AU  - Petty, Dave
AU  - Osborn, Perry
AU  - Utah State University, Logan
AU  - Utah Department of Transportation
AU  - Federal Highway Administration
TI  - Shear Capacity of In Service Prestressed Concrete Bridge Girders
PY  - 2010/05//Final Report
SP  - 226p
AB  - The design of prestressed concrete bridge girders has changed significantly over the past several decades. Specifically, the design procedure to calculate the shear capacity of bridge girders that was used forty years ago is very different than those procedures that are recommended in the current AASHTO LRFD Specifications. As a result, many bridge girders that were built forty years ago do not meet current design standards, and in some cases warrant replacement due to insufficient calculated shear capacity. However, despite this insufficient calculated capacity, these bridge girders have been found to function adequately in service with minimal signs of distress. The objective of this research was to investigate the actual in service capacity of prestressed concrete girders that have been in service over an extended period of time. The actual capacity was compared with calculated values using the AASHTO LRFD Specifications.
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Bearing capacity
KW  - Bridge design
KW  - Design capacity
KW  - Girders
KW  - In service performance
KW  - Prestressed concrete
KW  - Shear capacity
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=32210
UR  - http://www.udot.utah.gov/main//uconowner.gf?n=14961611998599291
UR  - https://trid.trb.org/view/921244
ER  - 

TY  - JOUR
AN  - 01159946
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Scott, C Paul
TI  - Subsurface Utility Engineering
PY  - 2010/05
VL  - 73
IS  - 6
SP  - pp 2-7
AB  - Problems can occur on highway projects when contractors fail to locate subsurface utilities reliably prior to excavation, drilling, or boring. For almost 20 years, the Federal Highway Administration has promoted an engineering practice called subsurface utility engineering (SUE) to avoid such problems.  State departments of transportation (DOTs) today use SUE routinely on major highway construction projects. This article highlights the history and growth of SUE.  It also describes the SUE process and the major benefits of using SUE. SUE combines elements of civil engineering, geophysics, and surveying. It essentially involves systematically identifying the quality of utility information needed to design a project, then acquiring and managing that level of information using surface geophysical methods, mapping technologies, and vacuum excavation. As an engineering practice, SUE enables State and local DOTs, design consultants, and utility companies to locate existing subsurface utilities with a high degree of accuracy and comprehensiveness. When used properly, SUE can minimize project-utility conflicts and reduces project delays. In 2003, the American Society of Civil Engineers defined SUE as an acceptable engineering practice and provided guidance through standardization for applying it on projects.  SUE was first used in 1982 for a project in Virginia.  Since then, many state and local DOTS throughout the United States have adopted the practice.  It also has spread to other countries. The application of SUE by transportation agencies and qualified providers who understand the practice makes it possible to avoid utility-related problems that have plagued highway engineers for decades and thereby accelerate project delivery. A 2000 study found that for every $1.00 spent on SUE, $4.62 in costs from utility relocation and delays was avoided.
KW  - Civil engineering
KW  - Geophysics
KW  - History
KW  - Road construction
KW  - Standardization
KW  - Subsurface utility engineering
KW  - Surveying
KW  - Underground utility lines
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mayjun/01.cfm
UR  - https://trid.trb.org/view/920490
ER  - 

TY  - JOUR
AN  - 01159945
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Duwadi, Sheila Rimal
TI  - Taking a Key Role in Reducing Disaster Risks
PY  - 2010/05
VL  - 73
IS  - 6
SP  - pp 20-25
AB  - Natural and human-induced hazardous events can have significant impacts on transportation infrastructure. Certain links in the highway network – especially bridges on essential routes -- are critical in that their incapacitation would cause great physical and economic disruption. Recognizing that most hazards cannot be prevented, the White House's National Science and Technology Council established the Subcommittee on Disaster Reduction (SDR), charged with prioritizing Federal investments in science and technology to enhance disaster resilience. To accomplish this goal, the subcommittee crafted a 10-year strategy identifying six "grand challenges" to enhance community resilience and thus create a more disaster-resilient Nation. The U.S. Department of Transportation (USDOT) and Federal Highway Administration (FHWA) are carrying out research and development (R&D) to address the six grand challenges for the transportation sector. The FHWA’s Turner-Fairbank Highway Research Center (TFHRC) is researching solutions to reduce the impacts of extreme events. This overview of FHWA's hazard mitigation R&D program describes the threats to highway bridges and their vulnerabilities, and demonstrates how the program is reducing risks for the Nation's transportation infrastructure. The focus of the current R&D effort is on addressing the grand challenges for the following hazards as they affect bridges: flooding and scour; coastal inundation; wind, including hurricanes; earthquakes; and technological hazards, including terrorism. The emphasis is on the engineering aspects of building disaster resiliency into the transportation infrastructure for ease in response and recovery. Each event imparts loads on a structure of different magnitude, direction, and location, so one solution will not always satisfy all hazard requirements. The R&D effort underway focuses on single hazards, develops solutions, and then ensures the solutions are compatible with other hazards before implementation. Research conducted at TFHRC is helping build a resilient transportation system that continues to function during and after hazard events.
KW  - Bridge engineering
KW  - Coast and river protective works
KW  - Disaster preparedness
KW  - Disaster relief
KW  - Disasters
KW  - Earthquake resistant design
KW  - Flood protection
KW  - Highway bridges
KW  - Product development
KW  - Research
KW  - Scour
KW  - Terrorism
KW  - U.S. Federal Highway Administration
KW  - Wind resistant design
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mayjun/04.cfm
UR  - https://trid.trb.org/view/920493
ER  - 

TY  - JOUR
AN  - 01159944
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Gibson, David R P
AU  - Ling, Bo
AU  - Tiwari, Spandan
TI  - Detecting Motorcyclists and Bicyclists at Intersections
PY  - 2010/05
VL  - 73
IS  - 6
SP  - pp 34-38
AB  - Intelligent transportation system technologies typically use inductive loop and magnetometer sensors to detect cars and trucks, but the sensors are not effective at detecting and classifying motorcycles and bicycles. Sensors detect the effects that electrically conductive materials have on electromagnetic fields, but both motorcycles and bicycles have low conductive masses. Loop detectors require that bicyclists be near the pavement markings for the sensors to trigger, and the detectors' sensitivities are difficult to set to avoid false detections. Accurate detection is critical for intersection control devices to ensure that traffic signals respond appropriately to motorcyclists and bicyclists. This paper reports on a multiphase research project to develop a system to detect and classify two- and three-wheeled vehicles more effectively. Phase I of the project, now complete, focused on developing an accurate detector. The result is a multi-instrument device for detecting these vehicles at intersections and ultimately for improving safety for riders. The need for an over-roadway sensor that works in a variety of weather, lighting, and time-of-day conditions led the researchers to select a multiple-technology rather than single-technology sensor.  The researchers chose an infrared (IR)-visible light stereo camera to identify the riders on two- and three-wheeled vehicles, an IR thermal camera to distinguish cars and motorcycles from bicycles, and an acoustic sensor to distinguish classes of cycles such as large motorcycles versus mopeds. Phase I testing showed that the performance of the multisensor motorcycle classifier was promising, even though it misclassified vehicles on several occasions. Development is underway to reduce the motion blur and improve the acoustic features that caused these misclassifications. The researchers will continue to refine the tool in the second phase of the project, now underway with a 24-month project period.
KW  - Acoustic detectors
KW  - Actuated traffic signal controllers
KW  - Automatic vehicle classification
KW  - Automatic vehicle detection and identification systems
KW  - Bicycles
KW  - Cameras
KW  - Infrared detectors
KW  - Motorcycles
KW  - Sensors
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mayjun/06.cfm
UR  - https://trid.trb.org/view/920497
ER  - 

TY  - JOUR
AN  - 01159943
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Attarian, Janet L
TI  - Greener Alleys
PY  - 2010/05
VL  - 73
IS  - 6
SP  - pp 26-3
AB  - Representing roughly one-quarter of the city's land area, streets and alleys in Chicago make a significant contribution to urban runoff. Most of Chicago's alleys do not have sewer infrastructure; instead they were designed to divert stormwater toward the center of the alleys and then out into the streets, where the water enters the combined sewer system through catch basins. Over the last 100-plus years, however, many of these alleys deteriorated, or their flowlines changed or were interrupted. In 2004, the Chicago Department of Transportation (CDOT) launched a pilot project to test three permeable pavements: pervious concrete, pervious asphalt, and porous pavers. The pilot entailed developing prototype alley designs, formulating and testing new pavement materials, and working with staff and contractors on new construction techniques and quality assurance and control. The lessons learned prompted additional pilot projects, and now the city is reshaping the way it designs alleys and applying this knowledge to larger projects, including parking lots and streets. With its new Green Alleys program and a public outreach document, The Chicago Green Alley Handbook, CDOT is expanding its toolkit of pavement solutions and leading the city toward a more sustainable future.
KW  - Alleys
KW  - Case studies
KW  - Chicago (Illinois)
KW  - Pavement design
KW  - Paving materials
KW  - Permeability
KW  - Permeable pavements
KW  - Pilot studies
KW  - Porous materials
KW  - Porous pavements
KW  - Runoff
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mayjun/05.cfm
UR  - https://trid.trb.org/view/920496
ER  - 

TY  - RPRT
AN  - 01159707
AU  - Holmgren, Mark
AU  - Casavant, Kenneth L
AU  - Jessup, Eric L
AU  - Washington State University, Pullman
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Fuel Usage Factors in Highway Construction in Oregon
PY  - 2010/05//Final Report
SP  - 113p
AB  - Prices for different construction materials change frequently. In recent years, the price for these different materials has dramatically increased. This result leads contractors to inflate the bid price for a construction project in order to cover the potential increased cost. In an attempt to modify the inflation inserted into bid prices, the Oregon Department of Transportation (ODOT) allows for adjustments in the monthly payment to the contractor for various inputs. One major input that receives an adjustment is fuel. The contractor is eligible to receive adjustments in the monthly payments for fuel when the project is of a certain magnitude. After the project qualifies for the adjustment, when the price of fuel varies by more than 25% positive or negative from the previous month, the ODOT will make a fuel price adjustment to the monthly payment. The fuel price adjustment is a function of a fuel usage factor. The value for the fuel usage factor for different bid items is based on an over 35-year-old 1974 national survey titled, “Fuel Usage Factors for Highway Construction.” From that original survey the fuel usage factor for each bid item was recommended to be multiplied by the distance, weight, or volume built of the respective bid item, but not for structures. The fuel usage factor for structures was to be multiplied by the gallons of fuel used per $1,000 worth of work. The research presented in this report determines from a national survey whether other states, and their DOTs, use this same procedure to calculate a fuel price adjustment, and if so, whether the values for the fuel usage factors are the same. In addition, the report examines how the price of structural construction has changed over time to ascertain whether the current fuel usage factor for structures is still applicable. A new index is developed in a national model and one for the state of Oregon.
KW  - Bids
KW  - Construction projects
KW  - Fuel prices
KW  - Fuel usage factor
KW  - Oregon Department of Transportation
KW  - Pay adjustments
KW  - Prices
KW  - State departments of transportation
KW  - Surveys
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Fuel_Factors.pdf
UR  - https://trid.trb.org/view/920198
ER  - 

TY  - RPRT
AN  - 01159702
AU  - Ellis, David
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Development of the Texas Revenue Estimator and Needs Determination System (T.R.E.N.D.S.) Model
PY  - 2010/05//Technical Report
SP  - 76p
AB  - The original purpose of Project 0-6395-TI was to assess the usefulness and viability of the Joint Analysis Using Combined Knowledge (J.A.C.K.) model as a planning and forecasting tool. What originally was named the J.A.C.K. model was substantially revised, expanded and renamed the Texas Revenue Estimator and Needs Determination System (T.R.E.N.D.S.) model. The T.R.E.N.D.S. model is designed to provide transportation planners, policy makers and the public with a tool to forecast revenues and expenses for the Texas Department of Transportation (TxDOT) for the period 2010 through 2035 based on a user-defined level of transportation investment. The user, through interactive windows, can control a number of variables related to assumptions regarding statewide transportation needs, population growth rates, fuel efficiency, federal reimbursement rates, inflation rates, taxes, fees and other elements. The output is a set of tables and graphs showing a forecast of revenues, expenditures and fund balances for each year of the analysis period based on the user-defined assumptions. The version of the model developed under this project is a beta-test version to solicit comments from metropolitan planning organizations (MPOs) across the state.
KW  - Beta tests
KW  - Expenditures
KW  - Forecasting
KW  - Interactive models
KW  - Investments
KW  - Long range planning
KW  - Metropolitan planning organizations
KW  - Needs assessment
KW  - Revenues
KW  - Texas Department of Transportation
KW  - Transportation planning
UR  - http://tti.tamu.edu/documents/0-6395-TI-1.pdf
UR  - https://trid.trb.org/view/920196
ER  - 

TY  - RPRT
AN  - 01159665
AU  - Pedestrian and Bicycle Information Center
AU  - Federal Highway Administration
TI  - The National Bicycling and Walking Study: 15–Year Status Report
PY  - 2010/05
SP  - 24p
AB  - This report is the third status update to the National Bicycling and Walking Study, originally published in 1994 as an assessment of bicycling and walking as transportation modes in the United States. Following the 5-year status report (1999) and 10-year status report (2004), the 15-year update measures the progress made toward the original goals of lowering the number of fatalities while increasing the percentage of trips made by bicycling and walking. Injury and fatality statistics are presented to measure this progress, as well as results from surveys related to travel habits. The 15-year report, unlike its two predecessors, examines a range of efforts to increase bicycling and walking in the United States. Programs at the Federal, State, and local levels are included, as well as case studies on best practices. Finally, the report makes recommendations for research, policy, and other measures that can be taken to meet the goals of the original study.
KW  - Bicycle safety
KW  - Bicycling
KW  - Fatalities
KW  - Injuries
KW  - Pedestrian safety
KW  - Strategic planning
KW  - United States
KW  - Walking
UR  - http://www.walkinginfo.org/15_year_report/
UR  - https://trid.trb.org/view/920129
ER  - 

TY  - RPRT
AN  - 01159589
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Balanced Mix Design Report for Lufkin's Crack Attenuating Mix (CAM)
PY  - 2010/05//Technical Report
SP  - 14p
AB  - Crack Attenuating Mix (CAM) designs are made according to the volumetric procedure defined in Special Specification 3109 (now 3165) where the optimal asphalt content (OAC) is computed as that which achieves 98 percent of the maximum density at 50 gyrations of Superpave Gyratory Compactor. Samples at the proposed OAC are then molded to 93 percent density and then subjected to performance testing in the Hamburg Wheel tracker and Overlay tester. A design was performed for the CAM mix to be placed on BUS 59 in Lufkin and using the specified procedure an optimum asphalt content of 8.3 percent PG76-22 was determined. This material was placed in the summer of 2008. In this study an alternative mix design procedure was evaluated. In the balanced mix design procedure the performance tests are first run at several different asphalt contents, and an acceptable range of asphalt contents is identified where both the rutting and cracking criteria are met. An optimum asphalt content is then defined within the acceptable range, and volumetric checks are then made as the final step. Using this procedure the acceptable range of asphalt contents was defined to be between 7.0 and 8.0 percent (the upper limit tested in the balance mix design procedure). An optimum of 7.5 percent PG76-22 was proposed with the balanced mix design approach, substantially lower than that found with the current volumetric procedure. No acceptable design could be achieved with a PG70-22 binder.
KW  - Asphalt content
KW  - Asphalt mixtures
KW  - Cracking
KW  - Lufkin (Texas)
KW  - Mix design
KW  - Overlays (Pavements)
KW  - Performance tests
KW  - Rutting
UR  - http://tti.tamu.edu/documents/5-5598-01-1.pdf
UR  - https://trid.trb.org/view/920174
ER  - 

TY  - RPRT
AN  - 01159587
AU  - Morgan, Curtis A
AU  - Sperry, Benjamin R
AU  - Warner, Jeffery E
AU  - Protopapas, Annie A
AU  - Borowiec, Jeffrey D
AU  - Higgins, Laura L
AU  - Carlson, Todd B
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Potential Development of an Intercity Passenger Transit System in Texas – Final Project Report
PY  - 2010/05//Technical Report
SP  - 208p
AB  - This report describes the findings of a research study of the potential for development of an intercity rail and express bus system in the state of Texas. Rather than focus on regional commuter or light rail systems radiating from urban areas, this project examined long distance intercity and interregional corridors to determine which are most likely to need additional intercity travel capacity in the coming decades. Specific corridor characteristics for 18 intercity corridors were examined. Ranking of the corridors based upon these characteristics identify those that may need added intercity transit capacity in the future. The underlying analysis of corridors is based upon several factors related to:  current and future population and demographic projections along 18 intercity corridors in the state; projected future demand based upon forecasts by the Texas State Demographer and other state agencies; and current transportation network capacity and routes for intercity highway, bus, air, and rail travel. A preliminary concept plan was developed during the first year of the project, and the second year focused on determination of potential costs and benefits of implementing the concept plan or individual system components along each corridor.
KW  - Benefits
KW  - Bus transportation
KW  - Costs
KW  - Forecasting
KW  - Intercity passenger rail
KW  - Intercity travel
KW  - Needs assessment
KW  - Population forecasting
KW  - Rail transit
KW  - Texas
KW  - Transportation system capacity
KW  - Travel demand
UR  - http://tti.tamu.edu/documents/0-5930-2.pdf
UR  - https://trid.trb.org/view/920185
ER  - 

TY  - RPRT
AN  - 01159586
AU  - Willard, Raymond G
AU  - Morin, James R
AU  - Tang, Oai K
AU  - Washington State Department of Transportation
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Assessment of Alternatives in Vegetation Management at the Pavement Edge
PY  - 2010/05//Final Research Report
SP  - 122p
AB  - The Washington State Department of Transportation (WSDOT) has historically maintained a bare ground strip (formerly referred to as Zone 1) along most state highway pavement edges with the use of non-selective herbicides. However, many other state DOTs and county road maintenance organizations do not maintain a bare-ground strip on all road shoulders. WSDOT solicited the assistance of the University of Washington in conducting a preliminary study on what other state and county departments of transportation were doing and experiencing in managing vegetation at the edge of pavement. Initial study concluded that there were a variety of methods being applied in management of vegetation at the pavement edge, but very little documented data on costs and results. This report is a follow-up to the 2005 University of Washington study, documenting the costs, outcomes and recommendations resulting from 43 individual case studies on Washington State highways between the years of 2006 and 2009. Alternative approaches are grouped into five categories: Managed Vegetation up to the Edge of Pavement, Pavement Edge Design, Cultivation, Weed Barriers, and Non-Selective Herbicides. The first two categories are focused on a vegetated treatment at pavement edge, while the last three describe various methods of providing a nonvegetated pavement edge. Both of these conditions are now referred to as a Zone 1 treatment.
KW  - Case studies
KW  - Costs
KW  - Cultivation
KW  - Herbicides
KW  - Pavement edge
KW  - Roadside
KW  - Vegetation control
KW  - Washington (State)
KW  - Weed control
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/736.1.pdf
UR  - https://trid.trb.org/view/920146
ER  - 

TY  - RPRT
AN  - 01159585
AU  - Buth, C Eugene
AU  - Williams, William F
AU  - Brackin, Michael S
AU  - Lord, Dominique
AU  - Geedipally, Srinivas R
AU  - Abu-Odeh, Akram Y
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Analysis of Large Truck Collisions with Bridge Piers: Phase 1. Report of Guidelines for Designing Bridge Piers and Abutments for Vehicle Collisions
PY  - 2010/05//Technical Report
SP  - 186p
AB  - The American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Design Specifications require that “abutments and piers located within a distance of 30.0 ft of the edge of the roadway, or within a distance of 50.0 ft to the centerline of a railway track, shall be designed for an equivalent static force of 400 kip…” Magnitude of the design force (400 kip) was established from data available at the time the LRFD specification was prepared. Supporting documentation for this design requirement, both its applicability and magnitude of the design force, was not extensive. Further detailed guidance for the design engineer is not available. The objective of this research effort is to address the following two questions: 1. What risks warrant application of this requirement? 2. Is the magnitude of design force (400 kip) appropriate? This is a report of work performed under Phase 1 of this multi-state pooled funds project.
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Bridge abutments
KW  - Bridge design
KW  - Bridge piers
KW  - Crashes
KW  - Guidelines
KW  - Heavy duty trucks
KW  - Load and resistance factor design
KW  - Trucks
UR  - http://tti.tamu.edu/documents/9-4973-1.pdf
UR  - https://trid.trb.org/view/920182
ER  - 

TY  - RPRT
AN  - 01159572
AU  - Earsom, Stephen
AU  - Hallett, Robert
AU  - Perrone, Theresa
AU  - Poe, Carson
AU  - Greenfield, Maggie
AU  - Federal Highway Administration
AU  - Volpe National Transportation Systems Center
TI  - Estimated Land Available for Carbon Sequestration in the National Highway System
PY  - 2010/05//Final Report
SP  - v.p.
AB  - The potential for land managers to generate revenue from biological carbon sequestration through sustainable forestry and replacing traditional ground cover with native grasses was the genesis of the Federal Highway Administration (FHWA) Carbon Sequestration Pilot Program (CSPP). Federal statutes allow state Departments of Transportation (DOTs) to generate revenue from their land holdings. Since DOTs must retain unused buffers in their right-of-way (ROW) for safety, operations, and maintenance purposes, FHWA recognized that an opportunity might exist to shape the future of a burgeoning ecosystem service market. The National Highway System (NHS) is approximately 163,000 miles of roadway consisting of the Interstate Highway System and other roads important to the nation's economy, defense, and mobility. The NHS includes only 4% of the nation's roads but carries more than 40% of all highway traffic, 75% of heavy truck traffic, and 90% of tourist traffic. In 2007, approximately 69% of the NHS was classified as being located in rural areas. FHWA developed the CSPP to assess whether a roadside carbon sequestration effort on the NHS through modified maintenance and management practices is appropriate and feasible for DOTs when balanced against the economic and ecological uncertainties. The goals of the pilot were to: (1) Develop estimates of the amount of revenue that DOTs could earn if they undertook such a effort using native vegetation; (2) Determine the cost-effectiveness of a similar effort on a national scale; and, (3) Create decision support tools that DOTs could use to determine the efficacy of programs in their states. This paper addresses the first two purposes, refining a coarse estimate of the unpaved NHS ROW available for carbon sequestration that FHWA had made when establishing the merits of a pilot program. Results from the analysis include more accurate estimates of several variables for each state and for the nation as a whole, including: Total acres of ROW owned in fee simple; Total acres of unpaved ROW; Total acres of paved ROW; Total acres of ROW in woody vegetation; Total acres of ROW in grassland; and Total acres of ROW that could be converted to native woody vegetation. An approximation of the carbon currently sequestered in NHS ROW is also presented. It should be noted that estimates here for the amount of land that could be converted to management for carbon sequestration constitute an upper bound. Net availability will undoubtedly be less, due to considerations for safety, operations, and maintenance.  The findings can inform leadership at DOTs that are considering the implications of future climate change legislation and the transportation reauthorization bill or that might independently want to evaluate the cost effectiveness of using highway ROW for carbon sequestration and carbon offset trading.
KW  - Carbon sequestration
KW  - Carbon Sequestration Pilot Program
KW  - Climate change
KW  - Cost effectiveness
KW  - National Highway System
KW  - Native plants
KW  - Revenues
KW  - Right of way (Land)
KW  - State departments of transportation
UR  - http://www.fhwa.dot.gov/hep/climate/carbon_sequestration/index.htm
UR  - https://trid.trb.org/view/920098
ER  - 

TY  - RPRT
AN  - 01159365
AU  - McMullen, B Starr
AU  - Monsere, Christopher M
AU  - Oregon Department of Transportation
AU  - Oregon Transportation Research and Education Consortium
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Freight Performance Measures: Approach Analysis
PY  - 2010/05//Final Report
SP  - 135p
AB  - This report reviews the existing state of the art and also the state of the practice of freight performance measurement. Most performance measures at the state level have aimed at evaluating highway or transit infrastructure performance with an emphasis on passenger transportation. Freight performance measurement ultimately requires evaluation of performance of the entire freight transportation system, which includes highways, waterways, rail, air, and modal connections. This requires considerable expansion of thinking beyond the traditional focus of state Departments of Transportation (DOTs) on highway performance. This project builds upon past and current work in the area of freight performance measurement and incorporates recent literature on the development of these measures. A thorough review of state practices is conducted by surveying state DOT web sites and reporting on the measures most frequently recommended and used by individual states for planning purposes. The emphasis is on the application of performance measures to freight transportation, and the usefulness and limitations of these measures are discussed. Recommendations are made for potential freight performance measures for each freight mode (air, rail, trucking, and water/marine), including initial information on data availability, validity, and feasibility, given existing data for Oregon. Future research needs discussed include additional data collection and development required to support performance measures, what is needed to track system performance changes over time, and testing of measures for their sensitivity and usefulness for policy and decision-making.
KW  - Freight transportation
KW  - Literature reviews
KW  - Metrics (Quantitative assessment)
KW  - Oregon
KW  - Performance measurement
KW  - State departments of transportation
KW  - State of the art
KW  - State of the practice
KW  - Surveys
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Freight_Performance_Measures.pdf
UR  - https://trid.trb.org/view/919923
ER  - 

TY  - RPRT
AN  - 01158408
AU  - Hard, Edwin N
AU  - Bochner, Brian S
AU  - Li, Yingfeng
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Guidebook on Preserving the Functionality of State Highways in Texas
PY  - 2010/05
SP  - 38p
AB  - The purpose of this project was to identify the sources of deterioration of state highway functionality that occur over time and what actions can be taken to preserve, recover, and enhance functionality. Congestion and operational problems slow traffic, resulting in wasted fuel and time. Safety problems endanger goods and people and poor pavement can affect both travel speed and safety. In light of this, it is important that functionality be considered in all stages of a highway’s lifecycle and that it be protected, preserved, and where possible enhanced during the course of planning, growth and development, operations, and maintenance. This report provides guidelines through an extensive list of actions for how the Texas Department of Transportation (TxDOT), metropolitan planning organizations, local jurisdictions, and other transportation stakeholders and agencies can protect, preserve, and enhance the functionality of the state highway system. It represents product P1 of TxDOT research project 0-6208, Preserving Functionality/Asset Value of the State Highway System. Relative to the full 0-6208-1 research report, this document is intended to serve as a reference document.
KW  - Asset management
KW  - Functionality
KW  - Guidelines
KW  - Handbooks
KW  - Highway capacity
KW  - Highway maintenance
KW  - Highway operations
KW  - Highway planning
KW  - Highway safety
KW  - State highways
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-6208-P1.pdf
UR  - https://trid.trb.org/view/919028
ER  - 

TY  - RPRT
AN  - 01167138
AU  - Lee, K Wayne
AU  - Gundapuneni, Satish Kumar
AU  - Singh, Ajay
AU  - University of Rhode Island, Kingston
AU  - Rhode Island Department of Transportation
AU  - Federal Highway Administration
TI  - Effects of Asphalt Binder Grade on the Performance of Rhode Island Hot-Mix Asphalt
PY  - 2010/04/30/Final Report
SP  - 62p
AB  - The primary objective of the present study was to formulate guidelines to select an appropriate asphalt binder grade to produce high performance Hot Mix Asphalt (HMA) in Rhode Island (RI). Three different Performance Grade (PG) asphalt binders were used: PG64-28, 70-28 and 76-28.  A series of volumetric mix designs utilizing the Superpave mix design process were performed.  An automatic Asphalt Pavement Analyzer (APA) was acquired, to predict the performance of HMA specimens fabricated with RI asphalt binders and mineral aggregates. HMAs used in the study were dense graded asphalt mixes and wearing course mixes, i.e., dense graded friction mixes and a Paver Placed Elastomeric Surface Treatment (PPEST). Dense graded mixes studied were the RI Class I-1 surface course and Superpave mixes using Bailey gradations.      APA test results indicated that asphalt binders with higher temperature grades would reduce rutting, but it should be observed to have good cracking resistance in the field. Interestingly, HMA specimens with PG76-28 binder did not produce less rutting than the PG70-28 specimens.  Also, it has been observed that HMA with crushed fine aggregate had less rutting than the mixes with natural sand.      It is believed that low temperature cracking occurs when the stress due to temperature change is higher than the tensile strength of the mixes.  It was found that mixes with PG64-28 binder exhibited the lowest tensile strength. However, HMA specimens with PG76-28 did not provide higher strength than mixes with PG70-28. In addition, there were no significant differences in tensile strength between specimens prepared with crushed fine aggregates and natural sands. It was also observed that the specimens prepared at Optimum Binder Content (OBC) provided highest tensile strengths compared to the ones with other binder contents.      The outcome of the study will provide the RI Department of Transportation and contractors with guidelines to select proper asphalt binders for HMAs.  Thus, the pavement will have fewer premature distresses and will last longer.  Consequently, it will reduce maintenance and rehabilitation costs, and will allow repaving of more miles.
KW  - Asphalt mixtures
KW  - Bituminous binders
KW  - Hot mix asphalt
KW  - Mix design
KW  - Pavement performance
KW  - Rhode Island
KW  - Superpave
UR  - http://www.uri.edu/cve/ritrc/10BinderReportSMBKWL4-30BEKWL5-24.doc
UR  - https://trid.trb.org/view/926151
ER  - 

TY  - RPRT
AN  - 01159488
AU  - Gutierrez, Juan J
AU  - Vallejo, Luis E
AU  - Lin, Jeen-Shang
AU  - University of Pittsburgh
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - A Study of Highway Subsidence Due to Longwall Mining Using Data Collected From I-79
PY  - 2010/04/30/Final Report
SP  - 429p
AB  - Longwall mining is a common underground coal extraction technique in Appalachia. The extraction takes the form of panels whose width and length can reach approximately 1450 ft and 13000 ft; the coal seam thickness is roughly about 7.0 ft. Typical mine depth ranges from 640 ft to 830 ft. Longwall panels were mined underneath highway I-79 in the Cumberland and Emerald mines in southwestern Pennsylvania, causing large subsidence in the range of 4.5 ft to 5.5 ft that affected traffic safety and could have potentially damaged highway structures such as pavements, culverts, and bridge abutments. Mining under the highway prompted the close monitoring by the Pennsylvania Department of Transportation of the impact of mining on the highway sections above the mines. A substantial amount of data was collected that formed the basis of this work. The data included time series of surveying data and inclinometer data in selected points. With the aid of a genetic algorithm, a three dimensional subsidence model was developed. The model gives the spatial and temporal distribution of surface subsidence in terms of the depth of mining, the panel width, the thickness of extraction, and the location relative to the face of the panels. A FEM model was developed in order to better understand the mechanisms of subsidence. The results of both empirical and numerical modeling are presented.
KW  - Appalachia
KW  - Coal mining
KW  - Data collection
KW  - Finite element method
KW  - Genetic algorithms
KW  - Mathematical models
KW  - Monitoring
KW  - Pennsylvania
KW  - Subsidence (Geology)
KW  - Traffic safety
UR  - http://www.dot7.state.pa.us/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Operations/Highway%20Subsidence%20Due%20to%20Longwall%20Mining.pdf
UR  - https://trid.trb.org/view/920048
ER  - 

TY  - RPRT
AN  - 01474041
AU  - Utah Department of Transportation
AU  - HDR Engineering, Incorporated
AU  - Federal Highway Administration
TI  - Wetland Assessment Methodology: Technical Report 8 in support of the Environmental Impact Statement: West Davis Corridor Project
PY  - 2010/04/29/Technical Report 8
SP  - 20p
AB  - The Federal Highway Administration, in cooperation with the Utah Department of Transportation, is in the process of preparing an Environmental Impact Statement (EIS) on a proposed action to address projected transportation demand in western Davis and Weber Counties, Utah.  Alternatives to be considered include: 1. Taking no action (no-build); 2. Transportation system management; 3. Build alternatives for various modes of transportation; and 4. Other alternatives identified during the study process.  The West Davis Corridor EIS wetland study area, which is smaller than the overall project study area, covers about 15,646 acres (about 24.5 square miles) on the west side of Interstate 15 (I-15) from Centerville north to Marriott-Slaterville.  As part of the EIS, direct, indirect, and cumulative impacts to wetland resources will be evaluated.
KW  - Davis County (Utah)
KW  - Environmental impact analysis
KW  - Environmental impact statements
KW  - Evaluation and assessment
KW  - Travel demand
KW  - Weber County (Utah)
KW  - Wetlands
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=56855
UR  - http://www.udot.utah.gov/westdavis/uploads/doc_pdf/Documentation_EIS_WetlandAssessmentMethodology.pdf
UR  - https://trid.trb.org/view/1243693
ER  - 

TY  - ABST
AN  - 01566749
TI  - Superpave Regional Center, Southeastern Region
AB  - Several short-term and long-term objectives of the Southeastern Superpave Center are listed below. Several objectives deal with evaluating recently developed performance test equipment and conducting research to address materials and tests issues. Objectives of the Center are: (1) Conduct training in regard to Superpave binders, mix design, and performance testing, and provide training on special topics as requested by participating agencies; (2) Perform research, both cooperatively and agency-specific, sponsored by members of the pooled-fund; (3) Perform precision and bias testing for asphalt-related performance test equipment; (4) Conduct noise studies in an effort to develop quieter pavements; (5) Perform forensic evaluations on materials or projects that have experienced premature distress; (6) Prepare and give presentations and reports of research activities at local, state, and national meetings when invited; (7) Prepare research articles of regional and national interest; (8) Support agency personnel who attend regional and national meetings for the purpose of technology transfer or participation in special committees or task force groups; and (9) Work in close association with the Southeastern Asphalt User/Producer Group to promote technology transfer from research to implementation.
KW  - Asphalt mixtures
KW  - Asphalt pavements
KW  - Materials tests
KW  - Pavement performance
KW  - Regional centers
KW  - Research and educational facilities
KW  - Southeastern United States
KW  - Superpave
UR  - http://www.pooledfund.org/Details/Study/456
UR  - https://trid.trb.org/view/1358405
ER  - 

TY  - ABST
AN  - 01553793
TI  - Long-Term Pavement Performance (LTPP) Specific Pavement Study (SPS) Traffic Data Collection
AB  - A core objective of the Long-Term Pavement Performance (LTPP) Specific Pavement Study (SPS) studies is to understand and quantify the relationship between pavement performance, truck volumes, and axle loadings.  The objective of this pooled fund study is to improve the quality and increase the quantity of monitored traffic data (volumes, classifications, and weights) at the SPS-1, -2, -5, -6, and -8 test sites. There are a total of 64 SPS-1, -2, -5, and -6 test sites and 20 SPS-8 sites throughout North America. This multi-year study will attempt to collect research quality data by installing a Bending Plate, Load Cell, or Quartz Sensor at as many of these SPS sites as economically possible. For the purpose of this study, research quality data is defined to be at least 210 days of data (in a year) of known calibration meeting LTPP's precision requirements for steering and tandem axles, gross vehicle weight, speed, and axle spacing.
KW  - Axle loads
KW  - Bending plate
KW  - Data collection
KW  - Gross vehicle weight
KW  - Long-Term Pavement Performance Program
KW  - Pavement performance
KW  - Traffic data
KW  - Truck volumes
UR  - http://www.pooledfund.org/Details/Study/123
UR  - https://trid.trb.org/view/1344275
ER  - 

TY  - ABST
AN  - 01463572
TI  - LTPP Weigh-in-Motion Field Calibrations and Validations
AB  - A core objective of the Long-Term Pavement Performance (LTPP) Specific Pavement Study (SPS) is to understand and quantify the relationship between pavement performance, truck volumes, and axle loadings. The objective of this project is to improve the quality and increase the quantity of monitored traffic data (volumes, classifications, and weights) at the SPS-1, -2, -5, -6, and -8 test sites. There are a total of 64 SPS-1, -2, -5, and -6 test sites and 20 SPS-8 sites throughout North America. This multi-year study will attempt to collect research quality data by installing a Bending Plate, Load Cell, or Quartz Sensor at as many of these SPS sites as economically possible. For the purpose of this study, research quality data is defined to be at least 210 days of data (in a year) of known calibration meeting LTPP's precision requirements for steering and tandem axles, gross vehicle weight, speed, and axle spacing. This is a two-phase project that runs concurrently. This contract represents Phase I and it involves performing annual field calibrations and validations of Weigh-in-Motion systems according to LTPP field procedures. Information on the Phase II activities for this project can be found under the title &amp;ldquo;Installation, Maintenance and Repair of Weigh-in-Motion Systems at LTPP Sites.&amp;rdquo;
KW  - Axle loads
KW  - Calibration
KW  - Gross vehicle weight
KW  - Load cells
KW  - Long-Term Pavement Performance Program
KW  - Pavement design
KW  - Pavement performance
KW  - Specific Pavement Studies (LTPP)
KW  - Traffic data
KW  - Traffic volume
KW  - Truck traffic
KW  - Weigh in motion
UR  - https://trid.trb.org/view/1231798
ER  - 

TY  - ABST
AN  - 01463236
TI  - Evaluation of the Quality-Related Specification Software (QRSS) Version 1.0
AB  - NCHRP Project 9-22 developed a performance-related specification for hot mix asphalt (HMA) construction named the Quality Related Specification Software (QRSS) using pre-solved solutions of the Mechanistic-Empirical Pavement Design Guide (MEPDG) for permanent deformation, fatigue cracking, and thermal cracking. The QRSS is stand-alone software for the Microsoft Windows operating system; it integrates prediction of distress and International Roughness Index (IRI) with all necessary data input and output capabilities needed to compare the performance and service life of as-designed and as-built HMA pavements and calculate pay factors from service life differences. The objectives of this research are to (1) evaluate the QRSS Version 1.0 with quality assurance (QA) data obtained from state departments of transportation (DOTs) and (2) compare QRSS results obtained with various levels and types of measured mix volumetric and performance data.
KW  - Deformation
KW  - Fatigue cracking
KW  - Hot mix asphalt
KW  - International Roughness Index
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Quality assurance
KW  - Road construction
KW  - Service life
KW  - Software
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2998
UR  - https://trid.trb.org/view/1231461
ER  - 

TY  - ABST
AN  - 01464577
TI  - Long-Term Roadside Crash Data Collection Program
AB  - Roadside crashes account for 35 percent of the fatalities on the nation's highways. Safety professionals have strived to address this problem and have had some success. Continued improvement in roadside safety will depend on improved understanding of the conditions that lead to injuries and fatalities during ran-off-road crashes. There is a fundamental need to collect better and more detailed information about crashes into roadside objects and the conditions under which they occurred. Data related to roadside crashes are primarily obtained from police accident reports, but these reports lack the details needed for analyses of ran-off-road crashes, such angle of impact, impact speed, vehicle damage, type of object struck, roadway geometry, roadside features, driver behavior, and occupant injuries. Where fatalities occur, additional data are gathered to make an entry into the Fatal Accident Reporting System (FARS), but this reporting also falls short in level of detail needed. The Highway Safety Information System (HSIS) developed by the FHWA provides additional data for roadside crashes by linking crash, roadway inventory, and traffic data. This system only includes data from eight states and it is limited to the data that is gathered by the individual states, thus making comparison of data across several states difficult. In-service evaluations and research studies provide some additional data about roadside crashes, but the number of cases is very small. The National Automotive Sampling System (NASS) Crashworthiness Data Subsystem (CDS) collects detailed information on vehicles and occupants for a strategically selected sample of crashes across the country. This data collection system was designed to provide information regarding vehicle safety performance during real-world crashes and it has proven to be very valuable for developing vehicle countermeasures to reduce the risk of injury and fatality in multi-vehicle crashes. However, the NASS CDS program collects very little data on the roadway, roadside, and safety features at the site of ran-off-road crashes. Some recent research studies have supplemented the NASS data for selected roadside crashes to gather more of the needed data, but the sample sizes have been small, which consequently limits the potential for analyses. One recent study is NCHRP Project 17-22, the objective of which is to identify distributions of impact conditions, including speed, angle, and vehicle orientation, of serious injury and fatal ran-off-road crashes. The study gathered supplemental roadway and roadside data on 388 NASS CDS cases from years 2000 and 2001 and the crashes were reconstructed to estimate the impact conditions. While the study is still ongoing, preliminary results provided critical information on impact conditions that helped in the formulation of the test conditions in the update of <em>NCHRP Report 350</em> crash testing guidelines. The data has also provided further insight into encroachment conditions and appropriate guardrail runout lengths. Based in large part on the additional support provided by the 17-22 data, AASHTO's Technical Committee on Roadside Safety is expected to soon adopt new guardrail length guidelines that will reduce the total costs of ran-off-road crashes and guardrail construction costs. Project 17-22 has also begun to identify the nature of longitudinal barrier crashes that lead to serious injury and fatality. Although still based upon anecdotal data, findings indicate that most fatal barrier crashes involve either vehicle rollover or high-angle redirections that lead to secondary crashes. If sufficient data become available, the identification of impact conditions that lead to this undesirable barrier performance will be possible and developers will be able to design new barriers that can significantly reduce the annual toll of approximately 1500 fatal crashes where striking a longitudinal barrier is the first harmful event. Similar studies can be undertaken for other types of roadside safety hardware and geometric features. Project 17-22 has also undertaken efforts to incorporate the data gathered in NCHRP Project 17-11 and the FHWA rollover study to increase the size of the database. It may be possible to incorporate other datasets, particularly those from new research efforts. Over time, the database will grow to several thousand crash cases that will reflect the changing fleet, road design, roadside hardware features, and traffic conditions. These data will permit identification of potential incompatibilities between vehicles and hardware that may warrant discouraging the use of some types of hardware, the need to design modifications, changes to the crashworthiness criteria, and so on. While the database from NCHRP Project 17-22 will be helpful in answering some questions, many other questions and issues remain to be addressed. For example, the data could be used to establish some of the following distributions and relationships. Identify the safety performance of all common roadside safety features to provide highway designers with more objective criteria for safety hardware selection. Develop a link between occupant compartment deformation and occupant risk in ran-off-road crashes. Quantify the occupant risk associated with partial rollovers by vehicle class. Establish a link between impact conditions and probability of injury for common safety features and roadside hazards. Identify distribution of vehicle trajectories and the effects of roadside slopes on vehicle trajectories. Identify the relationship between impact angle and crash severity for longitudinal barriers. Identify the effects of curbs, ditches, and other terrain irregularities placed in front of safety hardware on the probability of injury during a crash. Identify distributions of impact conditions, including speed, angle, and vehicle orientation, as a function of highway type or functional class. Identifying the impact conditions associated with injury and fatality for roadside features will provide hardware developers with critical information necessary for designing safer appurtenances. Further, when armed with the knowledge of the safety performance of common roadside features, highway designers will be able to select hardware systems that provide optimum safety for any given roadside situation. Many of the relationships described above would provide inputs to the development of future crash testing guidelines and to the improvement of the cost-effectiveness analysis codes, such as the Roadside Safety Analysis Program (RSAP). The improved cost-effectiveness codes would then be used to provide better assessment of issues such as guardrail runout length, flare rate, hardware performance-level selection guidelines, etc. This list of questions and issues is by no means exhaustive, but it serves to illustrate the many unanswered questions that can be addressed with in-depth crash data. The database created from the current study may provide hints to the answers for some of these questions, but the sample size and the level of detail would limit its applications. A need remains for a long-term effort to collect in-depth data on single-vehicle, ran-off-road crashes in a continuous and systematic manner. A plan for a long-term crash data collection program was also developed under NCHRP Project 17-22. The recommended approach for the long-term data collection effort is a prospective study (i.e., the cases will be sampled from new crashes) under the NASS CDS program. A subset of the cases already selected for inclusion in the NASS CDS program would be subjected to a more detailed investigation. By incorporating the data collection system in the existing NASS program, the costs of obtaining the required information is greatly reduced. Recognizing the need for such a program, the Project 17-22 panel directed the researchers to develop an implementation plan for a long-term data collection effort. The implementat
KW  - Crash data
KW  - Crash risk forecasting
KW  - Crashworthiness
KW  - Data collection
KW  - Ran off road crashes
KW  - Risk assessment
KW  - Roadside hazards
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1637
UR  - https://trid.trb.org/view/1232808
ER  - 

TY  - ABST
AN  - 01464204
TI  - Estimating Bicycling and Walking for Planning and Project Development
AB  - The need for robust methods that can accurately measure bicycle and walking activity has long been recognized, particularly in relation to land use. Many planning agencies are trying to assess the potential for smart growth and other land use options to increase bicycling and walking and reduce motor vehicle use. There is a substantial lack of credible bicycle and walking data. Existing national data sources document a particular segment of bicycling or walking trips (e.g., U.S. Census Journey-to-Work data) or document all bicycling or walking trips at large geography such as state or aggregations of metropolitan areas (e.g., the National Household Travel Survey or other household travel surveys).  However, there is a lack of consistent methodologies to understand bicycling and walking activity, and relationships to demographic, social, and physical factors are not well understood. Consistent methodologies and credible data would enhance local and regional planning to evaluate bicycle and pedestrian needs. The objective of this research is to prepare a guidebook for practitioners on estimating and forecasting bicycling and walking activity. The guidebook will include transferable methods for practitioners working on regional-, corridor-, and project-level analysis to estimate and forecast bicycling and walking activity in relation to transportation infrastructure characteristics, land use, topography, weather/climate, and socio-demographic characteristics.
KW  - Bicycle travel
KW  - Bikeways
KW  - Cyclists
KW  - Economic benefits
KW  - Health benefits
KW  - Land use planning
KW  - Mixed use development
KW  - National Household Travel Survey
KW  - Nonmotorized transportation
KW  - Pedestrian areas
KW  - Pedestrian movement
KW  - Public transit
KW  - Smart growth
KW  - Transit operating agencies
KW  - Transit oriented development
KW  - Travel surveys
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2707
UR  - https://trid.trb.org/view/1232432
ER  - 

TY  - ABST
AN  - 01464119
TI  - A Transportation Guide for All-Hazards Emergency Evacuation
AB  - Emergency evacuations--especially of major cities--have taken on new prominence following Hurricanes Katrina and Rita. Large evacuations are not uncommon; for example, the Nuclear Regulatory Commission has documented that evacuations of 1,000-plus persons occur every 2 or 3 weeks, from diverse causes. In addition, other significant events have highlighted the need for improved, integrated evacuation planning and procedures for state and local departments of transportation (DOTs) and emergency management agencies. Most evacuation guidance is produced by state emergency management agencies. That guidance needs to be augmented with transportation specifics in order for state and local DOTs to produce viable operational plans and to provide expert technical advice within state and local Emergency Operations Centers, Transportation Management Centers, and Fusion Centers (or their equivalents) during actual events. This need has been expressed by state DOT emergency-planning personnel at USDOT-hosted exercises and in after-action reports. Research is needed to take the significant amount of completed research and documents now available and consolidate it into practical all-hazards, all-modes evacuation guidance for use at the state and local level. The objective of this research is to develop an all-hazards emergency evacuation guide for transportation and emergency management agencies that integrates the broad community of resources that are necessary to plan, train, exercise, and execute evacuations. The primary audiences are those at the state and local level who are responsible for planning (and execution or support) of an evacuation within a state, including but not limited to transportation, public safety, and emergency management.  The Guide will be of interest to other entities involved in support of evacuations, including transit, paratransit, advisors on access and functional needs, fire, law enforcement, public works, and health and human services, as appropriate, to be able to mobilize evacuation resources and make well-considered tactical decisions. The Guide is designed to be applicable on a state, multi-state, or cross-jurisdictional border basis.
KW  - Disaster preparedness
KW  - Emergency evacuations
KW  - Emergency management
KW  - Evacuation
KW  - Guidelines
KW  - Handbooks
KW  - Hazards and emergency operations
KW  - Research projects
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2607
UR  - https://trid.trb.org/view/1232347
ER  - 

TY  - ABST
AN  - 01464192
TI  - Design Guidance for High-Speed to Low-Speed Transition Zones for Rural Highways
AB  - As rural and other high-speed highways approach built-up areas, there is usually a transition zone where drivers are encouraged and expected to reduce their speed to one suitable for the environment they are entering. A common example is a rural highway that passes through a small community or hamlet where 55 mph speeds are neither safe nor acceptable to the community. Design standards and policies exist for both the high-speed and low-speed environments, but differences between the two make design of the transition zone problematic. Many communities would like to use the transition zone as a gateway to the community and they often have unrealistic expectations of the magnitude of speed reduction. The design of the transition zone must attempt to meet many objectives while maintaining safety. NCHRP Project 20-05, Synthesis Topic 40-08, Effective Speed Reduction Techniques for Rural High- to Low-Speed Transitions, is summarizing known information on speed-reduction techniques for transition zones. Publication of the synthesis report is expected in early 2010, and this project will build on that effort by (1) increasing the amount of information available on the effectiveness of those techniques and (2) developing a design process for selecting appropriate techniques. The final draft of the synthesis will be provided to the contractor. Proposers should review other synthesis reports to understand the type of information that will be in the Topic 40-08 report. The objective of this research is to develop design guidance for selecting effective geometric, streetscaping, and traffic engineering techniques for transitioning from high-speed to low-speed roadways, particularly rural highways entering communities. The guidance should consider transition-zone-specific factors such as land use; community context; aesthetics; and the accommodation of trucks, parking, pedestrians, bicyclists, and public transportation services.
KW  - Highway safety
KW  - Rural areas
KW  - Rural highways
KW  - Speed reduction (Motor vehicles)
KW  - Superelevation
KW  - Traffic engineering
KW  - Traffic speed
KW  - Transition zones
KW  - Urban areas
KW  - Urban highways
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2721
UR  - https://trid.trb.org/view/1232420
ER  - 

TY  - ABST
AN  - 01464112
TI  - Methodologies to Estimate the Economic Impacts of Disruptions to the Goods Movement System
AB  - The goods movement system in the United States has suffered from many large-scale disruptions in the last 10 years. Examples include disruptions resulting from the terrorist events of September 11, 2001; the lockout of dock labor unions in the Ports of Los Angeles and Long Beach in 2002; infrastructure failures after Hurricane Katrina in 2005; the Baltimore rail tunnel fire in 2001; and the Midwest floods in 2008. Over the last decade, new supply chain management techniques have created demands for highly efficient delivery systems. When disruptions to the system occur, especially to critical components, they can cause significant economic damage locally, regionally, and nationally.   Unfortunately, the complex interrelationship between the goods movement system and economic activity is not well understood. As such, research is needed to understand the impacts of bottlenecks and interruptions to the flow of goods through the nation's major freight corridors and intermodal connectors, the dynamics of that flow in response to disruptions, and the full economic impact on public and private entities -- beyond just the critical infrastructure and the carriers -- that depend on that flow. Such research will help to increase public understanding of the sensitivity of economic productivity to infrastructure availability, lay the groundwork for improving the resiliency of the freight transportation system, and improve the nation's ability to rapidly reconfigure the goods movement system to minimize disruptions. The objective of this research is to develop and apply one or more conceptual methodologies for identifying and estimating economic impacts, both short and long term, due to disruptions to the goods movement system.
KW  - Disaster preparedness
KW  - Economic impacts
KW  - Freight traffic
KW  - Freight transportation
KW  - Intermodal transportation
KW  - Research projects
KW  - Supply chain management
KW  - Urban goods movement
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2609
UR  - https://trid.trb.org/view/1232340
ER  - 

TY  - ABST
AN  - 01464179
TI  - Risk-Based Approach for Bridge Scour Prediction
AB  - Current practice for the prediction of scour depth at bridge piers and abutments uses empirical equations developed primarily from laboratory-scale studies, supplemented by limited data from field measurements. Equations for contraction scour (both clear-water and live-bed conditions) are based on an approach that combines both empirical and deterministic relationships. Additionally, the statistical analysis that was performed on the data collected from the laboratory studies and was used to create these relationships employs various statistical approaches that possibly provide more conservative results than necessary. When you also take into account the uncertainty associated with the development of key parameters used in the empirical relationships, the room for error is significant. In contrast, because of numerous advantages, bridge structural engineers, and more recently geotechnical engineers, have adopted Load and Resistance Factor Design (LRFD) which is a probabilistic approach to design. LRFD considers a probabilistic approach and allows for the possibility of assessing the level of risk associated with a given design. There is a need for the bridge scour engineer to have the option of performing scour calculations using probabilistic methods so that risk can be more appropriately assessed and the option of something other than the most conservative design considered. Current practice for determining the total scour prism at a bridge crossing involves the calculation of various scour components (e.g., pier scour, abutment scour, contraction scour, and long-term channel changes). Using the principle of superposition, the components are considered additive and the scour prism then is drawn as a single line for each frequency flood event (e.g., 50-year, 100-year and 500-year flood events). This approach does not provide an indication of the uncertainty involved in the computation of any of the additive components. Uncertainties in hydrologic and hydraulic models and the resulting uncertainty of relevant inputs (e.g., design discharge, flow duration, velocity, depth, flow direction, etc.) to the scour calculations will have a significant influence on scour prediction. To develop an overall estimate of confidence in the estimated scour magnitude, one must examine the level of confidence associated with the results of the hydrologic analysis (design discharges, flow duration, etc.), the level of confidence associated with the hydraulic analysis (depths, velocities, flow direction, etc.), and the level of confidence associated with the scour estimates (pier, abutment, contraction, long-term channel changes, etc.). Scour reliability analysis involves quantification of the uncertainties in each of these steps and then combines them in such a way that the overall estimate of confidence is known for the final prediction of scour. For the hydrologic analysis component, the desired end product could result in a probability density function (PDF) of the peak discharge. This can be done by examination of the flood flow frequency curve developed from gage records. If no gage records are available and regional regression equations are used, levels of confidence based on the results of the statistical analysis used to develop the regression equations can be used. If a single or lumped-parameter hydrologic model is used, important parameters could be identified, a PDF developed for these parameters, and a Monte Carlo simulation of these parameters could be performed to obtain the PDF of the peak discharge. The same can be performed for the hydraulic model except that the PDFs of the relevant hydraulic parameters would be developed using Monte Carlo simulations. Current practice provides an estimate of scour based on the hydrologic and hydraulic conditions associated with a specified design event (a 100- or 500-year flood, for example). The scour equations are generally understood to be conservative in nature, and have been developed as "envelope" curves for use in design. The research objective is to develop a methodology that can be used in calculating bridge scour so that the scour estimate can be linked to a probability; for example, there is a 95.0% probability that the maximum scour will be 8.3 feet or less over the life of the bridge. To achieve this objective, at a minimum the following tasks must be performed: (1) Review of existing knowledge: Some work along these lines has already been done in the area of hydrologic and hydraulic analysis. Relating the uncertainty associated with the hydrologic and hydraulic analysis to the uncertainty associated with the scour estimation techniques needs to be performed. Other disciplines where risk and reliability approaches are being integrated into engineering design also should be explored and documented by the research team (2) Identify uncertainties: This task will consist of identifying and evaluating the parameters associated with each of the various components (hydrology, hydraulics, and scour). (3) Formulate the methodology<em>: </em>This task will consist of combining the uncertainty associated with each of the various components (hydrology, hydraulics, and scour) into a procedure to use for scour prediction. The results of this task will ultimately lead to a probabilistic method to compute and evaluate bridge scour that will be consistent with LRFD approaches used by structural and geotechnical engineers. (4) Proof of concept: This task will consist of validating the methodology against data sets where variability in measured scour has been quantified. The new methodology must be demonstrated to be consistent with probabilistic approaches currently used by bridge structural and geotechnical engineers. >Final Report: The final report will be written in two parts. The first part will document the research performed to arrive at the methodology. The second part will be written in the form of a manual that provides design guidelines for practitioners in the field of bridge scour calculation. Currently scour estimates at bridge foundations use the best available technology, but are still roundly criticized as being overly conservative. The most common complaint is that the equations that were developed under laboratory conditions don't fit conditions at the site. Often this results in deeper foundations than necessary which leads to more costly bridge designs, which can stress already overloaded state department of Transportation budgets for bridge replacement and repair. Bridge designers and engineers are in need of a tool to make cost versus reliability tradeoff decisions with respect to scour and foundation design. A reliability-based design procedure for estimating scour at bridges will provide a consistent methodology for making decisions on design scour depth based on calculated risk instead of estimates which can be overly conservative. The pay-off is a scour estimate that will be more reliable in that it will be tied to a selected level of reliability that can be effectively communicated to the public. This type of approach will help alleviate over-conservatism in bridge design inconsistent with accepted target risk levels.<div></div>
KW  - Best practices
KW  - Bridge abutments
KW  - Bridge design
KW  - Bridge piers
KW  - Geotechnical engineering
KW  - Laboratory tests
KW  - Load and resistance factor design
KW  - Peak discharge
KW  - Probability density functions
KW  - Risk analysis
KW  - Scour
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2736
UR  - https://trid.trb.org/view/1232407
ER  - 

TY  - RPRT
AN  - 01159485
AU  - Landis, Amy E
AU  - Bilec, Melissa M
AU  - Shrake, Scott
AU  - Collinge, William
AU  - Xue, Xiaobo
AU  - University of Pittsburgh
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Bio-Diesel Fuel Feasibility Study
PY  - 2010/04/21/Final Report
SP  - 247p
AB  - A comprehensive feasibility study was performed for the use of B5 biodiesel fuel in the Pennsylvania Department of Transportation's (PennDOT’s) District 8 maintenance fleet. The feasibility study consisted of literature review and a survey of best practices; pre- and post-implementation data collection for fleet performance analysis; and an economic and environmental life cycle analysis for the District 8 pilot project and future extensions to statewide implementation of blends up to B20.
KW  - Before and after studies
KW  - Best practices
KW  - Biodiesel fuels
KW  - Data collection
KW  - Economic impacts
KW  - Environmental impacts
KW  - Feasibility analysis
KW  - Life cycle analysis
KW  - Literature reviews
KW  - Maintenance vehicles
KW  - Surveys
KW  - Vehicle fleets
KW  - Vehicle performance
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Smart%20Transportation%20Solutions/Biodiesel%20Fuel%20Feasibility%20Study.pdf
UR  - https://trid.trb.org/view/920050
ER  - 

TY  - ABST
AN  - 01464184
TI  - Sustainable Transportation Systems and Sustainability as an Organizing Principle for Transportation Agencies
AB  - Increasing awareness of the environmental, economic, and social effects of the transportation system has already led to new demands on transportation agencies to be more responsive in providing transportation services. Transportation agencies are challenged to build consensus around balancing short-term cost effectiveness and long-term sustainability.  While the roles and responsibilities of transportation agencies differ from state to state, there are common organizational attributes and characteristics that transportation agencies need in order for their transportation systems to support the environment, the economy, and social equity. Against this backdrop, the traditional functions of many transportation agencies are changing.  As they evolve, transportation agencies will have to be resilient in the face of continuing and new demands by society, and they may need to fundamentally rethink the mission(s) and organizing principle(s) that drive them today. To assist transportation agencies in evaluating their current and future capacity to support sustainability while delivering transportation solutions in a rapidly changing social, economic, and environmental context, an analytical framework and supporting tools are needed. The objective of this research is to provide a framework for transportation agencies to use to identify and understand the future trends and external forces that will increasingly put pressure on their ability to carry out their responsibilities to (1) meet society's evolving demand for transportation services and (2) meet society's emerging need to operate on a more sustainable basis. The framework will also provide a means for agencies to assess their future capacity to meet society's demands, and provide or identify tools and approaches that agencies may use to assist them in making changes they deem appropriate and necessary to meet rapidly changing needs and conditions. The thrust of this research is to make sense, from the perspective of a transportation agency, of the considerable amount of information that portends various future social, economic, and environmental demands from its transportation system. This research will (1) identify likely alternative future scenarios in which transportation agencies will be asked to achieve sustainability goals in providing for economic vitality, social equity, and environmental integrity that reflect conditions 30 to 50 years in the future; (2) analyze how transportation agencies' existing fiscal, legal, and institutional structure(s) and decision-making processes encourage or inhibit them from optimizing their contribution to a sustainable society; (3) examine the variety of roles, and the nature of their related primary activities, that transportation agencies may be expected to play in the future; (4) explore linkages, and expectations, between transportation agencies and stakeholders, and the need to form new alliances and partnerships with other transportation providers and system users; and (5) provide or identify tools that individual agencies can use in designing their particular approach(es) to adapting to the demands and opportunities of the future and in describing, in broad terms, how "sustainable" transportation agencies might be organized.
KW  - Decision making
KW  - Ground transportation
KW  - Guidelines
KW  - Highway operations
KW  - Mobility
KW  - State departments of transportation
KW  - Strategic planning
KW  - Sustainable development
KW  - Sustainable transportation
KW  - Transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2729
UR  - https://trid.trb.org/view/1232412
ER  - 

TY  - ABST
AN  - 01464195
TI  - Resource Allocation Framework to Meet Highway Asset Preservation Needs
AB  - State departments of transportation (DOTs) and the federal government have invested significant resources in building our nation's highway system. All of the asset categories that comprise our highway system, e. g., pavements, bridges, traffic signals, drainage pipes, signs, lights, and more, must be maintained, rehabilitated, and ultimately replaced. As our transportation system has aged, system preservation needs have moved to the forefront in the funding priorities of many DOTs. However, resources for highway preservation typically have not kept pace with preservation needs. Most transportation agencies lack sufficient resources to attain and maintain desired service levels for all of their highway assets and must try to optimize the allocation of their limited resources to preserve a diverse portfolio of assets. Given large variations in service lives--e. g., the life of a bridge versus pavement markings--variations in asset class management systems, and the breadth of competing funding needs, the problem of optimizing resource allocations to preservation needs is extremely difficult. A fundamental and practical issue with optimizing resource allocations to the preservation of various asset categories is the identification of common performance objectives that can transcend all of the asset categories that comprise our highway system, and that could serve as basis for optimization. Such common objectives may include, for example, maximizing remaining service life or minimizing long-term costs. A number of optimization models have been developed to assess and help select the best strategy of preservation or replacement alternatives for a given investment level within an asset category, e.g., in pavement management and bridge management systems, but optimization criteria and practical models to allocate resources across a broad array of highway asset categories do not exist. The objectives of this research will be to develop objectives and measures of effectiveness that may be used to optimize resource allocation for preservation of assets across the entire range of highway assets for which a DOT is responsible. The research to accomplish this objective might include the following tasks: (1) preparation of an annotated literature review on optimization criteria and objectives to allocate resources across various transportation asset categories; (2) identification of optimization objectives and criteria that may be suitable to allocate preservation resources across a broad portfolio of highway asset categories; (3) assessment of the potential advantages and disadvantages of the optimization objectives and criteria for use in the intended context; (4) assessment of potential issues associated with implementing the most advantageous optimization objectives and criteria in a practical optimization model within state DOTs; (5) demonstration and documentation of the use of the recommended optimization objectives and criteria in the allocation of resources across highway asset categories through realistic case study examples; (6) identification of specific future research needed to achieve the implementation of allocation optimization models for the preservation of a broad portfolio of highway asset categories within state DOTs. </font></span></div>
KW  - Asset management
KW  - Bridge management systems
KW  - Highway maintenance
KW  - Optimization
KW  - Pavement management systems
KW  - Preservation
KW  - Resource allocation
KW  - Road markings
KW  - State departments of transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2718
UR  - https://trid.trb.org/view/1232423
ER  - 

TY  - RPRT
AN  - 01159574
AU  - Daniels, John L
AU  - Janardhanam, Rajaram
AU  - Anderson, J Brian
AU  - Lei, Shaogang
AU  - Baucom, I Kyle
AU  - DeBlasis, Nicholas J
AU  - Bowers, Benjamin F
AU  - University of North Carolina, Charlotte
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Subgrade Stabilization Alternatives to Lime and Cement
PY  - 2010/04/15/Final Report
SP  - 243p
AB  - This project involved four distinct research activities, (1) the influence of temperature on lime-stabilized soils, (2) the influence of temperature on cement-stabilized soils, (3) temperature modeling of stabilized subgrade, and (4) use of CaCl2 to accelerate strength gain of cement-stabilized soils. Among the findings were the following: (1) The minimum lime content of a soil increases as temperature decreases; (2) Increased curing duration leads to decreases in pore fluid pH, but this reduction in pH is less at lower temperatures, indicating that little reactivity occurs below 50°F; and (3) Exposure to freeze-thaw cycles or initial curing at 35°F resulted in significant reductions in strength gain for a given curing duration, but once the freeze-thaw cycles or temperature reduction was removed, strength gain resumed at approximately the same rate. Overall, these results suggest that current specifications may be modified to allow lime stabilization to proceed in cooler temperatures, provided a corresponding increase in curing time and/or thermal protection is provided prior to loading. The soil cement data indicate that curing soil-cement at lower temperatures will result in lower strengths. Specifications for stabilization work have often been based on air temperature measurements, however the performance of lime or cement treated soil is expected to be more closely related to the in situ temperature. These data were incorporated into a model that relates air and soil temperatures. A computer application was developed to use the model to make predictions of subgrade temperatures and cured strength. A window of efficacy was observed for Buncombe, Guilford and Johnston county soil cement mixes. However, these optimum ranges vanished or changed to levels untested at 35°F curing conditions. A field trial was conducted with CaCl2 doses of 2.3% and 8.3%, and both of these dosage levels resulted in weakening of the material, as evaluated by in situ dynamic cone penetration tests and unconfined compression testing of field-mixed samples. Laboratory mixed samples of the same material resulted in strength increases. CaCl2 modification increases the electrical conductivity and dielectric value of soil-cement mixtures which might imply increased susceptibility to longer term moisture-induced weakening at high dosage levels. The cost of CaCl2 modification at effective doses is likely to be less than 10% of cement costs. The overall body of research presented in this report suggests that CaCl2 modification of soil-cement is not a mature enough approach to serve as a method for mitigating the effects of low temperatures on strength gain. Additional data are required to probe the sensitivity of temperature, mixing method and soil type.
KW  - Calcium chloride
KW  - Calcium oxide
KW  - Cement
KW  - Compressive strength
KW  - Field tests
KW  - Laboratory tests
KW  - Mathematical models
KW  - Soil cement
KW  - Soil stabilization
KW  - Subgrade (Pavements)
KW  - Temperature
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2007-11finalreport.pdf
UR  - https://trid.trb.org/view/920086
ER  - 

TY  - ABST
AN  - 01464188
TI  - Comprehensive Analysis Framework for Safety Investment Decisions
AB  - The diverse safety community in the United States continues to make substantial, incremental progress in developing and implementing cost-effective approaches. American Association and State Highway Transportation Officials (AASHTO) and Federal Highway Administration (FHWA) have provided national leadership with work such as Model Minimum Inventory of Roadway Elements (MMIRE), the Digital Highway Measurement System, the Interactive Highway Safety Design Model, SafetyAnalyst, etc.; and towards critical upcoming milestone products such as the Highway Safety Manual and SHRP2 results (especially the crash causation database which will be created). NHTSA and FMCSA, working with AASHTO/FHWA and other partners, have advanced similar improvements focusing on behavioral and heavy vehicle issues. While the range of current efforts is impressive, we are just on the cusp of creating a truly comprehensive analysis and decision-support system with the capability to compare the effectiveness of investment and policy opportunities across the 4 Es of safety (i.e., the contributions of engineering, education, enforcement, and emergency medical services). This project would create and sustain a nationally-coordinated, multi-year initiative to integrate efforts like those noted above into a Comprehensive Safety Analysis Framework. This Framework is envisioned as a 'blue print' which the full safety community will contribute to and which will provide for objective, data driven evaluation of safety programs, policies, and investments across Federal, state, and local levels. Objectives and tasks to create and sustain the Safety Analysis Framework include: (1) develop, pilot test, evaluate, fine tune, and update the model framework for estimating the effectiveness of behavioral countermeasures;(2) in-depth evaluation of existing and soon-to-be-released tools; (3) assessment of critical deficiencies in data and tools to support better comprehensive decision making; (4) development of a comprehensive, consensus strategic plan for further development and support of data systems and analytical tools to address critical deficiencies, coordination among ongoing activities, professional capacity needs, and support for investment decision making and policy analysis and development; and (5) implementation support for the multi-year program, to include tasks such as coordination of data needs across all elements, development of '4 E' policy analysis tools not currently available, quality assurance of analysis algorithms, software integration efforts as needed, communication, training, and technical assistance for at least the first several years. The intended outputs are: (1) a strategic development and deployment program coordinated across partners in the 4 Es; and (2) an initial version of a next generation of tools that permits objective analysis of investment decisions across the 4 Es. The expected benefit/outcomes are significantly more effective investment decisions and, as a result, steeper reductions in motor vehicle fatalities and serious injuries.<div></div>
KW  - Decision making
KW  - Decision support systems
KW  - Education
KW  - Emergency medical services
KW  - Enforcement
KW  - Engineering
KW  - Heavy vehicles
KW  - Policy analysis
KW  - Research projects
KW  - Safety engineering
KW  - Safety investigations
KW  - Strategic planning
KW  - Traffic safety
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2725
UR  - https://trid.trb.org/view/1232416
ER  - 

TY  - ABST
AN  - 01576003
TI  - Roadway Wind-Solar Hybrid Power Generation and Distribution System Towards Energy-Plus Roadways


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 a low footprint, intelligent, and multilayer power system designed for integration into urban and suburban areas, which reduces the need for new distribution networks. The RHPS represents a dramatic change in 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  - Highways
KW  - Operating costs
KW  - Public utilities
KW  - Right of way (Land)
KW  - Solar power generation
KW  - Wind power generation
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0024
UR  - https://trid.trb.org/view/1369403
ER  - 

TY  - ABST
AN  - 01573211
TI  - Roadway Wind-Solar Hybrid Power Generation and Distribution System Towards Energy Plus Roadways
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 a low footprint, intelligent, and multilayer power system designed for integration into urban and suburban areas, which reduces the need for new distribution networks. The RHPS represents a dramatic change in 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  - Electric power generation
KW  - Energy consumption
KW  - Highway engineering
KW  - Networks
KW  - Solar power generation
KW  - Wind power generation
UR  - https://trid.trb.org/view/1365861
ER  - 

TY  - ABST
AN  - 01464193
TI  - Superelevation Criteria for Sharp Horizontal Curves on Steep Grades
AB  - Sharp horizontal curves on steep grades represent a particularly dangerous situation for vehicle operators, especially heavy vehicle operators. Examples where this combination may occur are high-speed interchange movements, switchback curves on mountainous two-lane, two-way roads or high-speed downgrade curves on limited access roadways. At these locations, the complicating factors of vehicle off-tracking, pavement slope, and pavement friction fully tax the driver's ability to provide correct vehicle positioning without compromising control of the vehicle. Accident problems have arisen where, as a result of reconstruction, older highways with 12% to 17% superelevation have been rebuilt using 8% and 10% superelevation in accordance with current standards. Superelevation criteria, and other associated horizontal curve criteria, for situations where steep grades are located on sharp horizontal curves have not been developed. NCHRP Projects 15-16 and 15-16A, documented in <em>NCHRP Report 439: Superelevation Distribution Methods and Transition Designs</em>, evaluated and recommended revisions to the horizontal curve guidance presented in the 1994 AASHTO publication, <em>A Policy on Geometric Design of Highways and Streets (Green Book)</em>. The two principal design elements evaluated were the use of superelevation and the transition from a tangent to a curve. The transition recommendations were incorporated into the 2001 edition of the <em>Green Book</em> and the superelevation recommendations were included in the 2004 edition of the Green Book. NCHRP Report 439 noted that significant roadway downgrades deplete the friction supply available for cornering. This depletion results from the use of a portion of the friction supply to provide the necessary braking force required to maintain speed on the downgrade. The report found that both upgrades and downgrades yield an increase in side friction demand and a decrease in side friction supply. This undesirable combination results in a significant decrease in the margin of safety resulting from roadway grade, especially for heavy vehicles. Superelevation criteria and horizontal curve criteria for this situation were not developed. >The 2004 <em>Green Book</em> contains the following: "On long or fairly steep grades, drivers tend to travel faster in the downgrade than in the upgrade direction. Additionally, research has shown that the side friction demand is greater on both downgrades (due to braking forces) and steep upgrades (due to the tractive forces). Some adjustment in superelevation rates should be considered for grades steeper than 5%. This adjustment is particularly important on facilities with high truck volumes and on low-speed facilities with intermediate curves using high levels of side friction demand." The 2004 <em>Green Book</em> further states that this adjustment for grade can be made by assuming a slightly higher design speed for the downgrade and applying it to the whole traveled way. There are no guidelines as to how this adjustment should be made for two-lane or multilane undivided roadways. More definitive guidance on this adjustment, as well as adjustment for other elements of the horizontal curve, is needed. The objective of this research is to develop superelevation criteria for horizontal curves on steep grades. Other criteria associated with design of horizontal curves such as tangent-to­ curve transitions, spiral transitions, lateral shift of vehicles traversing the curve, need for pavement widening, and minimum curve radii should also be considered in the development of the criteria. The criteria may be based on quantitative evidence obtained from theoretic considerations and simulations but should be supported by actual field observation. The research should include a review of current practice, development of a work plan to achieve the research objectives, collection of data and other information, evaluation of effects of various alternatives and candidate criteria, and preparation of final criteria. The recommended criteria should be documented in the final report and also presented in a form that could be used by the AASHTO Technical Committee on Geometric Design in a future edition of the Green Book. This research topic was selected by the Transportation Research Board (TRB) Committee on Geometric Design, TRB Committee on Operational Effects of Geometrics, and the AASHTO Technical Committee on Geometric Design at their combined meeting in June, 2004 as one of the five highest priorities for research. The research is needed immediately to fill a gap in current superelevation design policy. The superelevation guidance will apply to high speed interchange ramp alignments on descending grades. As such, the research findings will have applications in every State and not just to those with mountainous terrain. Considering the research will apply to interchange movements, this research topic will be of use in the design of highways nationwide. <div></div>
KW  - Downgrades (Roads)
KW  - Geometric design
KW  - Highway curves
KW  - Highway design
KW  - Steep grades
KW  - Steering
KW  - Superelevation
KW  - Switchbacks
KW  - Traffic crashes
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2720
UR  - https://trid.trb.org/view/1232421
ER  - 

TY  - ABST
AN  - 01573548
TI  - Mechanical Material Modeling and Simulation by New Multiple Length/Time-Scale Theories and Algorithms

AB  - This research could lead to a general multiscale algorithm for a numerical simulation and a significant shift in the ability to predict a material response in complex situations. This research could apply to highway transportation structural materials, sensors, or pavement surfaces.

KW  - Algorithms
KW  - Mechanical properties
KW  - Numerical analysis
KW  - Pavement performance
KW  - Sensors
KW  - Simulation
KW  - Surface course (Pavements)
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0023
UR  - https://trid.trb.org/view/1366740
ER  - 

TY  - ABST
AN  - 01464206
TI  - Guidelines for Conducting Forensic Investigation of Highway Pavements
AB  - Forensic investigations of highway pavements are generally conducted to (1) investigate underlying causes of premature pavement failures; (2) understand the factors contributing to exceptional pavement performance and longevity; and (3) collect data to support development and/or calibration of performance prediction models.  Although forensic investigations have frequently been conducted by highway agencies, these investigations have often been conducted following different practices and have focused on a specific issue making it difficult to use the generated data in other studies. There are no widely accepted guidelines for conducting these investigations that consider relevant factors, such as functional and structural performance, material-related distress, pavement type, sampling and testing requirements, and sequence of activities.  Research is needed to develop guidelines for conducting forensic investigations of highway pavements that consider relevant factors and facilitate implementation.  These guidelines will help highway agencies conduct cost-effective investigations that will enhance understanding of pavement performance and provide the necessary data for improving pavement design and analysis procedures. The objective of this research is to develop guidelines for conducting forensic investigations of highway pavements. These investigations will be concerned with acquiring and evaluating data to (1) identify the cause(s) of premature pavement failure; (2) understand the factors contributing to longevity of pavements; and (3) document/understand observed performance and support development and/or calibration of performance prediction models [e.g., for use in local calibration of the Mechanistic-Empirical Pavement Design Guide (MEPDG)].
KW  - Asset management
KW  - Cost effectiveness
KW  - Data collection
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement design
KW  - Pavement management systems
KW  - Pavement performance
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2705
UR  - https://trid.trb.org/view/1232434
ER  - 

TY  - ABST
AN  - 01464205
TI  - Developing Regional Historic Contexts for Post-World War II Housing: A Model for Identification and Evaluation
AB  - Large numbers of post-World War II houses located in cities, towns, suburbs, and rural areas are potentially eligible--or may soon become eligible--for listing in the National Park Service's National Register of Historic Places (National Register), by virtue of their age as well as other attributes. The Federal Highway Administration (FHWA) and state departments of transportation (DOTs) must take into account, primarily through a survey, the effects that their transportation projects may have on properties that are eligible for listing in the National Register, pursuant to Section 106 of the National Historic Preservation Act. Properties eligible for listing in the National Register are also protected under Section 4(f) of the Department of Transportation Act. In light of the large and steadily increasing numbers of post-World War II single family houses that are potentially affected by highway construction projects, developing an effective framework for determining National Register eligibility and non-eligibility of post-World War II housing is critical. As post-World War II houses and suburbs approach 50 years of age, state DOTs are including these properties in local surveys and evaluating them according to National Register criteria; individual houses as well as neighborhoods from this period are already listed in the National Register. Because of the passage of time, the number of post-World War II properties potentially eligible for listing in the National Register will increase dramatically in the next decade, presenting a major challenge to decision makers.  Post-World War II housing is ubiquitous across the country, consisting of millions of properties. Research is needed to develop a model regional or state historic context (a compilation of information about historic properties that share a common theme, geographic area, and time period) that can provide a standard framework for state DOTs to use to effectively and efficiently evaluate the National Register eligibility of post-World War II housing. Such a model context would facilitate interagency cooperation and decisionmaking, resulting in lower future project costs and expedited project schedules. The objectives of this research are to (1) develop a methodology for identifying and evaluating the National Register eligibility and non-eligibility of (a) post-World War II single family housing built between 1946 and 1975 that is not part of a planned or unplanned subdivision or neighborhood and (b) post-World War II single family housing developments built between 1946 and 1975 as a planned or unplanned subdivision or neighborhood; (2) develop a model historic context for a state or region for these types of properties; and (3) apply and test the model historic context in a state or region to demonstrate its utility to state DOTs and state historic preservation offices.
KW  - Dwellings
KW  - Historic preservation
KW  - History
KW  - Housing
KW  - Housing development
KW  - Residential areas
KW  - State departments of transportation
KW  - World War, 1939-1945
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2706
UR  - https://trid.trb.org/view/1232433
ER  - 

TY  - ABST
AN  - 01464181
TI  - Attracting, Recruiting, and Retaining Skilled Staff for Transportation System Operations and Management
AB  - Transportation system operations and management (SOM) draws on the knowledge of many disciplines--including, for example, traffic engineering, intelligent transportation systems, maintenance, emergency response and incident management, performance measurement, and system planning--applied in a comprehensive approach to increase the efficiency and safety of the transportation system.  SOM encompasses interactions among transportation modes and between the transportation system and other functions such as emergency management, public safety, and the concerns of the general public.  SOM contributes to the creation and maintenance of livable communities, improving public health by reducing air pollution, saving energy, and supporting economic development, as well as promoting efficient traffic flow. The AASHTO Highway Subcommittee on Systems Operations and Management defines SOM specifically as "an integrated program designed to make the best use of existing highway infrastructure through provision of systems and services that preserve and improve performance."  State departments of transportation, metropolitan planning organizations, corridor coalitions, and other transportation agencies are being called on increasingly to expand their activities beyond the more traditional design and construction functions most closely associated with civil engineering to the broader and more diverse tasks of SOM. While many transportation agencies view SOM as an increasing priority, they are encountering a shortage of management, professional, and technical staff with appropriate skills and knowledge.  Retirement of transportation practitioners will deplete the ranks of qualified transportation professionals.  Many students emerging from currently available education programs lack the cross-disciplinary perspective and multi-disciplinary skills needed for SOM.  The transportation agencies are coming to recognize the need to support development of the supply of SOM management, professional, and technical staff. NCHRP Project 20-77, "Transportation Operations Training Framework," was undertaken to develop a training and capacity-building framework for SOM management, professional, and technical staff. That project identified the core functions and employment positions that characterize SOM activities, as well as many currently available SOM education and training resources for transportation professionals.  It seems likely, however, that if transportation agencies are to meet their needs, they must work to expand the pool of workers with SOM expertise by reaching out to students at all levels preparing to enter the workforce, to older workers seeking to extend their careers past traditional retirement ages, and to workers of all ages seeking to change their career paths.   Research is needed to define more clearly the needs for SOM management, professional, and technical staff and resources for attracting, retaining, and enhancing the skills of SOM staff. The objective of this research is to provide transportation agencies with strategies and resources to meet their needs for SOM staff. The research will consider the potential demand for and supply of SOM workforce; the actions transportation agencies may take to attract, recruit, develop, and retain skilled staff with SOM capabilities; and the tools that are available or may be developed to assist agencies to take action.
KW  - Civil engineering
KW  - College students
KW  - High school students
KW  - Personnel retention
KW  - State departments of transportation
KW  - System operations
KW  - Transportation careers
KW  - Transportation professionals
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2732
UR  - https://trid.trb.org/view/1232409
ER  - 

TY  - ABST
AN  - 01464186
TI  - Highway Infrastructure and Operations Safety Research Needs
AB  - Reducing the number of fatalities and injuries from highway traffic crashes is a high-priority goal shared by the American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration (FHWA), and the States. While fatality rates have steadily decreased over time, the number of fatalities has remained unacceptably high. While increased safety funding under SAFETEA-LU and States' development and implementation of strategic highway safety plans can be expected to significantly improve highway safety, research is needed to develop innovations that will be needed to achieve AASHTO's goal of halving fatalities in 20 years. Achieving the greatest benefits from research will require well-targeted and coordinated research investment. FHWA and AASHTO, and the Transportation Research Board (TRB) convened an expert committee to provide an independent review of current processes for establishing research priorities and coordinating highway safety research activities. In TRB Special Report 292, the committee presented its findings and recommended that "an independent scientific advisory committee should be established and charged with (1) developing a transparent process for identifying and prioritizing research needs and opportunities in highway safety, with emphasis on infrastructure and operations; and (2) using the process developed to recommend a national research agenda focused on highway infrastructure and operations safety." This problem statement proposes an NCHRP project to implement expert committee's recommendation. Development of a national research agenda would support the Safety Management Subcommittee of the AASHTO Standing Committee on Highway Traffic Safety in carrying out its highway safety research oversight and advocacy responsibilities. The objectives of this project are to: (1) develop a transparent process for identifying and prioritizing research needs and opportunities in highway safety; and (2) using the process developed to recommend a national research agenda focused on highway infrastructure and operations safety. Specific tasks necessary to achieve these objectives include: (1) Develop a process for identifying and prioritizing safety research needs that includes the following features: (a) a quantitative analytical approach that examines clearly defined criteria to determine the value of a research project or topic, and (b) the involvement of a mix of experts to formulate an agenda that is informed by the quantitative analysis results. (2) Develop research priorities by applying the process to identify critical safety problems, identify potential research issues, assess the status of data and methodologies to conduct research that addresses the problems, estimate the costs and timeframes for research, and assess the likely outcome of alternative research topics.
KW  - Fatalities
KW  - Highway operations
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - Strategic Highway Safety Plan
KW  - Strategic planning
KW  - Traffic crashes
KW  - Traffic safety
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2727
UR  - https://trid.trb.org/view/1232414
ER  - 

TY  - ABST
AN  - 01461314
TI  - FHWA Cosponsor Ship for the Partnership for the National Trails System for the 2010 National Historic Trails Workshop
AB  - The Federal Highway Administration (FHWA) cosponsored with the Partnership for the National Trails System (PNTS), the 2010 National Historic Trails Workshop that was held May 12-14, 2010, in San Antonio TX. This included production and dissemination of preworkshop materials, development of workshop materials, and support for workshop sessions and speakers. PNTS recognized the U.S. Department of Transportation, Federal Highway Administration, as an agency sponsor of the workshop in preworkshop information and planning materials and at the workshop. Sponsorship included exhibit space for an FHWA display.
KW  - Historic preservation
KW  - Partnerships
KW  - Planning and design
KW  - Trails
KW  - Workshops
UR  - https://trid.trb.org/view/1229533
ER  - 

TY  - ABST
AN  - 01573573
TI  - Use of Nanoporous Thin Films (NPTF) to Improve Aggregate-Cement Interface

AB  - Synthesize sol-gel nanoaluminosilicates with various Si/Al ratios and characterize the effect on hydration of Alite and Portland cement. Develop characterization procedures for characterizing paste samples, and tailor solubility of nanoaluminosilicate thin films through inorganofunctionalization to optimize performance.

KW  - Aluminates
KW  - Hydration
KW  - Nanostructured materials
KW  - Optimization
KW  - Portland cement
KW  - Silicates
UR  - https://trid.trb.org/view/1366814
ER  - 

TY  - ABST
AN  - 01464194
TI  - Effective Removal of Pavement Markings
AB  - During construction projects, it is often necessary to implement lane shifts in order to detour traffic around work zones or establish a new alignment. Shifting lanes requires obscuring or removing the existing pavement markings and applying new markings along the new alignment. The Manual on Uniform Traffic Control Devices (MUTCD) requires that all visible traces of the existing marking be removed or obliterated, and it does not allow for removal methods that will cause unacceptable scarring of the pavement.  However, there is no specification for a level of scarring that is acceptable. Among the primary requirements of pavement marking systems is to create a durable, strongly bonded material. Pavement markings have to be capable of withstanding several years of wear due to heavy traffic at highway speeds and resist the environment (UV exposure, freeze/thaw, chemicals, etc.). Many of the new systems are epoxy-based and adhere adamantly to the pavement. Black tapes that are applied to obscure the existing markings tend not to last long enough and/or have different reflective properties than the pavement and may confuse drivers as to the correct path to follow. The problem may be exacerbated at night and in wet weather. Chemical systems that are aggressive enough to remove epoxies and other products may raise safety and environmental concerns. As a result, removal generally requires grinding of the markings, which leaves undesirable scarring that is often mistaken for actual pavement markings under low-light or wet conditions.  Consequently, the owners of public highways are faced with a very difficult problem. The objective of this research is to determine best practices for the safe, cost-effective, and environmentally acceptable removal of work zone and permanent pavement markings with minimal damage to the underlying pavement or visible character of the surface course.
KW  - Interstate highways
KW  - Lane lines
KW  - Manual on Uniform Traffic Control Devices
KW  - Paint removal
KW  - Road markings
KW  - Striping materials
KW  - Traffic control devices
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2719
UR  - https://trid.trb.org/view/1232422
ER  - 

TY  - ABST
AN  - 01464183
TI  - Improved Right-of-Way Procedures and Business Practices
AB  - Several State Departments of Transportation (DOTs) are considering revising their right-of-way business practices with the goal of simplifying and streamlining processes. Current right-of-way practice and procedure manuals are the products of 40 years of statutes, case law, regulations, management styles and best practices. The procedural manuals have chapters to cover elements such as: a) appraisal; b) appraisal review; c) relocation planning and assistance; d) relocation eligibility and supplemental payments; e) nonresidential relocations; f) acquisition and negotiations; g) legal settlements; h) eminent domain; i) titles and closing; j) property management; k) leasing; l) sale of excess property; m) mapping and geographic information systems (GIS); n) encroachments; o) contracting for services; and p) administrative costs. Procedures and guidelines are often an accumulation of historical practice or those adopted from other agencies. State procedures vary widely because of differences in State laws. Local agencies are required to follow State DOT procedural manuals when they use State or Federal funding. Questions arise as new staff try to understand the reason or underlying basis for requirements. Contractors and consultants face a wide array of requirements and forms among the various States. This research is in support of the AASHTO Highway Subcommittee Right-of-Way and Utility strategic plan to provide leadership and support to member agency right-of-way staff. This research will provide new direction and lead to immediate cost savings by reducing the hours required to accomplish certain functions. This research will result in streamlined business practices that are easier to maintain, cost effective and result in delivery of projects sooner. Research is needed to provide information to State DOTs and local agencies to rationally evaluate current right-of-way procedures and business practices; to determine what function is served by each procedure; to determine the need for each procedure, i.e. statute or practice; to document the benefits and operational logic for continuing a procedure, modifying, or eliminating it, evaluate the cost of maintaining current procedures and to quantify the benefits from them. This includes, but is not limited to, the current cost of agents, training new agents and administrative costs on a parcel or tract basis. Determine what processes are essential to providing a consistent product and comply with statutory requirements, such as the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (Uniform Act), as well as the most common elements of State eminent domain laws, identify institutional, political, and economic barriers to the adoption of procedures that will be easier to maintain for the next 20 years, and examine and compare several common types of existing FHWA approved right-of-way manuals used by State DOTs and local agencies and common State regulations. Agencies will be contacted and staff will be interviewed to ascertain what are the origins, purpose and authorities for the existing procedures; what criteria and procedures are needed, as a minimum, to protect owner and tenant rights; what procedures would work if the agency could start anew; how and/or whether procedures might be modified for local agency use, i.e., a stand alone manual for local agencies; what are the issues in administering procedures that need to be addressed to assure consistent application; and what are the institutional, political, and economic barriers to implementation? A major objective of the research will be to develop a rationale or basis for a new or modified approach. This will include an objective analysis of all key elements mentioned above, i.e., appraisal, appraisal review, relocation, etc. This research would culminate by analyzing the typical right-of-way business model for the four major elements of appraisal, acquisition, relocation, and property management, and developing a revised model that is less costly to maintain. It would outline a sample procedural manual with forms that could be used to administer a simplified and cost-effective right-of-way program that is responsive to national statutes and the Uniform Act. The resulting business model would be accompanied by a cost/benefit analysis and recommended roll-out implementation plan that could be readily adopted and applied by State DOTs and local agencies for national consistency. One of the initial goals of the Uniform Act was to create a fair and consistent process for the acquisition of real property by public agencies. This research would help us assure the continued uniformity of the process. This research will be a direct follow-on to the 2008 International Scan for ROW and Utilities called "Integrating &amp; Streamlining Right of Way and Utility Processes with Planning, Environment, and Design." Ideas and strategies derived from the 2008 International Scan will feed directly into revised business practices. State DOTs who undertake pilot projects in 2009 will be able to use lessons learned and provide input to this research effort. The timing is beneficial for all parties in that this research product will bring about full implementation of the 2008 streamlining strategies. This research will provide new direction and lead to immediate cost savings by reducing the hours required to accomplish certain functions. This research will result in streamlined business practices that are easier to maintain, cost effective and result in delivery of projects sooner. The effort devoted to training new right-of-way agents, who may or may not stay with the agency, is becoming cost prohibitive and is time consuming. It is anticipated that there will be many institutional barriers to overcome. Many right-of-way agents have adapted to the current procedures and will be resistant to change. State DOT legal staff also may resist changes, thinking that revised procedures may affect property owner rights. In order to address these barriers, the final research report should contain an outline of a revised procedural manual that would be sufficient to meet Federal regulations and laws, allowing each State to augment this information with specifics to address that particular State's laws.<div></div>
KW  - Acquisitions
KW  - Appraisals
KW  - Eminent domain
KW  - Encroachment
KW  - Geographic information systems
KW  - Leasing
KW  - Mapping
KW  - Negotiations
KW  - Relocation (Facilities)
KW  - Relocation assistance
KW  - Research projects
KW  - Right of way (Land)
KW  - State departments of transportation
KW  - Strategic planning
KW  - Streamlining
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2730
UR  - https://trid.trb.org/view/1232411
ER  - 

TY  - ABST
AN  - 01461312
TI  - Travel Model Improvement Program Support
AB  - The purpose of this Intra-Agency Agreement (IAA) is for the Volpe Center to support the Travel Model Improvement Program (TMIP) activities related to webinars and its web site, travel forecasting and peer reviews and peer exchanges. The Federal Highway Administration (FHWA) TMIP relies heavily on webinars to promote good practices in travel demand modeling. The Volpe Center will provide technical support for its Knowledge Information Exchange webinar series. This will include support for two webinars per month. The Volpe Center will coordinate the administrative activities necessary to deliver and document each of these 24 Knowledge Information Exchange webinars.
KW  - Information dissemination
KW  - Information technology
KW  - Technical assistance
KW  - Technical support
KW  - Traffic forecasting
KW  - Travel demand
KW  - Travel Model Improvement Program
KW  - Websites (Information retrieval)
UR  - https://trid.trb.org/view/1229531
ER  - 

TY  - RPRT
AN  - 01160556
AU  - Mogawer, Walaa S
AU  - Austerman, Alexander J
AU  - Daniel, Jo Sias
AU  - University of Massachusetts, Dartmouth
AU  - New England Transportation Consortium
AU  - Federal Highway Administration
TI  - Relating Hot Mix Asphalt Pavement Density to Performance
PY  - 2010/04/01/Final Report
SP  - 42p
AB  - The purpose of this study was to evaluate the effect of Hot Mix Asphalt (HMA) density on the overall mixture performance in terms of fatigue cracking and rutting. Two plant produced Superpave mixtures, a 9.5 mm and 12.5 mm, were fabricated to target density levels of 88%, 91%, 94% and 97% of the theoretical maximum specific gravity. These specimens were then used to evaluate the mixtures’ stiffness, fatigue cracking characteristics, and rutting potential. The impact of density on mixture stiffness was evaluated by measuring the complex dynamic modulus (E*) of each mixture at varying temperatures and frequencies in the Asphalt Mixture Performance Test (AMPT) device. Fatigue cracking evaluations were completed using the beam fatigue test and the Overlay Test (OT) fatigue cracking analysis based on fracture mechanics theory. Rutting evaluations were completed using the Asphalt Pavement Analyzer (APA) and the flow number test in the AMPT device. Additionally, the Mechanistic-Empirical Design Guide (MEPDG) distress prediction equations were used to predict the mixture performance as function of density by varying the master curve data inputs at each target density level while keeping the remaining inputs constant. The E* data showed that increasing the mixtures' density increased the measured E*. Beam fatigue testing provided inconclusive trends relating HMA density to fatigue cracking potential. The OT based fatigue cracking analysis showed that the number of equivalent single axle loads (ESALs) required to reach the fatigue cracking failure criteria of 50% area cracked increased as the mixture density increased for both mixtures tested. APA and flow number testing indicated that the rutting potential of the mixtures decreased as HMA density increased. The MEPDG Level 1 analysis results showed a fatigue cracking trend similar to the OT fatigue cracking analysis based on fracture mechanics theory. Finally, the MEPDG Level 1 analysis exhibited the same rutting trends as the laboratory testing derived trends.
KW  - Asphalt pavements
KW  - Density
KW  - Dynamic modulus of elasticity
KW  - Fatigue cracking
KW  - Hot mix asphalt
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement performance
KW  - Rutting
KW  - Superpave
UR  - http://www.netc.umassd.edu/netcr76_02-1.pdf
UR  - http://www.uvm.edu/~transctr/pdf/netc/netcr76_02-1.pdf
UR  - https://trid.trb.org/view/921350
ER  - 

TY  - RPRT
AN  - 01563891
AU  - Boodlal, L
AU  - Emery, J
AU  - Souleyrette, R
AU  - KLS Engineering
AU  - Iowa State University, Ames
AU  - Federal Highway Administration
TI  - Crash Data Improvement Program Guide
PY  - 2010/04
SP  - 64p
AB  - The purpose of this Crash Data Improvement Program Guide (CDIP Guide) is to assist state crash database managers and other traffic safety professionals in identifying, defining and measuring the characteristics of the data quality within the state crash database. The quality characteristics consist of the timeliness, accuracy, completeness, consistency, integration and accessibility of the crash data. The CDIP Guide will assist States to establish baseline measures that reflect the current status of the quality characteristics and to conduct periodic updates to assess progress in improving crash data quality. The CDIP Guide uses examples of good practices to help illustrate the use of the quality measures. Most of the examples of good practices cited in the Guide are drawn from practices adopted by the states of Michigan, Iowa and Kentucky. All three states are among the leaders in developing, maintaining and managing crash databases that are capable of providing good quality crash data to users. Their ability to provide this quality data is in large part due to the constant vigilance with which they scrutinize the information (data) being provided to the database and the actions they take to maintain and improve the quality of their crash data.
KW  - Best practices
KW  - Crash data
KW  - Data quality
KW  - Databases
KW  - Iowa
KW  - Kentucky
KW  - Michigan
KW  - States
UR  - http://safety.fhwa.dot.gov/cdip/finalrpt04122010/finalrpt04122010.pdf
UR  - https://trid.trb.org/view/1354423
ER  - 

TY  - RPRT
AN  - 01544598
AU  - Byrne, Bernard
AU  - Vermont Agency of Transportation
AU  - Federal Highway Administration
TI  - Vermont Trip Generation Manual
PY  - 2010/04//Final Report
SP  - 90p
AB  - The Traffic Research Unit of the Vermont Agency of Transportation (VTrans) is charged with, among other duties, the review of Traffic Impact Studies for proposed developments in the State of Vermont. In reviewing studies for repeated developments in the same area, it has been noted that measures of current traffic do not necessarily show the anticipated level of traffic projected in previous Traffic Impact Studies. Therefore, the purpose of the research reported herein is to measure Trip Generation for the most widely proposed types of development in Vermont and relate it to some measures of the intensity of the particular land uses. The result of this research is this Vermont Trip Generation Manual, to be used in conjunction with the preparation and review of Traffic Impact Studies within the state. For the most part, the Institute of Transportation Engineers (ITE) Manual will overestimate Trip Generation outside Chittenden County, i.e., in rural and small urban areas. Exceptions should be made for LUC 820 (Shopping Centers), LUC 912 (Drive-up Bank) and LUC 881 (Pharmacy with Drive-up window). Within Chittenden County overestimation occurs, but not to the same extent as outside Chittenden County.
KW  - Chittenden County (Vermont)
KW  - Development
KW  - Impact studies
KW  - Land use
KW  - Traffic
KW  - Transportation planning
KW  - Trip generation
KW  - Vermont
UR  - http://vtransplanning.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/VermontTripGenerationReportforweb.pdf
UR  - https://trid.trb.org/view/1331779
ER  - 

TY  - RPRT
AN  - 01535761
AU  - Volpe National Transportation Systems Center
AU  - Federal Highway Administration
TI  - New Trends in Transportation and Land Use Scenario Planning: Five Case Studies of Regional and Local 
Scenario Planning Efforts
PY  - 2010/04
SP  - 48p
AB  - This report summarizes important findings from a literature review on scenario planning processes and a scan of stakeholders. It also presents case studies on innovative, ‘next generation’ scenario planning efforts. The project team defined next generation scenario planning efforts as those that seek to capture a broader range of issues and challenges than previously considered in transportation and land use scenario creation and analysis. The purpose of the report is to identify key issues and practices to provide direction for future scenario planning workshops. The Federal Highway Administration (FHWA) Office of Planning sponsors scenario planning workshops for staff of metropolitan planning organizations (MPOs), state Departments of Transportation (DOTs), and other transportation agencies. The workshops have been offered  around the country since 2004. FHWA now seeks to update the workshop agenda and workshop  content to highlight new best practices and show how scenario planning can address emerging challenges facing state DOTs, MPOs, and other transportation agencies. In support of this effort, the Volpe Center: (1) Conducted a brief literature review and scan of key stakeholders to identify recent trends in transportation planning (particularly long-range transportation planning) at transportation agencies, focusing on MPOs. Chapter 2 details the trends findings from this review and scan. The trends are grouped into three categories: regional development, risks, and reporting. (2) Conducted a literature review and scan of key stakeholders to identify recent scenario planning processes at transportation agencies, focusing on MPOs, which address the recent planning trends. (3) Documented through case studies innovative scenario planning efforts at five transportation agencies. The scan of trends and review of scenario planning practices conducted were not intended to be an exhaustive review. Rather, the scan and review sought to identify key issues and practices to provide direction for future workshops.
KW  - Best practices
KW  - Case studies
KW  - Land use planning
KW  - Literature reviews
KW  - Metropolitan planning organizations
KW  - Regional planning
KW  - Stakeholders
KW  - State departments of transportation
KW  - Transportation planning
KW  - Workshops
UR  - http://ntl.bts.gov/lib/51000/51700/51740/New_trends_ngscenplanrpt.pdf
UR  - https://trid.trb.org/view/1317673
ER  - 

TY  - RPRT
AN  - 01506806
AU  - Nadermann, Anna
AU  - Greimann, Lowell
AU  - Iowa State University, Ames
AU  - Iowa Department of Transportation
AU  - Federal Highway Administration
TI  - Instrumentation and Monitoring of Precast Bridge Approach Tied to an Integral Abutment Bridge in Bremer County
PY  - 2010/04//Final Report
SP  - 48p
AB  - Approach slab pavement at integral abutment (I-A) bridges are prone to settlement and cracking, which has been long recognized by the Iowa Department of Transportation (DOT). A commonly recommended solution is to integrally attach the approach slab to the bridge abutment. This study sought to supplement a previous project by instrumenting, monitoring, and analyzing the behavior of an approach slab tied to a integral abutment bridge. The primary objective of this investigation was to evaluate the performance of the approach slab. To satisfy the research needs, the project scope involved reviewing a similar previous study, implementing a health monitoring system on the approach slab, interpreting the data obtained during the evaluation, and conducting periodic visual inspections of the bridge and approach slab. Based on the information obtained from the testing, the following general conclusions were made: the integral connection between the approach slab and the bridge appears to function well with no observed distress at this location and no relative longitudinal movement measured between the two components; the measured strains in the approach slabs indicate a force exists at the expansion joint and should be taken into consideration when designing both the approach slab and the bridge and the observed responses generally followed an annual cyclic and/or short term cyclic pattern over time; the expansion joint at one side of the approach slab does not appear to be functioning as well as elsewhere; much larger frictional forces were observed in this study compared to the previous study.
KW  - Bridge approaches
KW  - Bridge decks
KW  - Instrumentation
KW  - Jointless bridges
KW  - Precast concrete
KW  - Structural health monitoring
UR  - http://lib.dr.iastate.edu/intrans_reports/27/
UR  - http://publications.iowa.gov/15995/1/IADOT_InTrans_SPR_0000-005_Bremer_County_integral_abut_precast_approach.pdf
UR  - https://trid.trb.org/view/1290197
ER  - 

TY  - RPRT
AN  - 01478209
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - 2009 Continuous Traffic Count Data and Traffic Characteristics on Nebraska Streets and Highways
PY  - 2010/04
SP  - 294p
AB  - The Nebraska Department of Roads, in cooperation with the Federal Highway Administration, collected and analyzed data at 61 continuous traffic count locations in 2009. 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 our 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 our stations. Short-term manual vehicle classification data was collected during 2009 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. The tables and graphs on the following pages are a summarization of the more detailed data presented in this report.
KW  - Average daily traffic
KW  - Design standards
KW  - Nebraska
KW  - Safety programs
KW  - Traffic counts
KW  - Traffic volume
KW  - U.S. Federal Highway Administration
KW  - Vehicle classification
UR  - http://ntl.bts.gov/lib/34000/34400/34497/NES009-2009.pdf
UR  - https://trid.trb.org/view/1247228
ER  - 

TY  - RPRT
AN  - 01472525
AU  - Hastings, Aaron L
AU  - Rochat, Judith L
AU  - Volpe National Transportation Systems Center
AU  - Federal Highway Administration
TI  - Ground and pavement effects using FHWA's Traffic Noise Model 2.5
PY  - 2010/04//Final Report
SP  - 41p
AB  - The Volpe Center Acoustics Facility, in support of the Federal Highway Administration (FHWA) has been conducting a study to investigate the effects of using different ground types based on an improved understanding of the characteristics of the ground types defined in FHWA’s Traffic Noise Model (TNM) version 2.5. This study also investigates the effects of using specific pavement types, as opposed to Average pavement, when the pavement type is known.  The results of this study indicate that improvements in the correlation between predicted and measured results can be achieved by selecting the best ground type and pavement type for the model.
KW  - Ground
KW  - Pavements
KW  - Soils by properties
KW  - Sound absorption
KW  - Sound transmission
KW  - Traffic noise
KW  - Traffic Noise Model
UR  - http://www.fhwa.dot.gov/environment/noise/traffic_noise_model/model_validation/ground_and_pavement_effects/gpeffects.pdf
UR  - http://ntl.bts.gov/lib/46000/46400/46465/DOT-VNTSC-FHWA-10-01.pdf
UR  - https://trid.trb.org/view/1239154
ER  - 

TY  - RPRT
AN  - 01457965
AU  - Radlinski, Mateusz
AU  - Olek, Jan
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - High-Performance Concrete Bridge Decks: A Fast-Track Implementation Study, Volume 2: Materials
PY  - 2010/04//Final Report
SP  - 253p
AB  - The purpose of this research was to examine the applicability of ternary binder systems containing ordinary portland cement (OPC), class C fly ash (FA) and silica fume (SF) for bridge deck concrete. This was accomplished in two parts, the laboratory part and a field application part. During the laboratory studies, four ternary mixtures, each containing either 20% or 30% FA and either 5% or 7% SF were subjected to four different curing regimes (air drying, 7 days curing compound application and 3 or 7 days wet burlap curing). In general, all four ternary mixtures exhibited very good water and chloride solution transport-controlling properties (resistance to chloride-ion penetration, chloride diffusivity and rate of water absorption). However, it was concluded that in order to ensure adequate strength, good freezing and thawing resistance, satisfactory resistance to salt scaling, and adequate shrinkage cracking resistance the FA content should not exceed 20%, SF content should not exceed 5% (by total mass of binder) and paste content should be kept below 24% by volume of concrete. Further, wet burlap curing for a minimum of 3 days was required to achieve satisfactory performance and to obtain a reliable assessment of in-situ compressive strength (up to 28 days) using maturity method. The second part of this research examined the performance of ternary concrete containing 20% FA and 5% SF in the pilot high-performance concrete bridge deck constructed in northern Indiana. Using maturity method developed for the purpose of this study, it was determined that the unexpectedly high rapid chloride permeability (RCP) values of concrete placed late in the construction season were mostly attributed to low ambient temperature. Additional applications of the developed maturity method were also demonstrated. These include assessment of risk of scaling and reduction in time to corrosion initiation as a function of construction date, as well as estimation of long-term RCP values of concrete subjected to accelerated curing.
KW  - Binders
KW  - Bridge decks
KW  - Concrete bridges
KW  - Cracking
KW  - High performance concrete
KW  - Indiana
KW  - Portland cement
KW  - Shrinkage
KW  - Waste products
UR  - http://dx.doi.org/10.5703/1288284314307
UR  - https://trid.trb.org/view/1218778
ER  - 

TY  - RPRT
AN  - 01453718
AU  - Kim, Daehyeon
AU  - Shin, Younjin
AU  - Siddiki, Nayyar
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Geotechnical Design Based on CPT and PMT
PY  - 2010/04//Final Report
SP  - 95p
AB  - This research presents the correlation of undrained shear strength based on the cone resistance from the cone penetration test (CPT) for clayey soils in Indiana. It utilized the field cone penetration test program including the CPT, the index test, the one dimensional test and the triaxial test. The cone factor, which is essential to reliable estimation of undrained shear strength from cone resistance, has been evaluated considering the plasticity index of soils. The cone factor is influenced by the penetration rate during the CPT and test methods that are used for obtaining the undrained shear strength. The rate effect of the CPT has been examined to ensure undrained penetration, and the isotropic consolidated undrained compression test for shear strength assessment has been used to effectively reflect in-situ strength. Following the field cone penetration test program, clayey soils from 4 sites in Indiana have been investigated and cone factor ranges for over-consolidated clays are identified.  An equation is suggested for estimating the cone factor in geotechnical design.
KW  - Clay soils
KW  - Compression tests
KW  - Cone penetrometers
KW  - Geotechnical engineering
KW  - Indiana
KW  - Pressure gages
KW  - Undrained shear strength
UR  - http://dx.doi.org/10.5703/1288284314264
UR  - https://trid.trb.org/view/1218730
ER  - 

TY  - RPRT
AN  - 01453704
AU  - Kim, Hobi
AU  - Prezzi, Monica
AU  - Salgado, Rodrigo
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Use of Dynamic Cone Penetration and Clegg Hammer Tests for Quality Control of Roadway Compaction and Construction
PY  - 2010/04//Final Report
SP  - 275p
AB  - Soil compaction quality control presently relies on the determination of the in-place compacted dry unit weight, which is then compared with the maximum dry unit weight obtained from a laboratory compaction test. The Indiana Department of Transportation (INDOT) requires that the in-place dry unit weight for compacted soil be over 95% of the laboratory maximum dry unit weight. In order to determine the in-place dry unit weight, INDOT engineers generally use nuclear gauges, which are hazardous and also costly because of the required safety precautions. Thus, several alternative tests such as the Dynamic Cone Penetration Test (DCPT) and the Clegg Hammer Test (CHT) were introduced as testing tools for soil compaction quality control. However, no reliable correlations are available in the literature to employ these tests for soil compaction quality control. The main objectives of this research were to evaluate the use of the DCPT and the CHT results to develop criteria for soil compaction quality control. A number of DCPTs and CHTs was performed on Indiana road sites, in a test pit, and in the soil test chamber at Purdue University. Since soil compaction varies from place to place, a statistical approach was applied to account for the compaction variability in the development of the criteria for soil compaction quality control.  Based on the DCP tests performed on several INDOT road sites, as well as in the test pit at Purdue University, and the requirement that the in-place dry unit weight of the fill material be over 95% of the laboratory maximum dry unit weight, minimum required DCP blow counts (NDCP)req were proposed for soils belonging to three groups of the AASHTO (American Association of State Highway and Transportation Officials) soil classification system.  For the DCPT, the minimum required blow count for 0-to-12 inch penetration, (NDCP)|0~12” associated with an RC of 95% for A-3 soil varied from 7 to 10; it is a function of the coefficient of uniformity. For A-1 soil and A-2 soils except those containing gravel, the (NDCP)|0~12” was a function of the optimum moisture content. For silty clays, the minimum required blow counts, (NDCP)|0~6” and (NDCP)|6~12” were a function of the plasticity index and the soil percentage passing the #40 sieve. Since the relationship of Clegg Impact Value (CIV) with relative compaction exhibited considerable variability, no criterion for CHT was proposed.  Dynamic analyses hold promise in forming the basis for interpretation of the DCPT and CHT results since predictions of the penetration process (DCPT) and accelerations (CHT) for sand under controlled conditions were very reasonable.
KW  - Clegg impact hammer
KW  - Compacted soils
KW  - Compaction
KW  - Cone penetrometers
KW  - Indiana
KW  - Quality control
KW  - Soil compaction
UR  - http://dx.doi.org/10.5703/1288284314246
UR  - https://trid.trb.org/view/1218712
ER  - 

TY  - RPRT
AN  - 01453692
AU  - DeWoody, J Andrew
AU  - Nogle, Jamie M
AU  - Hoover, Melissa
AU  - Dunning, Barny
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Monitoring and Predicting Traffic Induced Vertebrate Mortality Near Wetlands
PY  - 2010/04
SP  - 121p
AB  - Animal-vehicle collisions are undesirable to the general public, to drivers, to insurance providers, to biologists, and presumably to the animals themselves. However, traffic-induced mortality ("roadkill") is difficult to mitigate in large part because scientists lack the empirical data required to understand the patterns and processes associated with roadkill. Roadkill is not randomly distributed in space or in time, but what are the primary determinants of roadkill? And do they differ across organismal groups? The authors monitored vertebrate roadkill at 6 wetland and 6 upland sites in Indiana twice a week for a period of 20 months to determine whether roadkill occurs predominantly near one habitat compared to the other. They documented 14,439 vertebrate carcasses that were mostly distributed near wetlands. A significant fraction of the roadkill was not identifiable based on morphology alone, so the authors used DNA barcoding as a key element of species assignment. A large proportion of the carcasses (88%) were amphibians, a taxonomic group that has declined precipitously in recent years. Overall, these roadkill data were used along with road and habitat characteristics to develop analytical models that, in the absence of field monitoring, should be useful for predicting sites where roadkill is expected to be substantial. In the case of future highway construction, the models have the potential to help reduce the overall levels of roadkill, and that has the added benefit of translating into fewer human injuries and monetary losses caused by human-wildlife collisions.
KW  - Animal vehicle collisions
KW  - Crashes
KW  - Habitat (Ecology)
KW  - Indiana
KW  - Roadside fauna
KW  - Vertebrates
KW  - Wetlands
UR  - http://dx.doi.org/10.5703/1288284314256
UR  - https://trid.trb.org/view/1218722
ER  - 

TY  - RPRT
AN  - 01444572
AU  - Ahearn, Emily B
AU  - Puckett, Jay A
AU  - University of Wyoming, Laramie
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - Reduction of Wind-Induced Vibrations in High-Mast Light Poles
PY  - 2010/04//Final Report
SP  - 121p
AB  - High-mast light poles are frequently used in areas where widespread illumination is required, such as along interstates and at major highway interchanges.  The structures' heights are large relative to their cross-sectional dimensions, and, consequently, they are flexible and sensitive to wind loading.  A number of failures of high-mast structures have occurred due to fatigue cracking.  These failures have been linked to buffeting and vortex shedding loads.  The primary study objective is to characterize the dynamic effects of wind-induced vibrations on high-mast structures in Laramie, Wyoming, and to propose several retrofits that increase the aerodynamic damping, thereby reducing vibrations.  A 120-ft tall high-mast pole was monitored to determine its dynamic characteristics.  The pole was then retrofitted with helical strakes, ribbon dampers, a perforated shroud, and surface roughness, and the difference in the dynamic response of the retrofitted and unretrofitted pole under similar wind conditions was examined.  The perforated shroud covering approximately 13% of the pole prevented lock-in under the wind conditions tested.  A second pole was monitored and exhibited a drastically different response.  It was observed that traffic vibrations exciting the pole at higher frequencies prevented lock-in from occurring.  This phenomenon has not previously been observed as reported in the literature.
KW  - Buffeting
KW  - Damping (Physics)
KW  - Fatigue cracking
KW  - High mast lighting
KW  - Poles (Supports)
KW  - Retrofitting
KW  - Traffic
KW  - Vibration
KW  - Vortex shedding
KW  - Wind
KW  - Wyoming
UR  - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/WYDOT%20-%20High-Mast%20Report%20-%205-27-10.pdf
UR  - http://ntl.bts.gov/lib/44000/44300/44324/WYDOT_-_High-Mast_Report_-_5-27-10.pdf
UR  - https://trid.trb.org/view/1212123
ER  - 

TY  - ABST
AN  - 01382396
AU  - United States. Federal Highway Administration (FHWA). Federal Transit Administration
AU  - United States. Federal Highway Administration (FHWA). Federal Transit Administration
TI  - Reducing congestion & funding transportation using road pricing: international scan
PY  - 2010/04
SP  - 17p
AB  - The purpose of the international scan was to identify new ideas and practical, workable models for integrating road pricing approaches into state, local, and regional policies, programs, and practices.  The findings are intended to inform the U.S. road pricing research agenda and identify best practices from international experience that will assist U.S. practitioners.  The scan team visited with representatives from Sweden, the United Kingdom, Singapore, Germany, the Czech Republic, and the Netherlands in December 2009.
KW  - Czech Republic
KW  - Germany
KW  - Highway traffic control
KW  - International comparison
KW  - International comparison
KW  - Netherlands
KW  - Policy
KW  - Policy
KW  - Road pricing
KW  - Road pricing
KW  - Singapore
KW  - Sweden
KW  - Traffic management
KW  - United Kingdom
UR  - http://international.fhwa.dot.gov/pubs/roadpricing/roadpricing.pdf
UR  - https://trid.trb.org/view/1150317
ER  - 

TY  - RPRT
AN  - 01358532
AU  - Fitch, Jennifer
AU  - Vermont Agency of Transportation
AU  - Federal Highway Administration
TI  - Pavement Life and Annualized Cost Study, Statewide
PY  - 2010/04//Interim Report
SP  - 57p
AB  - In 1992, the Vermont Agency of Transportation engaged in a statewide study to document the equivalent study life and cost effectiveness of the pavement treatments including level and overlays, cold plane and overlay, cold recycled pavements and full depth reclamation. This was accomplished by establishing pavement studies to characterize the current condition of the various treatments prior to and following construction on an annual basis in terms of cracking and rutting. Following extensive analytical analysis, including an examination of data variability and potential explanatory variables, performance curves were developed. A total of 298 test sites from 92 projects were incorporated into the analysis. Overall, fatigue cracking was found to be the most significant form of cracking accounting for approximately 31% of overall cracking 10 years following construction. Modeled equivalent study lives in terms of total, fatigue and transverse cracking were found to be 6.5 to 8.7 years for level and overlay projects, 7.6 to 8.8 years for cold plane and overlay projects, 12.7 to 25.8 years for cold recycled treatments, and 11.2 to 16.5 for full depth reclamation projects. The Vermont Agency of Transportation will continue to monitor these roadway segments until such time when predicted equivalent study lives of each treatment can be verified by field measurements. In addition, an equivalent study life cost analysis will be performed to calculate average life cycle costs. The final report will include subsequent recommendations for the most cost effective treatment for optimum performance with respect to existing conditions on specific highway segments.
KW  - Cold in-place recycling
KW  - Cost effectiveness
KW  - Fatigue cracking
KW  - Full-depth reclamation
KW  - Life cycle costing
KW  - Overlays (Pavements)
KW  - Pavement cracking
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
KW  - Rutting
KW  - Service life
KW  - Transverse cracking
KW  - Vermont
UR  - http://vtransengineering.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/PavementLifeReportsemifinal421.pdf
UR  - https://trid.trb.org/view/1124025
ER  - 

TY  - RPRT
AN  - 01352917
AU  - Hodge, Daniel
AU  - Bekka, Khalid
AU  - Lee, Jon
AU  - Abedrabbo, Johnny
AU  - Parkins, Geoff
AU  - Kramer, Fred
AU  - HDR/HLB Decision Economics Incorporated
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - Impact of Canadian Economic Development on Northern Montana Highways
PY  - 2010/04//Final Report
SP  - 273p
AB  - Recent economic development in the Canadian provinces of Alberta and Saskatchewan is generating changes in commercial traffic across border crossings into Montana and along associated north-south highway corridors.  Most notably, oil and gas exploration, generation and refinement in Canada tend to lead to a wide mix of auto, truck, and pipeline activity across the Montana-Canada border.  This report covers Phase I of a potential two-phase study where Phase I is an assessment of current and future economic conditions and an estimate of related commercial vehicle traffic growth with and without expanded port operations.  Phase II, if warranted, would identify highway impacts of the future traffic and necessary improvements along the highway corridors leading to the ports.  This research study focused on examining current and future economic conditions to estimate future commercial traffic growth at the border crossings and connecting north-south highways in Montana.  In addition, the research assessed the impacts of expanding port of entry operating hours and estimates induced and re-distributed traffic volumes.  Key elements of the study included:  1) literature review of regional economic and transportation studies, and similar border crossing analyses; 2) assessment of current traffic and infrastructure conditions, and border crossing policies and security; 3) evaluation of existing economic conditions and projections of future industry growth; and 4) forecasts of future traffic volumes at Montana border crossings and connecting highways.  The research employed a risk analysis to account for future uncertainties in key driving factors and industry growth trends, thus producing a range of likely future traffic volumes by facility.  The study findings indicate that historical border crossing traffic volumes vary significantly depending on factors such as oil prices, and the value of the Canadian dollar.  Further, traffic volumes, other than at Sweet Grass, are relatively low and well-below capacity.  The current economic recession and expected gradual recovery means flat to modest growth in the near-term.  There is some potential for stronger long-term traffic growth due to anticipated expansion in the energy industries and the potential for expanded port operations.
KW  - Alberta
KW  - Border crossings
KW  - Border regions
KW  - Canada
KW  - Commercial vehicle operations
KW  - Economic conditions
KW  - Economic development
KW  - Evaluation and assessment
KW  - Forecasting
KW  - Highway corridors
KW  - Impacts
KW  - Infrastructure
KW  - International trade
KW  - Literature reviews
KW  - Montana
KW  - Saskatchewan
KW  - Security
KW  - Traffic growth
KW  - Traffic volume
KW  - United States-Canada Border
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/canada_impact_nhwy/final_report.pdf
UR  - http://www.mdt.mt.gov/research/projects/mcs/canada_impact_nhwy.shtml
UR  - http://ntl.bts.gov/lib/45000/45800/45854/final_report76.pdf
UR  - https://trid.trb.org/view/1117498
ER  - 

TY  - RPRT
AN  - 01341253
AU  - Bhoem, Kurtis M
AU  - Barnes, Robert W
AU  - Schindler, Anton K
AU  - Auburn University
AU  - Alabama Department of Transportation
AU  - Federal Highway Administration
TI  - Performance of Self-Consolidating Concrete in Prestressed Girders
PY  - 2010/04//Technical Report
SP  - 213p
AB  - A structural investigation of self-consolidating concrete (SCC) in AASHTO Type I precast, prestressed girders was performed. Six test girders were subjected to transfer length and flexural testing. Three separate concrete mixtures, two girders per mixture, were used to construct these specimens. A moderate-strength, conventional-slump concrete mixture, similar to the concrete used in typical ALDOT girders was evaluated versus moderate-strength SCC and high-strength SCC. No significant difference in transfer bond behavior was found between the full-scale SCC girders and the conventional concrete girders. High-strength SCC girders had shorter transfer lengths than moderate-strength (SCC and conventional) girders. After normalization to account for the difference in prestress magnitude and concrete strength, there was no discernible difference in the magnitude of the transfer lengths between the concrete types. After a composite, cast-in-place concrete deck was added to each girder, flexural testing was performed near each girder end, resulting in two flexural tests per girder. Embedment lengths were varied for each test in order to bracket the AASHTO strand development length. Results indicated that the use of SCC had no adverse effects on the overall flexural performance, and the flexural bond lengths were conservatively predicted by the relevant ACI and AASHTO expressions. Similarly, the SCC girders exhibited comparable service-level performance to the conventional girders. Based on the work performed in this study SCC should perform well in prestressed concrete girder applications.
KW  - Flexural strength
KW  - Girders
KW  - Prestressed concrete
KW  - Self compacting concrete
KW  - Transfer lengths
UR  - http://ntl.bts.gov/lib/37000/37900/37997/ALDOT_930-602_FINAL_REPORT.pdf
UR  - https://trid.trb.org/view/1103168
ER  - 

TY  - RPRT
AN  - 01334235
AU  - Briglia, Peter M
AU  - Fishkin, Emily
AU  - Hallenbeck, Mark E
AU  - Wu, Yao-Jan
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - An Analysis of the Puget Sound In-Vehicle Traffic Map Demonstration
PY  - 2010/04//Research Report
SP  - 186p
AB  - The purposes of this project were to gain a better understanding of the benefits of providing in-vehicle congestion information and to determine whether any detectable congestion level changes resulted from providing this information. The project tested an in-vehicle traffic map device (TrafficGauge) using 2,215 participants from the Puget Sound region. Three rounds of surveys (Entry, Daily and Exit) took place between November 2007 and May 2008 in which participants used the TrafficGauge for six months. The project also analyzed a roadway corridor to determine, in instances of unusual freeway congestion, how traveler’s behavior affects congestion on alternative roadways. The analysis looked for correlations between the performance of the study corridor’s three freeways and four arterials using conditional probability tables. Most of the survey participants were young to middle-age males, well educated with middle or high incomes. The entry survey demographic data indicated that the participants were not representative of the general population but they were probably representative of those most likely to seek and pay for traveler information, particularly information delivered by an in-vehicle congestion map device. On half the occasions when participants reported changing routines in the daily surveys, they reported not receiving any benefits. For the entire study, 25 percent of participants reported not benefiting at all from the device. Participants who changed routines saved time a mean number of 1.6 times. The mean amount of time saved on those instances was a little over 30 minutes. Thirty-two percent of participants indicated that they did not save any time by using the device. Over 59 percent of the participants indicated that the information provided by the device reduced their level of stress. The study participants could be divided into three groups. One (about 20 percent) thought highly of the device, were confident that it had saved them considerable time and stress, and would purchase the device. Another (between 21 percent and 26 percent) saw little value in either the device or the information that it conveyed and would not purchase the device. The third, and largest, group saw value in the device and occasionally benefited from the information it provided. They did not, however, think that these benefits warranted purchasing the device. The corridor analysis indicated that even without arterial performance information, some travelers seek alternative routes when the freeway becomes congested. The corridor analysis confirmed that many travelers diverted either on the basis of what they see on the roadway or what they get from en-route traffic information sources. Even the modest levels of diversion observed in this study increased arterial congestion, especially near freeway ramps. This visible arterial congestion near the freeway discouraged diversion. Consequently, providing arterial performance information on the entire arterial via in-vehicle devices is likely to increase initial diversion, thereby degrading arterial performance. Roadway agencies will, therefore, need to make traffic management of the ramps and arterial segments that connect the alternate routes a priority.
KW  - Arterial highways
KW  - Demonstration projects
KW  - Driver information systems
KW  - Freeways
KW  - Highway traffic control
KW  - In-vehicle devices
KW  - Puget Sound Region
KW  - Stress (Psychology)
KW  - Surveys
KW  - Time savings
KW  - Traffic congestion
KW  - Traffic diversion
KW  - Travel behavior
KW  - Travelers
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/737.1.pdf
UR  - https://trid.trb.org/view/1097583
ER  - 

TY  - RPRT
AN  - 01329756
AU  - Worth, Phill
AU  - Bauer, Jocelyn
AU  - Grant, Michael
AU  - Josselyn, Jessica
AU  - Plaskon, Terence
AU  - Candia-Martinez, Mario
AU  - Chandler, Brian
AU  - Smith, Michael C
AU  - Wemple, Beth
AU  - Wallis, Elizabeth
AU  - Chavis, Anna
AU  - Rue, Harrison
AU  - Science Applications International Corporation
AU  - Kittelson and Associates, Incorporated
AU  - ICF International
AU  - Federal Highway Administration
TI  - Advancing Metropolitan Planning for Operations: The Building Blocks of a
Model Transportation Plan Incorporating Operations - A Desk Reference
PY  - 2010/04
SP  - 162p
AB  - This publication is a resource designed to enable transportation planners and their planning partners to build a transportation plan that includes operations objectives, performance measures, and strategies that are relevant to their region, that reflect the community’s values and constraints, and that move the region in a direction of improved mobility and safety. It offers practitioners a menu of options for incorporating operations into their plans through an organized collection of sample operations objectives and performance measures. It also features excerpts from a model metropolitan transportation plan, illustrating the results of an objectives-driven, performance-based approach to planning for operations.
KW  - Metropolitan areas
KW  - Performance measurement
KW  - Regional planning
KW  - Strategic planning
KW  - Transportation operations
KW  - Transportation planning
UR  - http://ops.fhwa.dot.gov/publications/fhwahop10027/fhwahop10027.pdf
UR  - https://trid.trb.org/view/1090889
ER  - 

TY  - RPRT
AN  - 01328113
AU  - Vasconez, Kimberly C
AU  - Kehrli, Mark
AU  - Federal Highway Administration
TI  - Highway Evacuations in Selected Metropolitan Areas: Assessment of Impediments
PY  - 2010/04//Technical Report
SP  - 108p
AB  - Almost 5 years after hurricanes Katrina and Rita battered Louisiana and Texas, respectively, public officials remain focused on the Nation’s ability to safely evacuate large numbers of people. As a part of the Fiscal Year 2010 U.S. Department of Transportation (DOT) appropriations (Public Law 111-117), the U.S. Congress requested the DOT, in cooperation with the Department of Homeland Security (DHS), to: (1) assess mass evacuation plans for the country’s high-threat, high-density areas and identify and prioritize deficiencies on those routes that could impede evacuations and (2) conduct an analysis of how national highway system (NHS) projects under construction west of the National Capital Region (NCR) could increase the NCR’s evacuation capacity and provide a detailed plan to accelerate such projects. The following information addresses both assessments and involves a broad view of what local authorities in 26 metropolitan areas view as the greatest impediments of their NHS routes in supporting a mass evacuation within their region, as well as a section dedicated to assessing construction and options for accelerating work along NHS routes west of the NCR that would facilitate the movement of NCR evacuees from danger as necessary. The Federal Highway Administration (FHWA) led the multiagency effort to gather and consolidate information. The planning, interview and review teams included representatives of various FHWA offices, the Office of the Secretary of Transportation, the DHS Office of Infrastructure Protection, and the Federal Emergency Management Agency (FEMA) offices of Response and of the National Capital Region Coordination (NCRC).
KW  - Communications
KW  - Disaster preparedness
KW  - Disasters and emergency operations
KW  - Evacuation
KW  - Evaluation
KW  - Highway capacity
KW  - Highway traffic control
KW  - Highway travel
KW  - Metropolitan areas
KW  - Transportation planning
KW  - United States
KW  - Washington Metropolitan Area
UR  - http://www.ops.fhwa.dot.gov/eto_tim_pse/reports/2010_cong_evac_study/fhwahop10059.pdf
UR  - https://trid.trb.org/view/1086327
ER  - 

TY  - RPRT
AN  - 01321152
AU  - Vasconez, Kimberly C
AU  - Kehrli, M
AU  - Federal Highway Administration
TI  - Highway Evacuations in Selected Metropolitan Regions: Assessment of Impediments
PY  - 2010/04
SP  - 108p
AB  - Almost 5 years after hurricanes Katrina and Rita battered Louisiana and Texas, respectively, public officials remain focused on the Nation's ability to safely evacuate large numbers of people. As a part of the Fiscal Year 2010 U.S. Department of Transportation (DOT) appropriations (Public Law 111-117), the U.S. Congress requested the DOT, in cooperation with the Department of Homeland Security (DHS), to: (1) assess mass evacuation plans for the countrys high-threat, high-density areas and identify and prioritize deficiencies on those routes that could impede evacuations and (2) conduct an analysis of how national highway system (NHS) projects under construction west of the National Capital Region (NCR) could increase the NCR's evacuation capacity and provide a detailed plan to accelerate such projects. The following information addresses both assessments and involves a broad view of what local authorities in 26 metropolitan areas view as the greatest impediments of their NHS routes in supporting a mass evacuation within their region, as well as a section dedicated to assessing construction and options for accelerating work along NHS routes west of the NCR that would facilitate the movement of NCR evacuees from danger as necessary
KW  - Disasters and emergency operations
KW  - Evacuation
KW  - Hazards and emergency operations
KW  - Hurricanes
KW  - Traffic control
KW  - Transportation planning
UR  - http://ops.fhwa.dot.gov/eto_tim_pse/reports/2010_cong_evac_study/fhwahop10059.pdf
UR  - https://trid.trb.org/view/1075666
ER  - 

TY  - RPRT
AN  - 01219909
AU  - Burkheimer, Dennis
AU  - Jackson, Tim
AU  - Thompson, Gregory
AU  - Thompson, Todd
AU  - Thompson Engineering Company
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Interface Specifications for Mobile Data Platforms on DOT Vehicles: Final Report
PY  - 2010/04//Final Report
SP  - 43p
AB  - AVL/GPS/Sensor Data Collection Systems are typically deployed within transportation maintenance fleets. All too often, highway maintenance engineers invest resources into automatic vehicle location (AVL) and global positioning systems (GPS) along with several types of sensors, only to find that the systems are proprietary and that it is difficult to incorporate new technology. Developing a set of standards to develop interoperable components becomes essential. This Clear Roads project developed a set of generic specifications and proposes an implementation plan to standardize them at the national level. The specification designates a standard modem/GPS unit that employs cellular and Wi-Fi communications to transmit to a web based server. In-vehicle, the modem/GPS unit connects to the engine bus of each transportation vehicle using the SAE J1939 interface. All onboard sensors are connected to the engine bus and the modem/GPS unit listens for sensor data. It is remotely programmed to collect and transmit the desired information for each unique user community to a transportation database. The implementation plan is built upon petitioning a standard granting organization such as SAE or IEEE through the use of a national sponsor such as APWA or FHWA with the Clear Roads proposed specification. By adopting a standard interface, vendors can remain competitive, offer unique services, yet provide a wide range of interoperable products for the transportation industry.
KW  - Automatic vehicle location
KW  - Data collection
KW  - Global Positioning System
KW  - Highway maintenance
KW  - IEEE 802.11 (Standard)
KW  - Interoperability
KW  - SAE J1939
KW  - Sensors
KW  - Specifications
KW  - Standardization
KW  - Winter maintenance
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/09-09mobiledataplatforms-f.pdf
UR  - http://www.clearroads.org/research-projects/downloads/09-09mobiledataplatforms-final-report.pdf
UR  - https://trid.trb.org/view/976095
ER  - 

TY  - RPRT
AN  - 01173902
AU  - Council, Forrest M
AU  - Reurings, Martine
AU  - Srinivasan, Raghavan
AU  - Masten, Scott
AU  - Carter, Daniel
AU  - University of North Carolina, Chapel Hill
AU  - Federal Highway Administration
TI  - Development of a Speeding-Related Crash Typology
PY  - 2010/04//Final Task Report
SP  - 112p
AB  - Speeding, the driver behavior of exceeding the posted speed limit or driving too fast for conditions, has consistently been estimated to be a contributing factor to a significant percentage of fatal and nonfatal crashes. The U.S. Department of Transportation has instituted the Speed Management Strategic Initiative to seek more effective ways to manage the crash-related effects of speeding. In support of this initiative, this study conducted a detailed examination of recent crash data through the development of a speeding-related (SR) crash typology to help define the crash, vehicle, and driver characteristics that appear to result in a higher probability of SR crashes. Thus, the goal is to determine variables associated with SR crashes—such as what, where, when, and who—in order to provide guidance to the future development of new treatments and to more effectively target new and existing treatments. Recent Fatality Analysis Reporting System (FARS) and National Automotive Sampling System General Estimates System (NASS GES) data were used to answer these questions. Because these national databases only allow the use of a definition of SR that combines both exceeding the speed limit and too fast for conditions, two State databases (North Carolina and Ohio) were used to determine if different findings resulted from using the combined definition versus the exceeding the speed limit definition. Two analysis methodologies were used: (1) single-variable table analysis and (2) classification and regression tree (CART). In the first, for a series of both crash-related and vehicle/driver-related variables (e.g., crash type and age of driver), individual codes within each variable were examined to determine which showed an overrepresentation of SR crashes or SR vehicles/drivers (e.g., rear-end crashes for 16–19-year-old drivers). The second method involved CART analyses which automatically define which factors/variables are the most critical with regard to SR crashes or drivers and which combinations of variables/codes are the most important. Similar single-variable and CART analyses were also conducted for five high-priority subsets of the data (e.g., pedestrian crashes and intersection crashes). As might be expected, the results differed between fatal and total crashes, national and State, and among States. Few differences were seen in the results based on the two definitions. The single-variable table results were consistent with two earlier studies in indicating higher SR percentages in single-vehicle crashes, rural crashes, crashes on curves, nighttime crashes, motorcycle crashes, as well as crashes involving young drivers, male drivers, drivers not using restraints, and drivers under the influence of alcohol. No consistent pattern of speeding was seen in either pedestrian or bicycle crashes or in work zone crashes. The CART results from the different databases were less consistent and more difficult to interpret. The crash-based results consistently identified single-vehicle crashes during adverse weather as a high-priority subgroup. The vehicle-based findings indicated almost no consistency across databases, with young male showing up more than other descriptors.
KW  - Crash characteristics
KW  - Crash data
KW  - Crash types
KW  - Highway safety
KW  - Speed control
KW  - Speeding
KW  - Traffic crashes
UR  - http://www.fhwa.dot.gov/publications/research/safety/10024/10024.pdf
UR  - http://ntl.bts.gov/lib/35000/35100/35154/FHWA-HRT-10-024.pdf
UR  - https://trid.trb.org/view/934328
ER  - 

TY  - RPRT
AN  - 01173834
AU  - Carlson, Paul
AU  - Park, Eun-Sug
AU  - Andersen, Carl
AU  - Kuhn, Beverly
AU  - Pike, Adam
AU  - Miles, Jeffrey
AU  - Brydia, Robert
AU  - Ealding, Wendy
AU  - Porter, R J
AU  - Texas Transportation Institute
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - Pavement Marking Demonstration Project: State of Alaska and State of Tennessee—Report to Congress
PY  - 2010/04//Final Report
SP  - 118p
AB  - Under Public Law 109-59, the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), the Secretary of the U.S. Department of Transportation was directed to conduct a demonstration project in Alaska and Tennessee to study the safety impacts, environmental impacts, and cost effectiveness of different pavement marking systems and the effect of State bidding and procurement processes on the quality of pavement marking material employed in highway projects. This report outlines the development of the demonstration projects and the research findings to date. Preliminary findings indicate that States are pursuing alternative procurement strategies to provide high-quality durable markings in a cost-effective manner, often as part of their Strategic Highway Safety Plans, while industry has responded to requirements for more environmentally benign materials. A multistate retrospective analysis suggests that the use of 6-inch edge lines does result in a reduction in several crash types on rural two-lane two-way roads, as compared to 4-inch edge lines. As of the date of this report, pavement markings installed as part of the demonstration project in Tennessee have not yet degraded to the point where comparisons of the cost effectiveness of alternative pavement markings can be made.
KW  - Alaska
KW  - Cost effectiveness
KW  - Environmental impacts
KW  - Highway safety
KW  - Procurement
KW  - Quality control
KW  - Road marking materials
KW  - Tennessee
UR  - http://www.fhwa.dot.gov/publications/research/safety/09039/09039.pdf
UR  - https://trid.trb.org/view/934327
ER  - 

TY  - SER
AN  - 01164280
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Hajbabaie, Ali
AU  - Benekohal, Rahim F
AU  - Medina, Juan C
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Performance of Solar Powered Flashing Beacons at Room Temperature Conditions
PY  - 2010/04//Research Report
SP  - 40p
AB  - This report presents the results of five tests on JSF flashing beacons and the results of 10 tests on Carmanah flashing beacons under room temperature conditions. Each test determined the time each module flashed in the Manual on Uniform Traffic Control Devices (MUTCD) flashing pattern, the battery voltage over time, and the outputted light intensity over time. The results of the tests showed that for JSF flashing beacons, the voltage drops gradually over time. The red color of JSF flashed in the MUTCD flashing pattern for at least 24 days. The yellow color of JSF beacon flashed in the MUTCD flashing rate for at least 16 days. For both colors of JSF beacons, the outputted light intensity remained at an almost constant level over time at 22-27 foot-candles for the red color and 25-30 foot-candles for the yellow color. In the fall months, the JSF flashing beacons needed around three days to get fully charged. The six uninterrupted tests conducted on Carmanah modules proved the company’s claim that both modules would flash in the MUTCD flashing pattern for one day and then switch to the power saving mode if they do not receive any charge from the solar panel. On the other hand, the results of the four interrupted tests revealed that the red color of Carmanah beacon can flash in the MUTCD flashing pattern for 11.5 to 12.5 days. The yellow color of Carmanah can flash in the MUTCD pattern for 8.6 to 10.1 days. The Carmanah modules produced a high light intensity of approximately 100 ft-candle for red and 160 ftcandle for yellow at the beginning of the discharge period, but the intensity for the red module decreased to 20 ft-candle in 8 to 10 days and to 40 ft-candle for yellow in six to eight days. In the fall, Carmanah flashing beacons need around six days to become fully charged.
KW  - Charge time
KW  - Color
KW  - Evaluation
KW  - Flashing beacons
KW  - Luminous intensity
KW  - Performance
KW  - Solar collectors
KW  - Temperature
UR  - http://hdl.handle.net/2142/45890
UR  - https://trid.trb.org/view/923780
ER  - 

TY  - SER
AN  - 01164240
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Slattery, Dianne K
AU  - Slattery, Kerry T
AU  - Southern Illinois University, Edwardsville
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of 3-D Laser Scanning for Construction Application
PY  - 2010/04//Research Report
SP  - 97p
AB  - The objective of the project was to evaluate cost-effective means to implement laser scanning technology in the construction phase of IDOT projects. The primary goal was to study the use of a laser scanner for evaluating pay quantities for earthwork operations. The feasibility of using a scanner for other applications such as monitoring settlement due to pile driving, providing initial survey data for design, evaluating gravel and pavement thickness, assessing pavement roughness, surveying damaged bridges, and documenting archaeological investigations was also evaluated. Laser scans of ongoing construction projects were performed, and the workflow for operation of the scanner in the field was developed and documented. Software was developed using Visual Basic 2005 to process the data and to compare scanner data to a conventional survey. The research showed that laser scanning technology is a feasible means to measure earthwork quantities for payment in highway construction projects. Used in conjunction with traditional surveying techniques and equipment to establish horizontal and vertical control, the laser scanner can quickly map the terrain and provide data for earthwork quantity calculations.
KW  - 3-D laser scanning
KW  - Construction management
KW  - Earthwork
KW  - Evaluation
KW  - Feasibility analysis
KW  - Illinois
KW  - Road construction
UR  - http://hdl.handle.net/2142/45889
UR  - https://trid.trb.org/view/923692
ER  - 

TY  - RPRT
AN  - 01163054
AU  - Brown, Stephen B
AU  - Rock, Stephen J
AU  - Puffer, Raymond H
AU  - Brown Coach, Incorporated
AU  - Rensselaer Polytechnic Institute
AU  - New York State Energy Research and Development Authority
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Demonstration of Diesel Fired Coolant Heaters in School Bus Applications
PY  - 2010/04//Final Report
SP  - 50p
AB  - Engine block pre-heating can reduce fuel consumption, decrease pollution, extend engine life, and it is often necessary for reliably starting diesel engines in cold climates. This report describes the application and experience of applying 36 diesel fired coolant heaters in a demonstration school bus fleet. This demonstration was conducted at Brown Coach facilities in Amsterdam, New York and Scotia, New York. Benefits beyond those obtainable when using more traditional immersion electric block heating were experienced, including: Pre-heating to near full operating temperature without need for engine idling; Inter-run cabin auxiliary heating to facilitate anti-idling; and Supplemental heat during the drive cycle for better engine efficiency, reduced emissions, and increased passenger comfort.
KW  - Air quality management
KW  - Auxiliary power units
KW  - Cylinder blocks
KW  - Demonstration projects
KW  - Diesel engines
KW  - Diesel fired coolant heaters
KW  - Engine efficiency
KW  - Engine idling
KW  - Exhaust gases
KW  - Heating
KW  - Passenger comfort
KW  - Preheating
KW  - School buses
UR  - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/NYSERDA%20Agreement%209818%20DFCH%20Final%20Report.pdf
UR  - https://trid.trb.org/view/923566
ER  - 

TY  - RPRT
AN  - 01163051
AU  - Sheckler, Ross D
AU  - iCone Products LLC
AU  - New York State Energy Research and Development Authority
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Prototyping and Testing of a Fully Autonomous Road Construction Beacon, the iCone®
PY  - 2010/04//Final Report
SP  - 44p
AB  - A revolutionary portable traffic monitoring device is developed, extensively prototyped and thoroughly tested throughout the State of New York as well as several other states. The resulting device, trademarked as the iCone®, simplifies the process of traffic monitoring to the point where the entire process of data collection, transmission, and distribution is executed at the flip of a single switch. The iterative prototyping and testing process is centered around a public/private partnership including iCone Products LLC (iPL), the Calmar companies, the Federal Highway Administration (FHWA), the New York State Energy Research and Development Authority (NYSERDA), and the New York State Department of Transportation (NYSDOT) and eventually involves departments of transportation from several states and expands to include participation from law enforcement, contractors, and private sector traffic information services. The highly inclusive nature of the test program led to a solution that addresses needs in traffic information, construction management, and law enforcement. The overall program has launched a new corporation and a new product that is in regular use in six states.
KW  - Intelligent transportation systems
KW  - Prototype tests
KW  - Traffic law enforcement
KW  - Traffic surveillance
KW  - Work zone traffic control
KW  - Work zones
UR  - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-05-05%20iCone_Final%20Report_April%202010.pdf
UR  - https://trid.trb.org/view/923581
ER  - 

TY  - RPRT
AN  - 01162437
AU  - Federal Highway Administration
TI  - Pelissippi Parkway extension (SR 162) from SR 33 (Old Knoxville Highway) to US 321/SR 73/Lamar Alexander Parkway, Blount County : environmental impact statement
PY  - 2010/04//Volumes held: Draft
KW  - Environmental impact statements
KW  - Tennessee
UR  - https://trid.trb.org/view/923423
ER  - 

TY  - RPRT
AN  - 01162433
AU  - Federal Highway Administration
TI  - Hollister to Gilroy State Route 25 widening and route adoption, San Benito and Santa Clara counties : environmental impact statement
PY  - 2010/04//Volumes held: Draft
KW  - California
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/923419
ER  - 

TY  - RPRT
AN  - 01162033
AU  - Federal Highway Administration
TI  - East Lake Sammamish master plan trail : environmental impact statement
PY  - 2010/04//Volumes held: Draft(3v), Final(3v), Wetland biology and surface water and water quality discipline reports B1
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/923017
ER  - 

TY  - RPRT
AN  - 01162012
AU  - Federal Highway Administration
TI  - Conway western arterial loop, Faulkner County : environmental impact statement
PY  - 2010/04//Volumes held: Draft, Final
KW  - Arkansas
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/922996
ER  -